NCHRP 20-102(06) [Active]Road Markings for Machine Vision
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STATUS
Tasks 1-5 are complete and the final documents are being prepared. Those will be made available on this page. Additional funds have been approved to evaluate contrast markings and headlight glare on two-lane roads and that work is expected to begin in early 2018.
- Performance data on the machine vision recognition of different marking approaches for lane departure warning (LDW) and line keeping applications (LKA) that clearly lays out the assumptions and limitations of the research approach and the level of confidence in the results;
- Prioritized list of marking characteristics that are important to the LDW and LKA performance of machine vision systems;
- Insofar as practical, recommendations for good pavement marking practices that do not degrade the performance of the markings for human vision;
- Estimation of the costs and safety impacts that could be expected through implementation of the various pavement marking recommendations;
- If appropriate, recommended changes to the MUTCD; and
- Gaps in research that still need to be addressed.
NCHRP 20-102(08) [Active]Dedicating Lanes for Priority or Exclusive Use by CVs and AVs
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- Travel time or average travel speed changes
- Traffic impacts of additional lane changes for vehicles transitioning to and from the dedicated lanes
- Traffic flow or speed stability
- Crash risk
- Energy consumption
- Perception of exclusivity or social justice bias (e.g. “Lexus lanes” argument)
NCHRP 20-102(09) [Active]Providing Support to the Introduction of CV/AV Impacts into Regional Transportation Planning and Modeling Tools
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NCHRP 20-102(12) [Active]Business Models to Facilitate Deployment of CV Infrastructure to Support AV Operations
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With development of autonomous or fully automated vehicles (AV) progressing rapidly, some observers are concerned that many of the road-safety, congestion-relief, energy-savings, pollution-reduction, and other public benefits that AV technology is predicted to deliver will depend on road infrastructure’s ability to exchange information with vehicles. Consideration of this exchange between vehicles and infrastructure (I2V or V2I) is a part of a broader interest in connected vehicle (CV) technology that often is conflated with AV technology in public policy discussions. Some observers assert that CV technology—including I2V/V2I—is an essential adjunct to successful AV development, and that possibly substantial infrastructure investments will be required for CV deployment. The state departments of transportation and other agencies at local, metropolitan, and multi-state levels of government (here referred to generally as DOTs) may be called on the make such investments. At the same time, DOTs are faced with declining revenue streams and competing demands for repair and replacement of aging facilities. While AV technology is being developed and deployed largely in the private sector, DOTs have a definite role in development and deployment of CV infrastructure; and developing this infrastructure will likely require a decade or more. How vehicle purchasers, road users, and the broader audience of taxpayers and other stakeholders perceive and respond to AV and CV technology applications will undoubtedly influence the path and speed of development and deployment. Research is needed to (1) describe scenarios characterizing how CV infrastructure technology may be developed and deployed and (2) assess the business case for DOTs to make investments in CV infrastructure—alone and in partnership with private enterprise—to realize the greatest public benefits of AV technology. The results of this research should inform DOT decisionmakers and other stakeholders regarding the magnitude and distribution of public and private interests in CV infrastructure development and deployment, viable business models for DOT participation in the CV technology marketplace, and ways to define and evaluate strategic CV infrastructure investment and management options. The research and its results must be sensitive to technical and non-technical obstacles to CV infrastructure development and deployment in rural and urban settings, how those obstacles may be avoided or overcome, and possible variation of stakeholders’ interests and priorities among states and market segments.The objectives of this NCHRP project will be to provide guidance for DOT decisionmakers on (1) the issues of public investment in CV infrastructure and the potential impact of CV infrastructure on AV deployment; (2) the business case to be made, in financial and economic terms, for DOTs to invest in CV infrastructure; and (3) how any particular DOT may develop, evaluate, and present a business case for the agency’s specific situation. The research should use and build on previous work as appropriate, and should include consideration of how data requirements and methodological limitations may influence business-case development and communication with stakeholders about the business case.
OBJECTIVE
The objective of this research is to provide information and guidance for decision-makers at DOTs (including for this research state transportation agencies, sub-state and multi-state entities, infrastructure owners and operators, and the like) on (1) the issues influencing investment in connected-vehicle (CV) infrastructure (including both vehicle-to-infrastructure and infrastructure-to-vehicle—V2I and I2V—communication), the potential public and private benefits and costs of CV infrastructure investment, and the potential impact of such investment on automated-vehicle (AV) deployment; (2) business cases to be made, in financial and economic terms, for investments in CV infrastructure; and (3) the methods and data any particular DOT may use to develop, evaluate, and effectively present a business case for such investment if justified by the agency’s specific situation. The research should use and build on previous work as appropriate, and should include consideration of how data requirements and methodological limitations may influence business-case risks and communication with stakeholders about a business case.
SCOPE
The research team will conduct research and development activities to deliver the following products:
- Kickoff teleconference meeting with the NCHRP project panel and staff to discuss the issues to be addressed in this research, the likely value and use of research results, and the characteristics of guidance to be produced. The discussions will be documented in a technical memorandum.
- Interim Report 1 (IR1) analyzing private and public interests in development and deployment of CV infrastructure, how those interests overlap or diverge in various market settings, and issues influencing these interests such as security, privacy, and intellectual-property management. A draft of IR1 shall be submitted for NCHRP review and revised to address review comments. Approval of revised IR1 will be required before work proceeds on subsequent interim reports.
- In-person workshop to present preliminary descriptions of exemplary or representative business cases for CV infrastructure investment, solicit commentary from workshop participants that may be used to enhance the cases’ value to the primary audience for guidance to be produced in this research, and verify the range of application scenarios for which guidance is likely to be useful. The research team will document workshop discussions in a technical memorandum.
- Interim Report 2 (IR2) presenting descriptions of exemplary or representative business cases for CV infrastructure investments, analyzing the potential benefits and costs of such investments in typical market settings, and describing opportunities and constraints DOTs may have to address in adapting each case to their own particular market situation.
- Interim Report 3 (IR3) describing the methods and sources of data that a DOT may use to develop a business case for CV infrastructure investment suited to the DOT’s particular market conditions and investment objectives.The methods are to be suitable for adapting a representative business case presented in IR2 or developing a novel case motivated by particular characteristics of the DOT’s economic and regulatory environment.
- Final Report and Guidance presenting guidance to assist DOTs in development of business cases for CV infrastructure investment, incorporating the results of preceding interim documents and summarizing the research.The report and guidance are to be suitable for publication by NCHRP.
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NCHRP 20-102(15) [Pending]Impacts of Connected and Automated Vehicle Technologies on the Highway Infrastructure
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The objective of this research is to produce guidance for state and local transportation agencies in evaluating and—if necessary—adapting their standards and practices for roadway and intelligent transportation system designs (including traffic control devices) and related maintenance and operations to reflect the deployment of connected and automated vehicle technologies. The guidance will consider trends and timelines in the development and deployment of various connected and automated driving technologies (primarily SAE Levels 2 and 3, with some consideration of Level 4), including sensor systems and the increasing role of digital infrastructure and connectivity (e.g., dynamic high definition maps, real-time data and information, and geo-referencing). The guidance should describe how changes in standards and practices could advance agency goals while considering the effects on transportation agency resources. The guidance should also suggest approaches to foster collaboration between the public and private sectors so as to develop and advance needed standards and practices, including for data access and sharing.
STATUS
Proposals have been requested from the NCHRP 20-102 Task Order Contractors and are due in December 2017. Proposal selection will be made in January 2018 and the contract is expected to begin in March 2018.
Gathering input from representatives of the vehicle and digital infrastructure industries (e.g., vehicle manufacturers, third-party vendors of sensor systems, digital mapping, providers of navigational and routing information, and data management providers) will be vital to the success of the project. The final deliverables are expected to provide recommendations on needs and priorities for additional research
BACKGROUND
Given that vehicle technologies are advancing faster than ever, there is a growing need to better understand how and when traditional highway and street infrastructure may be affected. Some agencies are starting to question the value of maintaining signs, roadside hardware, and other key physical highway infrastructure (because such infrastructure might not be needed in the future). Agencies are also questioning whether the design of roadways, pavements, structures, and work zones will be affected as connected and automated vehicle technologies are deployed.
In September 2017, the U.S. Department of Transportation and the National Highway Traffic Safety Administration released Automated Driving Systems (ADS): A Vision for Safety 2.0 (https://www.nhtsa.gov/press-releases/us-dot-releases-new-automated-driving-systems-guidance) which “calls for industry, state and local governments, safety and mobility advocates and the public to lay the path for the deployment of automated vehicles and technologies.” That document encourages states to “maintain a good state of infrastructure design, operation, and maintenance that supports ADS deployment and to adhere to the Manual on Uniform Traffic Control Devices (MUTCD)….” State and local transportation agencies need guidance on what will constitute a good state of design, operation, and maintenance.
CHRP 08-116 [RFP]Framework for Managing Data from Emerging Transportation Technologies to Support Decision-Making Posted Date: 11/20/2017
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BACKGROUND
The expanding deployment of emerging transportation technologies, including connected vehicles (CVs), automated vehicles (AVs), shared mobility, mobility on demand, and activities associated with smart cities and communities, has increased the need and demand for improved management of associated data. While existing transportation databases have sometimes been curated and analyzed for specific project purposes, improved collaboration is needed to inform state and local agencies of lessons learned and best practices, which often produce ”big data” at magnitudes not previously seen.
To demonstrate and build on these emerging technologies, a wide range of institutions, both public and private, have initiated and invested in major pilot programs. These efforts are also supported by U.S. DOT through several federal initiatives such as the following:
- CV Pilot Deployment Program,
- The Smart City Challenge,
- The Advanced Transportation and Congestion Management Technologies Deployment Program of FHWA
As these efforts continue to expand, the amount and quality of data surrounding the application of emerging technologies is also expanding. In response, an improved collaborative approach to data analytics has the potential to improve our ability to address transportation planning and policy questions critical to informed and effective decision-making at state and local public agencies.
State and local transportation agencies are eager to learn from the experiences of early adopters of changing and emerging transportation technologies. Formulating a framework that establishes specific procedures for identifying, collecting, aggregating, analyzing, and disseminating data should significantly contribute to effective transportation decision-making.
OBJECTIVES
The objectives of this research are the following:
- To develop a framework for identifying, collecting, aggregating, analyzing, and disseminating data from emerging public and private transportation technologies. This framework will address, at a minimum, data from CV/AV deployments as well as other data linked to smart city and related transportation initiatives.
- To outline a process for using this framework to help decision-makers incorporate data from emerging technologies into transportation planning and policy.
RESEARCH PLAN
Proposers are asked to present a detailed research plan for accomplishing the project objectives. Proposers are expected to describe research plans that can realistically be accomplished within the constraints of available funds and contract time, including an indication of how proposed research will make use of and build on available resources. Proposals must demonstrate in sufficient detail an understanding of the issues and a sound approach to meeting the research objectives.
In meeting the objectives of this study, the research plan should consider but not be limited to the following steps:
- Review the state-of-the-practice at state and local levels for identifying, collecting, aggregating, analyzing, and disseminating data from emerging public and private transportation technologies. This task will include an extensive literature review.
- Synthesize the kinds of data being collected, and, based on this synthesis, establish a taxonomy of procedures and supporting metrics for identifying, collecting, aggregating, analyzing, and disseminating data. At a minimum, consider the following questions:
- How are the data being used?
- What are the objectives for collection and use of the data?
- What data curation models are currently in use?
- What are the commonalities and differences among different practices?
- What data governance practices are in use?
- What lessons can be drawn from current experience?
- Building on the review of the state-of-the-practice, including an analysis of overall data requirements and recognized gaps, develop the framework to include step-by-step procedures and supporting metrics for identifying, collecting, aggregating, analyzing, and disseminating data from emerging public and private transportation technologies. In each step, specify possible data providers, users, and other stakeholders. Document facilitators, barriers, and the potential means to overcome the barriers for implementing the steps. In addition, the framework should include potential procedures for implementing open data policies.
- To facilitate implementation of the research results, demonstrate how the developed framework can be applied, and make recommendations for procedural changes in identifying, collecting, aggregating, analyzing, and disseminating data from emerging public and private transportation technologies.
- Prepare appropriate documentation, including a detailed guidebook, for use by analysts and decision-makers in implementing the proposed data collection and application framework. Documentation may include visual representations and other graphical techniques to enhance receptivity by the intended audiences.
The research plan should be divided into two phases, and each phase should be divided into tasks with a detailed description of the work proposed. The research plan should build in appropriate interim deliverables that include, at a minimum, a detailed annotated outline of the resources forming the basis of the research, and an interim report at the end of Phase I that describes work done in early tasks and provides an updated work plan for the remaining tasks to be accomplished in Phase II. Phase I should account for no more than 40% of the overall effort and should address the initial and fundamental tasks contributing to the overall study outcome. NCHRP approval of the Phase I interim report is required before Phase II can commence.
In addition, the research plan should build in appropriate checkpoints with the NCHRP project panel including, at a minimum, (1) a kick-off teleconference meeting to be held within 1 month of the contract’s execution date; (2) the face-to-face interim deliverable review meeting to be held at the end of Phase I; and (3) at least two additional web-enabled teleconferences tied to NCHRP review and approval of any other interim deliverables as deemed appropriate.
Note: Travel and per diem costs for panel members attending the Interim Meeting will be paid by NCHRP.
Final deliverables will include at a minimum: (1) a guidebook as specified above (metrics, tools, strategies); (2) a final report that documents the entire research effort; (3) an executive summary as a stand-alone document that outlines the research findings and recommendations; and (4) a presentation (e.g., a Microsoft® PowerPoint, video, etc.) aimed at data analysts and identified decision-makers that simply and concisely explains why the framework and supporting materials are helpful and how they will be used. Final deliverables will also include a stand-alone technical memorandum entitled, “Implementation of Research Findings and Products.” See Special Note D.
NCHRP 20-102(13) [Anticipated]Planning Data Needs and Collection Techniques for CV/AV Applications
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Note: While similar to Task 14, this problem statement focuses on data for planning purposes.
Similarly, a variety of information about travel conditions can be collected by CV/AV enabled vehicles and can be shared with agencies to enhance their operations. Agencies currently struggle to collect good information about origin-destination flows, traffic volumes, travel delays, pavement surface quality, crash and anomaly location, and location of work zones, among others. There is a need to identify standards for collection of this information, how it is communicated to agencies, stored, maintained, updated, and eventually used to enhance transportation planning, operations, and maintenance.
The Safety Pilot Model Deployment and the upcoming additional CV pilot deployments will continue to contribute valuable information on the design and implementation of management systems for dissemination of agency-owned data and ingestion of CV/AV generated information for agency operations. The scalability of these systems needs to be estimated in this research as the penetration level of CV/AV technology advances from several thousand vehicles to several millions. Similarly, each CV pilot deployment will only deploy a small subset of the 50+ envisioned applications. Scalability of the back-end system to eventually accommodate up to 50 applications will also need to be explored in this research.
OBJECTIVE
NCHRP 20-102(14) [Anticipated]Data Management Strategies for CV/AV Applications for Operations
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Note: While similar to Task 13, this problem statement focuses on data for operations purposes.
The Safety Pilot Model Deployment and the upcoming additional CV pilot deployments will continue to contribute valuable information on the design and implementation of management systems for dissemination of agency-owned data and ingestion of CV/AV generated information for agency operations. The scalability of these systems needs to be estimated in this research as the penetration level of CV/AV technology advances from several thousand vehicles to several millions. Similarly, each CV pilot deployment will only deploy a small subset of the 50+ envisioned applications. Scalability of the back-end system to eventually accommodate up to 50 applications will also need to be explored in this research.
The objective of this research is to develop guidance on operational data management strategies for typical agencies. This research will be coordinated with Task 13 that is looking at the planning realm.
The research team will summarize CV and AV applications that require information from public agencies at various time scales and develop recommended strategies for agencies to update, maintain, and make this information available to CV/AV applications. The research team will review previous work such as the CV Pooled Fund Study report on impacts of CV data on TMCs. Similarly, the research team will summarize CV and AV applications that can provide important information to public agencies at various time scales and develop recommended strategies for agencies to ingest, store, and use this data. Scenarios for typical agencies at state, regional, and local levels will be developed as examples for data management recommendations. A public sector task force will be established to provide feedback on project direction. The team will review existing standards, formats, and commonly used technologies and develop recommendations for harmonizing standards; developing dissemination and data collection systems or approaches; and approaches to maintaining the information that is disseminated and using the data that is collected over time. Maintenance of the information over time is the critical component of the research and the recommendations. These tasks should also identify data availability policies and methods to address privacy and security concerns while not compromising the value of the information collected from CV/AV enabled vehicles.
NCHRP 20-102(19) [Anticipated]Update AASHTO’s Connected Vehicle/ Automated Vehicle Research Roadmap
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The objective of this project is to update and maintain the research roadmap to reflect the current landscape. The research team will be expected to bring knowledge gained from many sources to the roadmap, including the literature, relevant AASHTO events, the annual Automated Vehicle Symposiums, and the newly formed TRB Forum on Automated Vehicles and Shared Mobility Services. The contractor for this task may be asked to provide desk scans of particular topics.
NCHRP 20-102(11) [RFP]Mobility-on-Demand and Automated Driving Systems: A Framework for Public-Sector Assessment Posted Date: 11/10/2017
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- Geographic context (urban, suburban, rural);
- Vehicle and fleet management and ownership;
- Impacts on travelers;
- Business models and public funding, including fees and subsidies;
- Data sharing and data usage;
- Radio spectrum and rights-of-way for accommodating communications;
- Public rights-of-way, including curbs and access for travelers and freight;
- Policy and planning implications, especially integration into the existing processes;
- Issues likely needing state, local, or federal legislative action or multi-jurisdictional involvement;
- Workforce implications;
- Infrastructure and operational implications;
- Safety;
- Privacy, liability, legal, and security issues;
- Direct benefits (safety, productivity, economic competiveness, environmental); and
- Timing for policy changes given uncertainty about technology and market penetration.
- Interim report,
- Draft final report,
- Final report and stand-alone executive summary,
- A stand-alone technical memorandum titled “The Implementation of Findings and Products”, and
- A toolbox to supplement the framework. The toolbox must include a methodology to measure and evaluate the impacts of MOD and ADS on the transportation system, travelers, and agencies. The toolbox should also include (a) sample agreements between public entities and private providers, (b) sample letters of support related to policy change endeavors, and (c) sample legislative policies. While the framework would, at a minimum, need to cover accessibility, efficiency, congestion, the environment, safety, security, equity, data and planning, and funding, the toolbox should include or point to specific evaluation methodologies that can be supplemented over time.
NCHRP 20-24(112) [Active]Connected Road Classification System (CRCS) Development
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STATUS
The project is just underway.
- A description of the CRCS;
- Rationale and justification for the CRCS;
- Descriptions and examples of how departments of transportation, metropolitan planning organizations, and infrastructure owners/operators can use the CRCS in planning, programming, design, construction, and maintenance; and
- Stand-alone executive summary.
BACKGROUND
Level 1: Unpaved and/or non-striped roads designed to a minimum level of standard of safety and mobility.Level 2: Paved roads designed to the American Association of State Highway and Transportation Official’s (AASHTO’s) standards with Manual on Uniform Traffic Control Device (MUTCD) signage. There is not Intelligent Transportation System (ITS) equipment or infrastructure to collect connected vehicle data (Dedicated Short Range Radio). Access to cellular date service may be available.Level 3: There is Intelligent Transportation System (ITS) equipment operated by a Traffic Operation Center (TOC) and/or, one-way electronic data share between DOT/Vehicle/User and/or, mixed use lanes.Level 4: Roadway or specific lane(s) has adaptive ITS equipment (i.e., smart signals hold for vehicles, highway lighting that turn on for vehicles, etc.) with Traffic Operations Center override only, and/or two-way data share between DOT/Vehicle/User, and/or lanes designated for vehicle levels 3 & 4 only.Level 5: (Advance Guide-way System) roadway or specific lane(s) designed for vehicle level 4 only with additional features that may include inductive charging, advance/enhanced data sharing, etc. Additionally, no roadside signs are needed as all roadway information is direct to vehicles’ on-board systems.Level 6: All lanes on a roadway designed for only vehicle level 4 systems–no signs, signals, striping… needed.
