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In this presentation we will be provide a high level overview of the ITS Joint Program office and the various research programs we have undertaken – past, present and future. We will have an emphasis on the connected vehicle research during the presentation. You may hear others refer to this technology as Vehicle-to-Vehicle technology, but as you can see by this agenda Connected Vehicle research is more just preventing car crashes. We have a much broader perspective in mind that not just addresses road safety issues but also those of mobility and environmental issues.
We know that wireless technology can be used to improve they way people travel by giving them more information and more options. Anonymous collected from cars, trucks, buses and even pedestrian cell phones can be combined to create applications that make travel easier and hassle-free. The data also gives people the option make greener travel decisions and avoid hazardous road weather issues like Icy roads.
I will also talk about the underlying technology that makes Connected Vehicles happens, the testing we are doing to ensure the technology is safe and secure and the policy issues that need to be addressed.
Traffic fatalities in the U.S. have been falling. Some of it has to do with safer vehicles, regular use of seat belts, education about the dangers of drunk and distracted driving, higher gas prices and the struggling economy in the U.S.
We are happy to see the decrease, but as you can see, transportation in the U.S. still faces a number of challenges.
Traffic accidents are still way too high, congestion is a real problem in many cities and transportation is still a leading contributor to greenhouse gases.
The Intelligent Transportation Systems Joint Program Office is a program office at the USDOT that is located within the Office of the Assistant Secretary for Research and Technology.  We manage a multimodal ITS research program in cooperation with our modal partners from all surface transportation modes, incl. transit, highways, rail, etc. within USDOT.
The ITS JPO funds nearly all of the ITS-Related research done within US DOT
Our program does not include aviation. We work with the modal agencies to develop a strategic plan to guide our research on a five year cycle, and the Administrators of these agencies approve the ITS research program budget on an annual basis.
Over the last 20 years, we have worked to promote adoption of ITS technologies across the country. Federal research has spurred active investments from the private sector and industry.
Investment happened:
where local and regional governments had priorities
where cost and perceived value made a case for deployment
We conduct regular deployment tracking surveys to find out how much deployment has happened and what type of deployment has happened in the states. Our survey efforts have identified over 80,000 ITS assets deployed on the ground, and we have recently developed a map-based tool called ITS Asset Viewer to help you visualize these deployments.
The ITS Asset Viewer visually displays the location of ITS deployments nationwide, providing a geographic picture of the status of ITS deployment.
The ITS Asset Viewer complements the USDOT’s ITS Deployment Tracking Survey, developed for the ITS JPO by Oak Ridge National Laboratory. Conducted 10 times since 1997, the survey measures the extent of ITS deployment within 108 metropolitan areas across the United States. The survey helps guide federal ITS research and program management, inform Congress, and assess the cost and operational impact of ITS at the national scale.
To measure the extent of ITS deployment within the nation’s largest metropolitan areas, the USDOT has conducted a nationwide survey of state and local transportation and emergency management agencies nearly every year since 1997. 
Nearly 2,100 surveys were distributed to state and local transportation agencies in 2013. Seven survey types were distributed including freeway management, arterial management, transit management, transportation management center, electronic toll collection, public safety – law enforcement, and public safety – fire/rescue.
Here are some of the important successes that we have delivered over the past two decades. I’m not going to go over each one of them but will take a minute to quickly highlight a couple :
National 511 Program - One easy-to-remember number, regardless of the traveler's location, gives travelers' choices - choice of time, choice of mode of transportation, choice of route – which save lives, time and money. A great deal of information is collected via ITS. Providing access to traffic information via one nationwide, three-digit telephone number is a means to make the most of that investment. That is, to get that information to the driver and shipper by this country's most common means of communication – the telephone.
Next Gen 9-1-1 - The Nation's current 9-1-1 system is designed around telephone technology and cannot handle the text, data, images and video that are both increasingly common in personal communications and critical to future transportation safety and mobility advances. The Next Generation 9-1-1 (NG9-1-1) Initiative has established the foundation for public emergency communications services in a wireless mobile society.
Enable 9-1-1 calls from any networked device.
Provide quicker delivery and more accurate information to responders and the public alike. Delivery will incorporate better and more useful forms of information: real-time text, images, video, and other data.
Establish more flexible, secure, and robust PSAP operations with increased capabilities for sharing data and resources, and more efficient procedures and standards to improve emergency response.
Enable call access, transfer, and backup among PSAPs and between PSAPs and other authorized emergency.

Here is a snapshot of our research program focus areas at the ITS JPO.  The Connected Vehicle research program is one of our major ongoing programs.  The connected vehicle program is structured to address the safety, mobility and environmental challenges through a combination of vehicle-to-vehicle and vehicle-to-infrastructure communications.
Aside from the connected vehicle program, some of our other major efforts include Automated vehicles and Integrated Corridor Management and vital cross-cutting programs like ITS Standards and Architecture.
So let’s talk a little about our plans for ITS over the next five years…
The ITS Strategic Plan 2015-2019 outlines the direction and goals of the USDOT’s ITS Program and provides a framework around which the ITS JPO and other Department agencies will conduct research, development, and adoption activities to achieve them.
The plan was developed with significant stakeholder input from all relevant parties, both within and external to the Department.
The graphic represents the stakeholder feedback that was gathered during the data collection phase of the strategic planning effort.
The word cloud illustrates the most popular topics discussed by stakeholders from across the country.
The larger and more bold the font type, the more frequently that topic was raised.
This input validates the Strategic Themes and Program Categories set forth in this Plan.
The ITS Strategic Plan includes program categories to provide the necessary structure for research, development, and adoption of ITS technologies. These categories reflect modal and external stakeholder input about the areas where attention, focus, and resources should be devoted.
We want to continue with implementation of connected vehicles. This is a timeline of the program’s intended path toward deployment.  As promised, we have tested the technology in real-world settings and evaluated its effectiveness by collecting and analyzing the data from our testbeds over the past few years. NHTSA recently made an agency decision to move forward with the connected vehicle technology for light vehicles. NHTSA will make a decision about heavy vehicles soon.
We anticipate the continuation of our testing and certification efforts in the coming months and years, and are expecting our modal partner, FHWA, to issue deployment guidelines in the year ahead to assist the state and local jurisdictions in moving this technology towards widespread deployment.
Based on the results of the safety pilot and other research, the National Highway Traffic Safety Administration (NHTSA) made an agency decision to move forward with a rule requiring V2V devices to be installed in new cars.
In August, NHTSA released the advance notice of proposed rulemaking (ANPRM) and a supporting comprehensive research report on V2V communications technology. The report includes analysis of the Department's research findings in key areas such as technical feasibility, privacy and security, and preliminary estimates on costs and safety benefits. The ANPRM, which closed a few days ago, sought input from the public and stakeholders on these findings. The input will help support the Department’s regulatory work to eventually require V2V devices in new light vehicles. NHTSA expects to release the Notice of Proposed Rulemaking by 2016.
In addition, the DOT released a Request for Information (RFI) related to the security system that will support V2V operations. The SCMS encompasses all technical, organizational, and operational aspects of the V2V security system that is needed to support trusted, safe/secure V2V communications and to protect driver privacy appropriately. The RFI seeks responses from parties potentially interested in establishing and operating a V2V SCMS.
The U.S. Department of Transportation continues to seek stakeholder input on preparations by the Federal Highway Administration (FHWA) guidance for the development of Connected Vehicle Infrastructure (V2I) deployment guidance and deployment coalition planning.  USDOT would like input from transportation infrastructure owner/operators on draft FHWA guidance aimed at supporting successful implementation and operations of connected vehicle technologies.  It should be noted that the deployment of V2I technologies will be voluntary and is not coupled with the National Highway Traffic Safety Administration’s (NHTSA) proposed rulemaking for Vehicle-to-Vehicle (V2V) communications.
FHWA guidance may well have some regulatory aspects e.g. if you want to use Federal funds to install connected vehicle infrastructure, here is what it needs to look like.  The nuance is that implementing infrastructure is optional, how it will be implemented if you decide to do it may not be.  The guidance is envisioned to provide information that assists agencies in making investment decisions.  It will include information on what will be required if an agency wants to participate in the Connected Vehicle environment (including governance, liability, operations & maintenance, and security), while identifying the benefits that will be derived from installing infrastructure to support specific applications.  The AASHTO “footprint” analysis will help define the extend of the system required for various scenarios.  All of this work will allow calculation benefits and costs for determining ROI.
Building on the momentum of our safety pilot and the NHTSA decision, and with these future decisions and guidance on the horizon, is our Connected Vehicle Pilot Deployment Program.
The GOALS of the CV Pilots Program are to
accelerate early deployment of Connected Vehicle technology
understand and estimate benefits associated with deployment
identify and solve key issues related to technical and institutional barriers
We have extensively researched and tested the potential of connected vehicles to save lives, as well as improve mobility and fuel efficiency. We have a little more work ahead, to complete what we started, but the industry is now ready to pick up the torch and advance what we started.
We understand there is a need for more wireless broadband capacity, and we support the President’s National Broadband Initiative. The demand for more WiFi services should not be ignored. But we first do a careful analysis to be sure that any proposal to share the DSRC  spectrum is safe.
We can’t take away the potential to save lives and reduce crashes,. That is the bottom line for us.
USDOT understands that the wireless industry has proposals that demonstrate how sharing might work, and urges the wireless community to bring those proposals and equipment forward so that they can be tested.  We are willing to work with the wireless industry and other stakeholders on this important issue, but we must make sure by testing that there will not be interference that affects the safety-critical ITS applications that rely on DSRC.
An automated vehicle communicates with other vehicles and the infrastructure to self-drive. An autonomous vehicle is self-contained and does not interface with other vehicles or roadside.
Automated vehicles use on-board sensors, cameras, GPS, and telecommunications to obtain information to make their own judgments regarding safety-critical situations and act appropriately by effectuating control at some level.
This is the goal of the US DOT automation program
Its near term purpose is to support wide-scale deployment of automated vehicle systems. It says ‘partially automated vehicle systems’ because this acknowledges the point that there are multiple levels of automation and the USDOT can enable a wide range of levels, which could include partial to full automation.
We want to launch a robust road vehicle automation program
                                                               i.      Understanding overall costs and benefits
                                                             ii.      NHTSA on reliability, cybersecurity, human factors
                                                            iii.      FHWA on operational and policy impacts, including long term planning guidance
                                                           iv.      FTA on vehicle automation and personal mobility applications uses
                                                             v.      Harmonizing testing and certification
There are potential impacts and benefits of Automated Vehicles
The USDOT is still trying to better understand the benefits, but they could include crash avoidance, etc. (bullets on slide)
Crash avoidance (a majority of vehicle collisions are due to human error)
Reduced congestion: automated vehicles could increase road capacity through shorter distances between cars, narrower lanes, etc.
Reduced emissions: automated vehicles could driver ‘smarter’ from an energy standpoint through more efficient uses of acceleration/deceleration, more ‘eco-friendly’ routes, etc.
Improved efficiency and accessibility: automated vehicles have the potential to offer improved mobility to a population that is currently unable to drive (e.g. disabled population).
The USDOT Automation Program is divided into five different research tracks. The tracks are looking at everything from applications development, testing and evaluation (which includes looking at objective test procedures and benefits estimation) to policy and planning.
For the purposes of this session’s discussion, I will focus on some of the emerging issues that have been identified through the Policy and Planning Research Track. 
There are many facets to the Policy and Planning track, but generally, key objectives include looking at clarifying the Federal role in automation.  Where should the USDOT be playing a role in automation and at what level?
Another objective in this track is to look at options for addressing policy needs and challenges. (which will be addressed in the following slides).
What is happening in the U.S. legislative and regulatory environment as it relates to automation?
There is ongoing state legislative activity (as shown by the map) where different states are beginning to either enact or consider legislation that allows testing (or operation) of automated vehicles on public roads.
States in green show where legislation has been enacted or passed.
States in yellow show where legislation is under consideration.
States in red show where legislation was introduced, but not enacted (i.e. failed by the end of the session)
States in grey show where there is no legislative activity (thus far) regarding automation.
Most notably, the state of NV and CA have not only passed legislation that allows automated vehicles on the roads, but have also developed state regulations.
Growing Patchwork of state regulations: as evidenced by the map, there has been a variation of state legislative activity in this area. This could pose a challenge to OEMs as they must comply with varying state regulations and also pose a challenge to drivers. There may be different driver licensing, training and vehicle operating requirements across states.
This leads to the question as to whether there is a need for national consistency and standards?
Large data sets are also needed as the basis for new applications to support mobility, safety, and greater efficiency of transportation assets. The availability of enterprise data is crucial for continued innovation. For our future transportation system to work seamlessly, the data will be as critical as asphalt, concrete, and vehicles.
Of course, interoperability is crucial to a connected vehicle environment. Its success hinges on the applications, messages, devices, vendors, operators, and solution providers being interoperable—able to function together smoothly and efficiently as one integrated system. Our efforts will continue to focus on enabling ITS elements in vehicles, devices, infrastructure, and applications to effectively communicate with other parts of the system as needed, regardless of where they are built and where or when they are used.  Interoperability refers also to the interoperability of transportation systems and networks, from mode to mode.
We want to reduce barriers to adoption through training and outreach
We provide a wealth of information about our program on the ITS JPO website. You can also sign up to receive updates through our e-mail newsletter, Facebook page and Twitter.  We hold numerous free webinars, trainings and public meetings throughout the year, which are advertised through our website and communication media. We have had active participation from Transport Canada in many of those forums and and welcome your continued participation in our activities.