Principles (Strawman – Version 7)

March 20, 2009

The ITS Joint Program Office of USDOT, RITA would like to work with the primary Connected Vehicle stakeholders to develop a common set of principles about the program that all parties can agree on. It is the JPO’s goal that these principles would be announced during the ITS America Annual meeting June 1-3 in the Washington, DC metropolitan region. The ITS JPO provides the list of principles below as a strawman to begin discussions. The principles below are not endorsed by USDOT, and are intended to be modified by stakeholders.

  • Connected Vehicle will establish an information platform for the transportation system that will immediately support applications to enhance safety and mobility and, ultimately, enable the vision of a crashless, information-rich surface transportation system that can change the way transportation is managed.
  • Connected Vehicle will also support applications to enhance livable communities, environmental stewardship, traveler convenience and choices, and electronic payment.
  • The Connected Vehicle program is focused on deployment.
  • Connected Vehicle research is important for advancing goals of the public and private sectors and should be continued.
  • Connected Vehicle research will be conducted in a collaborative environment with primary leadership provided by the United States Department of Transportation (USDOT), American Association of State Highway and Transportation Officials (AASHTO), and the automobile manufacturers.
  • Connected Vehicle research and deployment includes both vehicle-to-vehicle and vehicle-to-infrastructure systems and capabilities involving passenger, commercial, transit, and public fleet vehicles.
  • Active safety applications* require communications characteristics unique to a vehicular environment, including low latency, fast connection speeds, security and privacy. Active safety research will focus on Dedicated Short Range Communications (DSRC).
  • Standards to support active safety applications should be completed and harmonized internationally.
  • The feasibility of retrofit strategies should be studied as part of the deployment solution for active safety applications*.
  • Numerous communications technologies may be able to support most mobility applications and should be considered. Standards should be established as needed to support mobility applications.
  • A strategy for including aftermarket devices for mobility applications should be pursued.
  • Any Connected Vehicle application must not compromise safety. This includes in-vehicle systems and aftermarket units that could be sources of driver distraction.

*Active Safety Applications refer to those applications designed to assist vehicle operators in avoiding imminent crashes.

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