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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.
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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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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.
Our activities this year are all part of executing this plan.
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In August, NHTSA released the advance notice of proposed rulemaking (ANPRM) and a supporting comprehensive research report on V2V communications technology. NHTSA expects to release the Notice of Proposed Rulemaking this spring.
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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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FHWA is working on guidance to facilitate the appropriate consideration of connected vehicles in long-range transportation plans and other transportation planning activities carried out by states, MPOs, and local agencies
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The goals of the program:
•Blue goals- early goals- to spur CV tech deployment not just through wirelessly connected vehicles but also through other elements that are major players in this connected environment, i.e., mobile devices, infrastructure, TMC, etc. Data can be integrated from these multiple sources to help make key decisions.
•Green goals shows the benefits-the reasoning behind why we are kick starting this program- to target improving safety and mobility and environmental impacts and commit to measuring those benefits. Measurement of the impacts and benefits are not just through an isolated test bed or a computer-based simulation testbed.  This is a real world deployment. Differentiating and finding these benefits and identifying what can be attributed to these CV applications and technologies is an important component of the activity.
•Red goals show the resolution of issues of various deployments. People often first jump to technical areas and focus on getting applications to work together- but that is only 1/3 of the issues. Institutional arrangements must be put in place to get the technology installed as well as to manage and govern the sharing of information. Also, financial arrangements must be made that may integrate the technologies into a financially sustainable model that can live on after the funding from the initial pilots.
2015 Awards:
•ICF/Wyoming
•Reduce the number and severity of adverse weather-related incidents in the I-80 Corridor in order to improve safety and reduce incident-related delays.
•Focused on the needs of commercial vehicle operators in the State of Wyoming.
•NYC
•Improve safety and mobility of travelers in New York City through connected vehicle technologies.
•Vehicle to vehicle (V2V) technology installed in up to 10,000 vehicles in Midtown Manhattan, and vehicle to infrastructure (V2I) technology installed along high-accident rate arterials in Manhattan and Central Brooklyn.
•Tampa (THEA)
•Alleviate congestion and improve safety during morning commuting hours.
•Deploy a variety of connected vehicle technologies on and in the vicinity of reversible express lanes and three major arterials in downtown Tampa to solve the transportation challenges.
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The connected vehicle environment that is being researched is based on reliable access to the 5.9 GHz wireless spectrum.
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.
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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.
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Several definitions exist for Smart Cities. This definition was taken from the Smart Cities Council and is consistent with other definitions:
A smart city is “A city that uses information and communications technology (ICT) to enhance its livability, workability and sustainability.”
In general there are four main components for a city to be smart:
1.The application of a wide range of electronic and digital technologies to communities and cities;
2.The use of information technologies to transform life and work;
3.The embedding of such ICTs in the city; and
4.The practice that brings ICTs and people together, so as to enhance the innovation, learning, knowledge and problem solving which they offer.
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The USDOT seeks bold and innovative ideas for proposed demonstrations to effectively test, evaluate, and demonstrate the significant benefits of smart city concepts.
Ideally, the winning city will view ITS, connected vehicles, and automated vehicles as the next logical step in its existing, robust transportation infrastructure. It should also aim to have critical systems in vehicles and infrastructure that communicate with each other, allow for active citizen participation, and integrate new concepts that leverage the sharing economy.
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The Congressionally mandated Advanced Transportation and Congestion Management Technology Deployment Grant program will begin during the first half of 2016.
FAST Act provides long-term funding certainty for surface transportation; states and local governments can move forward with critical transportation projects, like new highways and transit lines, with the confidence that they will have a Federal partner over the long term
The law also makes changes and reforms to many Federal transportation programs, including streamlining the approval processes for new transportation projects, providing new safety tools, and establishing new programs to advance critical freight projects
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Vehicles currently rely heavily on computers and are becoming increasingly automated and connected.  Over the years, research in academic/laboratory settings has showed potential vulnerabilities in current vehicles (w/physical access). The USDOT is not aware of any real world incidents at this time that have impacted the safety of the vehicle while it is being driven on the roadway.  But we would like to be ahead of the curve and be ready to tackle the challenges.
The ITS JPO will assist with cybersecurity research in cooperation with relevant DOT modal administrations and other Federal agencies to help prevent hacking, spoofing, and disruption of connected and automated transportation vehicles.
BACKGROUND
Electronics Council Established in 2012 - Made up of NHTSA senior management
Cybersecurity is a key topic area. Research approach is focused on: Safe Reliability, Cybersecurity and Emerging Technologies (Automated Vehicles)
Building a cybersecurity Knowledge Base
Identifying key stakeholders, lessons learned from other industry sectors, and gap areas in need of research
Facilitating coordination and information exchange
Supporting the development of industry standards, guidelines, and best practices
Outreach and influence to industry thru SAE and others, industry conferences, etc.
Developing minimum technical requirements
Develop a systematic vehicle security assessment approach
Develop a reference vehicle architecture
Develop a test and evaluation environment
Complete research supportive of future technical requirements
Developing Cybersecurity rules, policies, and regulations
Research certification issues and approaches
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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.
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