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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.
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Connected vehicle technology works with infrastructure to improve safety for travelers both inside and outside the vehicle
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Stop Sign Gap Assist applications alert drivers when it is safe to depart from a stop sign
Projected Impacts:
ΨSignificant reduction in collisions, injuries, and fatalities at intersections.
ΨNon-recurring congestion resulting from incidents is reduced by 30%
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Alerts a driver if a pedestrian is crossing ahead in a signalized intersection. Also notifies pedestrians when it is safe to cross.

Projected Impacts:
Ψ50% decrease in pedestrian-vehicle conflicts
ΨImproved mobility for pedestrians and vehicles
ΨReduced emissions due to better traffic flow
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Notifies a driver to use caution when traveling through a work zone.

Projected Impacts:
•State vehicles act as traffic probes, integrated with private sector probe data
•Better traveler information regarding work zones results in a 30% increase in travel time reliability
•Travelers can adjust their travel patterns based on more reliable traveler information
•Fewer vehicles traveling through work zones reduces congestion and improves worker safety
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Connected snowplows, agency fleet vehicles, and travelers' personal vehicles provide weather data to agencies' decision support systems to improve treatment plans and recommendations for snow and ice control.
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Response, Emergency Staging and Communications, Uniform Management, and Evacuation are the next generation of applications that transform the response, emergency staging and communications, uniform management, and evacuation (R.E.S.C.U.M.E.) process associated with incidents.
Oncoming Vehicles - Warns drivers of lane closing and reduced speeds when approaching incident zones.
Responder Vehicles - Warns on-scene responders of vehicles approaching the incident zone at speeds or in lanes that pose a high risk to their safety.
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Warns pedestrians of transit buses approaching/departing a bus stop, as well as warns bus drivers of the presence of pedestrians
Warns pedestrians getting off a bus of any vehicles near the bus stop that may be out of view, helping to avoid potential collisions
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Gives passengers real-time transit information to more accurately predict whether they will make their next connection. A passenger can use their personal mobile device to initiate a request for a connection to wait. If multiple people on a delayed transit vehicle will miss their next connection, transportation providers can adjust departures to enable the passengers to make their next connection

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•Research and Demonstration
•NHTSA V2V Ruling
•FHWA V2I Guidance
•Facilitating Deployment
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NCHRP 03-101 scheduled for completion in October 2014.  A study of the benefits and costs of connected vehicle deployment for sate and local DOTs, which will include a number of different funding options.
AASHTO is leading a National Connected Vehicle Field Infrastructure Footprint Analysis which will zero in on a number of design concepts with infrastructure implications. 
FHWA is developing the Integrated V2I Prototype with final goal of a physical manifestation of the Reference Implementation at TFHRC (2015-2016), in coordination with the CVRIA.
ITS Architecture and Standards Program is evaluating all of the processes and interfaces required to support proposed applications, and identifying the standards necessary for those interface. This is being documented as part of the National ITS Architecture under CVRIA.
 
The Security system is a major piece of the infrastructure system and that is a substantial part of our work now.
Finally, the US DOT is working with State and local DOTs and private industry to plan for deployment. We invite to become involved in these efforts – through AASHTO, by attending one of our workshops, or by signing up as an affiliated test bed.
The goal is to produce FHWA Deployment Guidance for public transportation agencies by 2016. It will be guidance not regulation.  And will be based on this DOT research and AASHTO analysis of infrastructure needs and deployment approaches.
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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.
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•Phase 1:  Concept Development (Current Phase)
•Creates the foundational plan to enable further design and deployment
•Progress Gate: Is the concept ready for deployment?
•Phase 2: Design/Deploy/Test
•Detailed design and deployment followed by testing to ensure deployment functions as intended (both technically and institutionally)
•Progress Gate: Does the system function as planned?
•Phase 3: Maintain/Operate
•Focus is on assessing the performance of the deployed system
•Post Pilot Operations (CV tech integrated into operational practice)
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Schedule discusses how these sites move forward and the overall schedule. Overall timeframe is a 50 month window.
Phase 1: good concept development phase important to reduce risk of failure after deployment. This period includes planning for how to measure impacts, ensure safety, train participants for operations, etc. Completion of concept development phase ends with the Comprehensive Deployment Plan which essentially answers the progress gate question of whether the concept is ready for deployment or not.
If yes, 20 month design/deploy/test phase follows, where there is more detailed design and the system is tested both technically and institutionally.
If the system functions in a safe and effective manner, a progress gate leads to the maintain and operate phase for the next 18 months – this is where the benefits assessment and performance measurement will most likely occur.
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On June 23, U.S. Transportation Secretary Anthony Foxx announced that Columbus, OH was selected as the winner of the U.S. Department of Transportation’s (U.S. DOT)’s Smart City Challenge. Columbus will receive up to $40 million from U.S. DOT and up to $10 million from Paul G. Allen’s Vulcan Inc. to supplement the $90 million that the city has already raised from other private partners to carry out its plan. Using these resources, Columbus will work to reshape its transportation system to become part of a fully-integrated city that harnesses the power and potential of data, technology, and creativity to reimagine how people and goods move throughout their city.
There were seven finalists who put forward an array of thoughtful, intelligent, and innovative ideas that defined a vision for the future of the American city and formed a blueprint to show the world what a fully integrated, forward-looking transportation network looks like.
Columbus was selected as the winner because it put forward an impressive, holistic vision for how technology can help all of the city’s residents to move more easily and to access opportunity.  The Columbus vision includes strengthening the economic competitiveness of Columbus by building infrastructure and networks to attract and retain jobs and meeting the needs of industry. 
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