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Partnership among RITA, NHTSA, FHWA, FMCSA, FTA, and FRA
IntelliDriveSM enables vehicles with 360-degree awareness to inform a driver of hazards and situations they can’t see.
IntelliDriveSM safety applications  have the potential to reduce or eliminate crashes through a combination of Driver Advisories; Driver Warnings; and Vehicle Controls.
IntelliDriveSM has the capability of addressing the majority of crash situations and prevent tens of thousands of deaths every year.
-It’s time to move from laboratories and test tracks to real world operational capability, and the ITS Program’s research efforts are squarely focused on this objective.
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-Have been working on furthering the research for several years
- Starting in 2004, we initiated research in the connected vehicle space à VII proof of concept testing and V2V development
-We did an analysis which first pointed to DSRC as the sole communications technology but then modified our position to state that DSRC is necessary for critical safety of life crash imminent situations and other communications for non-safety situations
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-Since 2004 we’ve been working on Developing applications (both safety and non-safety), Standards and Performance Requirements, Device certification, Human Factors, and more recently, establishing a model deployment
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-Policy framework necessary for ensuring long term stability of the connected vehicle technology and capability.
-We are currently working on three overarching, critical issues that impact public acceptance and enable connected vehicles to become a reality:
-financially sustainable strategy for implementation, operations, and maintenance;
-a robust security system that preserves privacy at the highest levels; and
-a collaborative governance model.
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Research is maturing such that NHTSA has committed to an agency decision regarding whether the safety technology is sufficiently developed to support rulemaking
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Dry run for a nationwide implementation
-Proving out real world technical and policy implementation scenarios
-Generating data to support the benefit assessment for deployed system
-Demonstrating acceptance by the ultimate customers à the driving public and other road users
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-2 major activities make up Safety Pilot:
-- driver clinics
-- real world model deployment
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Oversight by the US DOT team:
-RITA
-NHTSA
-FHWA
-FTA
-FMCSA
-Volpe
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Need to explain difference between DAC and OEM “template” vehicles.
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-Aftermarket is important from a deployment acceleration perspective
-All devices and systems that interact with the driver need to comply with NHTSA Driver Distraction criteria
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The deployment of vehicles into the MD environment is a rolling deployment. At launch there were about 450 equipped vehicles in the field, and at full deployment, there will be 2,836 vehicles capable of communicating via DSRC. These vehicles can be disaggregated into three distinct categories:
-Integrated Vehicles:  These vehicles were instrumented by the OEMs. They have the ability to receive and send BSMs and also have safety applications with DVIs integrated into the vehicle.
-Retrofit/Aftermarket Devices:  These devices were developed typically by Tier 1 OEM suppliers, and are stand alone devices. They have the capability to receive and send BSMs and also have safety applications with stand-alone DVIs that are NOT integrated into the vehicle.
-Vehicles Awareness Devices: These devices were also developed by OEM suppliers and are stand alone devices. They only have the capability to send BSMs to other vehicles and do not have safety applications.
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The evaluation will be based on data from 178 vehicles that have data acquisition systems
-The other 2,800 vehicles will log a limited amount of data on the DSRC device
-There are 2 primary forms of DAS data, numerical, and video
-Numerical data:
-In-vehicle = data about the vehicle dynamics of the host vehicle, and driver input to the vehicle
-External sensors = Radar, vision based ranging sensors, and lane tracking cameras.  They provide information about the relative location of other vehicles and objects and location of the vehicle relative to the road
-GPS data = you know what this is.
-V2V = information about the vehicles that the car is talking to including (relative position, etc.) and data on the safety applications (when they provide alerts)
-Video data:  Cameras capture video footage of both the driver and the surroundings of the vehicle (forward view, side view, rear view).  The video of the driver helps us understand how the driver is reacting to the applications and allows us to study driver behavior/distraction.  The video of the surroundings helps us to understand the context of the driving scenarios and safety critical events.
-All data is continuous.    We are capturing data every moment these vehicles are on the road. (This is important to mention because a lot of field tests only save video data for “events” and we are keeping all of it)
-We have estimated that we will collect over 200 TB of data during the field test.  This is a liberal estimate, and it is dependent on how much communication we see between the equipped vehicles.
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This section of the presentation describes what has been accomplished to date in the Model Deployment.
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Another major accomplishment in the SPMD is the interoperability testing. There were three separate stages of interoperability testing in the Safety Pilot, conducted in June, August, and December. Each stage focused on different functional capabilities of the devices (i.e. BSM transmission, traveler information messages/SPaT, and security functions). Each phase of the testing included bench testing in a laboratory environment as well as field testing where the devices were temporarily installed in vehicles and driven around the MD environment.
The objectives of this testing was to verify that these devices produced by different manufacturers could work cooperatively together. Furthermore, this testing was also able to provide additional information that can be feed back into the USDOT requirements and industry standards for next generations of these devices.
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During month 4, the observed interactions exceeded the projected interactions, even with being 14% below the deployment target. Once we are at 100% deployment the monthly interactions recorded will continue to exceed the projections. At the end of the one-year we expect to be well above the projected number of interactions.
Note how the gaps is closing between the projected and observed.
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