[Federal Register Volume 62, Number 246 (Tuesday, December 23, 1997)]
[Notices]
[Pages 67107-67113]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-33348]
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DEPARTMENT OF TRANSPORTATION
Federal Highway Administration
Federal Transit Administration
National Highway Traffic Safety Administration
Intelligent Vehicle Initiative; Request for Information
Agencies: Federal Highway Administration (FHWA), Federal Transit
Administration (FTA), and National Highway Traffic Safety
Administration (NHTSA), DOT.
ACTION: Notice; request for information.
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SUMMARY: The USDOT is seeking comments from all sources (public,
private, governmental, academic, professional, public interest groups,
and other interested parties) on the Intelligent Vehicle Initiative
(IVI). The IVI is being established as a major new component of the
Intelligent Transportation Systems (ITS) Program. The intent of the IVI
is to improve significantly the safety and efficiency of motor vehicle
operations by reducing the probability of motor vehicle crashes. To
accomplish this, the IVI will accelerate the development, availability,
and use of driving assistance and control intervention systems to
reduce deaths, injuries, property damage, and the societal loss that
result from motor vehicle crashes. These systems would help drivers
process information, make decisions, and operate vehicles more
effectively. These systems would
[[Page 67108]]
include provisions for warning drivers, recommending control actions,
intervening with driver control, and introducing temporary or partial
automated control of the vehicle in hazardous situations. The IVI
systems also would improve mobility and highway efficiency through the
application of selected motorist information services. Sensing,
processing, and communications technologies would be installed in
passenger vehicles, trucks, and buses, and may be complemented by
highway infrastructure technology. These integrated technologies would
be linked to automated actuators and controls as well as in-vehicle
driver interfaces that adhere to well-founded human factors
requirements. The purpose of this document is to solicit comments on
the approach, to obtain expressions of interest in the participation,
and to request responses to specific questions provided in this
document. This is neither a request for proposals nor an invitation for
bids.
DATES: Comments on this announcement should be submitted on or before
January 30, 1998.
ADDRESSES: Responses to this announcement must be mailed directly to
the Federal Highway Administration, Intelligent Transportation Systems
Joint Program Office, HVH-1, Room 3400, Washington D.C. 20590. See
Supplementary Information section for electronic access and filing
addresses.
FOR FURTHER INFORMATION CONTACT: For FHWA: Mr. Ray Resendes, ITS Joint
Program Office, (202) 366-2182; Mr. George Ostensen, (703) 285-2021; or
Ms. Rose McMurray, (202) 366-2742. For NHTSA: Dr. Joseph Kanianthra,
(202) 366-5662. For FTA: Mr. Walter Kulyk, (202) 366-5991. All are
located at the United States Department of Transportation, 400 Seventh
Street, SW., Washington, DC 20590. Office hours are from 7:45 a.m. to
4:15 p.m., e.t., Monday through Friday, except Federal holidays.
SUPPLEMENTARY INFORMATION:
Electronic Access and Filing Addresses
You may submit comments and data by sending electronic mail (E-
mail) to: raymond.resendes@fhwa.dot.gov.
E-mail responses are encouraged. Your comments on these important
issues are greatly appreciated, but the USDOT will not be able to
acknowledge responses.
Background
Within the ITS Program, the USDOT has conducted research and
development to improve driving safety and efficiency. These include the
Driver Vehicle Interface, Collision Avoidance, Automated Highway
Systems, and Motor Carrier Research Programs. The IVI will take
advantage of these maturing USDOT programs and the synergism inherent
in their close coordination. The IVI will unite these programs into a
common framework focusing on multi-functional integration of proven
systems using autonomous vehicle-based technology complemented by
highway-based technologies. The mix of desirable and cost-effective
technologies may vary among passenger vehicles, trucks, and buses.
During the past few months, the staffs of the FHWA, the NHTSA, and
the FTA have met to review the ongoing and planned research and
development programs of these three agencies that may contribute to the
IVI. These agencies have identified areas of common interest, synergies
among ongoing projects, compatibilities among passenger vehicles,
trucks, and buses, and opportunities for joint participation. Following
these interagency discussions, the USDOT decided that this progress
should be shared with all interested public and private sector
stakeholders and comment should be sought.
Given the differing interests and priorities of various
stakeholders, the USDOT recognizes that to formulate and develop an IVI
program, it is desirable to have the joint participation of these
groups for information purposes. Therefore, the USDOT proposes the
establishment of a working group that would provide information to the
USDOT so that the agency can adequately define and implement the IVI
program. The working group would be administered by, and report
findings to, the Intelligent Transportation Society of America (ITS
America).
Motor vehicle crashes and other incidents exact high penalties in
fatalities, injuries, and economic costs resulting from emergency and
health care, property damage, and highway congestion. The NHTSA
estimates that the financial burden of these crashes exceeds $150
billion per year. If highway safety is to be improved significantly,
the number of highway crashes must be cut.
The objectives of the IVI program are to advance the state of
availability of in-vehicle systems to: (1) Improve highway safety by
reducing the number and severity of crashes, and (2) improve highway
efficiency, mobility, and productivity, and environmental quality by
increasing traffic throughput, lowering vehicle operating costs, and
achieving more predictable travel times. These objectives would be
realized by facilitating and accelerating the early availability, use,
and acceptance of effective driving assistance, control intervention,
and motorist information capabilities. Achievement of the safety-
related benefits is the highest IVI program priority.
It is envisioned that the IVI program would include cooperative
efforts with partners from the motor vehicle industry to develop
advanced systems, integrate them into vehicles and appropriate
infrastructure, and evaluate performance in real-world conditions. The
IVI program would also develop and validate performance specifications
and design guidelines for systems that would improve significantly the
safety of motor vehicle operations.
Jointly with industry and other stakeholders, the USDOT would
establish measurable objectives and milestones for IVI systems
applicable to passenger vehicles, commercial trucks, and both intercity
and transit buses.
The IVI is a multi-agency USDOT research, development, and
evaluation program. It is intended that the IVI program would extend
and expand current partnerships with the private sector and other
stakeholders. It would merge all vehicle-focused ITS activities under
one program. The IVI would emphasize the significant and continuing
role of the driver in highway safety. It would cover applications for
passenger vehicles, light trucks, vans, sport and utility vehicles,
commercial trucks, transit and intercity buses, and specialized
vehicles, such as, emergency and enforcement vehicles, highway
maintenance vehicles and snow plows, on all types of highways.
The IVI safety features would include capabilities to warn drivers
of hazardous situations, recommend safe remedial vehicle control
actions, assist drivers in avoiding highway collisions, and in some
cases, intervene with partial or temporary control. Hazardous
situations may arise due to any combination of driver, vehicle, or
highway-related problems. The IVI safety features would rely heavily on
advanced electronic and communication capability and would supplement
the capabilities of motor vehicle drivers to operate vehicles safely.
Also, the IVI may include vehicles with selected motorist information,
navigation, adverse weather information and traveler assistance
features to reduce the complexity of driving and to improve travel
mobility. It is expected that the IVI system capabilities would be
tailored to specific types of vehicles,
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such as passenger vehicles, trucks, and buses.
An effort has been initiated within the USDOT to define and
coordinate the Department's ongoing vehicle-related safety research.
This effort includes the identification of areas of common interest,
synergies among ongoing projects, compatibilities among vehicle types,
and opportunities for joint participation. The work associated with the
initial effort is nearing completion. During the course of this work,
it has become clear that suggestions from the public and private
sectors on program content and direction would be helpful. In
recognition of this opportunity, the USDOT proposes the establishment
of a working group that would offer information so that the agency can
adequately define the IVI program.
In order to fulfill the program requirements, the IVI must identify
and conduct the necessary research to ensure that the driver warning,
driver assistance, driver intervention, and travel information systems
work effectively and reliably in both independent and integrated modes,
that they operate in a consistent and efficient manner and are easily
understood by drivers, and that drivers accept and use the systems.
Ongoing and recently completed work on crash avoidance, in-vehicle
information systems, automated highway systems, and motor carrier
issues would provide a strong foundation for the IVI research. Research
would continue throughout the IVI program. This research would address
areas such as human factors, sensor performance, conditions where
warnings are needed and conditions where warnings would be a nuisance,
modeling, evaluation methods, and other in-vehicle and highway-based
technologies. The IVI would include assessment of driver acceptance. A
mix of analytic, test track, and on-road research, and testing is
anticipated. Following testing in an experimental environment, fleets
of equipped vehicles would be evaluated in on-road operational settings
at various stages of the program. The USDOT would aggressively pursue
partnerships and other cooperative arrangements with the motor vehicle,
trucking, and bus industries and their suppliers, States and other
government organizations, academic institutions, and other interested
parties to fulfill the program requirements.
The USDOT developed a roadmap of how the IVI program would proceed.
A diagram of the roadmap is shown at the end of this document.
This roadmap represents an attempt to illustrate the broad IVI
program elements and the sequence in which these program elements would
be accomplished. The duration of the IVI program runs from left to
right and it is not drawn to scale. The major boxes in the roadmap
include the following:
1. Crosscutting activities represent groups of actions that
influence and guide all the major program elements. They include such
topics as: Architecture and standards development; research,
development, and testing in human factors, communications, and
technology; acquisition, expansion, and validation of evaluation tools
such as simulation models; development and execution of an outreach
plan to ensure joint participation of industry and other stakeholders;
development and implementation of field operation evaluation plans;
and, program planning and administration covering IVI program
definition and oversight, and any other crosscutting functions and
responsibilities not covered elsewhere. The technical issues for many
individual services are expected to be independent of the vehicle
platforms and when this occurs such issues would be studied together.
2. Development of services would cover the research, development,
testing, and evaluation of individual crash avoidance and efficiency-
enhancing systems, such as those listed under the caption ``Candidate
Services'' in this document.
3. Selection of services for integration represents the activities
necessary to select specific IVI services (and systems to fulfill those
services) and the mix of services that should be included in integrated
packages of multiple IVI services. Selection involves extensive work on
estimating the benefits and costs, as well as anticipated user
acceptance of integrated systems that provide a combination of
services.
4. The integrated system design and development step covers the
research, development, and prototype testing necessary to fulfill the
requirements for fully describing IVI capabilities, as well as system
and subsystem specifications for the construction of the vehicles and
the infrastructure modifications necessary for field operational tests
of integrated systems.
5. The operational tests and evaluations activity, as expected,
implements the plans for field tests in real-world settings on actual
highways, executes a complete evaluation of the integrated IVI services
subjected to the operational tests, develops deployment plans,
establishes performance thresholds based on objective test performance,
and develops recommendations.
6. Product deployment refers to the actions by motor vehicle
manufacturers and their suppliers to make and offer IVI systems to
highway users in production motor vehicles. It is anticipated that the
IVI systems, after operational tests demonstrate the benefits of their
integrated services, would be adopted by the manufacturers as part of
their standard product line. Product development also includes actions
by State, regional, and local governments to install infrastructure-
based IVI system components on their highway systems. This activity is
indicated as the final step and the ultimate objective of the IVI
program.
Candidate Services
The USDOT has concluded that the following services are prime
candidates for improvement through application of advanced in-vehicle
technology. It is expected that during the course of the IVI program,
the mix of individual IVI services selected for integration may vary
among passenger vehicles, trucks, and buses. Please note that these
services include some existing or slightly modified ITS user services.
The following categories of advanced technologies are identified as
candidate IVI services because they: (1) Improve safety; (2) may impact
safety; (3) provide platform-specific functions; or (4) provide
supporting capabilities for other future services.
Safety Services
1. Rear End Collision Avoidance
This feature would sense the presence and speed of vehicles and
objects in front of the equipped vehicle and would provide warnings and
limited control of the vehicle speed (coasting, downshifting, or
braking) to minimize risk of collisions with vehicles and objects in
the vehicle's lane of travel. It is expected that the first
implementation of this service would be through autonomous in-vehicle
systems. These systems would monitor the motion and location of
vehicles and other objects in front of the vehicle and would advise the
driver, through an appropriate driver-vehicle interface, of imminent
rear-end crashes. These systems may share some elements of, and are
expected to complement the performance of, adaptive cruise control
systems which are expected to precede collision avoidance systems as a
commercial product. Later versions of these systems may include
automatic braking in the event of an impending
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crash. The performance of these systems may be enhanced through future
combination with other systems, such as other collision avoidance
systems, route guidance-navigation systems with enhanced map data
bases, and cooperative communication with the highway infrastructure to
set adaptive cruise control systems at safe speeds.
2. Road Departure Collision Avoidance
This feature would provide warning and control assistance to the
driver through lane or road edge tracking and by determining the safe
speed for road geometry in front of the vehicle. It is expected that
the first implementation of this service would be through autonomous
in-vehicle systems. These systems would monitor the lane position,
motion relative to the road edge, and vehicle speed relative to road
geometry and road conditions and would advise the driver, through an
appropriate driver-vehicle interface, of imminent unintentional road
departure. Later versions of these systems may include cooperative
communication with the highway infrastructure to automatically provide
safe speeds for upcoming road geometry and conditions. The performance
of these systems may be enhanced through future combination with other
systems; such as other collision avoidance systems, drowsy driver
advisory systems, and route guidance-navigation systems with enhanced
map data bases.
3. Lane Change and Merge Collision Avoidance
It is expected that the first implementation of this service would
be through in-vehicle systems which may be augmented with vehicle-to-
vehicle communications. These systems would monitor the lane position,
relative speed and position of vehicles, including motorcycles, beside
and to the rear of the vehicle and would advise the driver during the
decision-phase of a lane-change maneuver, through an appropriate
driver-vehicle interface, of the potential for a collision. Later
versions of these systems may provide additional advice of an imminent
crash to the driver during the action-phase of the lane change or
entry-exit maneuver. The performance of these systems may be enhanced
through future combination with other systems; such as other collision
avoidance systems and roadside communication and sensing systems.
4. Intersection Collision Avoidance
It is expected that the first implementation of this service would
be through in-vehicle systems which are augmented by information from
enhanced map data bases or from cooperative communication with the
highway infrastructure. These systems would monitor position relative
to intersection geometry, relative speed and position of other vehicles
in the vicinity of the intersection and would advise the driver,
through an appropriate driver-vehicle interface, of appropriate action
to avoid a violation of right-of-way or to avoid an impending
collision. Complexities of providing this service include the need to
sense the position and motion of vehicles and determining the intent of
these vehicles to turn, slow down, stop, or violate right-of-way. A
fully autonomous in-vehicle system would probably not be capable of
providing this service.
5. Railroad Crossing Collision Avoidance
This feature would provide in vehicle warnings to drivers when they
approach a railroad crossing that is unsafe to enter due to approaching
or present rail traffic. Initial implementation of this feature is
anticipated for buses and trucks carrying hazardous cargo. This
service, which would share many onboard vehicle components with
intersection collision avoidance systems, is dependent on
communications and the deployment of infrastructure components.
6. Vision Enhancement
It is expected that the first implementation of this service would
be through autonomous in-vehicle systems. These systems would use
infrared radiation from pedestrians and roadside features to provide
the driver with an enhanced view of the road-ahead. Later versions of
these systems may include additional information from improvements in
the highway infrastructure, such as infrared reflective lane edge
markings.
7. Location-Specific Alert and Warning
This feature would provide intelligent in-vehicle warning
information by integrating vehicle speed and pertinent vehicle dynamics
information with knowledge of road geometry (from a map database or
beacon input). Later versions would include information about
environmental and road surface conditions to provide the driver with
warnings, such as excessive speed for curves or alerts on upcoming
traffic signs and signalized intersections. This feature may include
the ability, at unusually complex and hazardous highway locations, to
provide in-vehicle warnings which replicate one or more types of
roadside signs. These capabilities would be integrated with other in-
vehicle navigation and route guidance features with collision avoidance
warning.
8. Automatic Collision Notification
It is expected that the first implementation of this service would
be through in-vehicle systems which are augmented by communication
links to Public Safety Answering Points (PSAP). These systems would
monitor position of the vehicle and severity of the crash. This
information would be transmitted automatically to the appropriate PSAP
for the location of the crash. These systems may also be combined with
manually activated systems for requesting roadside assistance.
9. Smart Restraints and Occupant Protection Systems
This feature would provide advance warning of impending (forward or
side) crashes and would pre-deploy the appropriate occupant protection
systems in a vehicle prior to the impact to obtain maximum protection
for the vehicle occupants. If reliable under all potential impact
situations, this might permit slower deployment speeds for the air
bags, allow pre-tensioned or load limited belt systems or smart head
protection systems and ultimately more protection for the vehicle
occupants.
Safety Impacting Services
10. Navigation/Routing
This feature would provide location and route guidance input to the
driver and would support the various collision avoidance capabilities
with road geometry and location data. It would also provide the
necessary capability to filter traffic information to select those
messages that are applicable to the vehicle location and route of
travel. It would also offer the capability to recommend optimal routing
based on driver preferences. More advanced versions of this service may
integrate real-time traffic conditions into the calculations of optimal
routes. For paratransit applications this would assist passenger demand
and record keeping.
11. Real Time Traffic and Traveler Information
These IVI systems would have capabilities to access in-vehicle
databases and receive travel-related information from the
infrastructure (roadside or wide-area transmissions). Information
categories would include items, such as vehicle location and route
guidance instructions, motorist and traveler services information,
safety and advisory information, and other
[[Page 67111]]
real-time updates on conditions, such as congestion, work zones,
environmental, and road surface conditions. This feature would provide
an integrated approach to the presentation of information to the driver
for safety warnings and other advisories related to the driving task.
More advanced system capabilities would include the ability to react to
dynamic information on environmental and road condition thereby
augmenting information contained in the static map databases.
12. Driver Comfort and Convenience
This service is included in the IVI program to ensure that the
increasing number of comfort and convenience features in vehicles, such
as cellular telephones and fax machines, do not distract the driver or
increase the complexity of the driving task. This service would
integrate these features into the driver vehicle interface to permit
prioritization of information sources and reduce distractions. Real-
time dispatching for fleet operations is included in this category.
Platform Specific Services--Commercial Vehicle
13. Vehicle Stability Warning and Assistance
An early version of this service would assist drivers in
maintaining safe speeds on curves by measuring the rollover stability
properties of a typical heavy vehicle as it is operated on the roadway,
and by providing the driver with a graphical depiction of the vehicle's
loading condition relative to its rollover propensity. More advanced
services would employ an active brake control system coupled with
electronic brake system technology and infrastructure provided
information to selectively apply brakes to stabilize the vehicle and,
thus, reduce the incidence of rear trailer rollover in double- and
triple-trailer combination vehicles during crash avoidance or other
emergency steering maneuvers.
14. Driver Condition Warning
This service would provide a driver monitoring and warning
capability to alert the driver to problems, such as drowsiness or other
types of impairments. It is expected that the first implementation of
this service would be on commercial and transit vehicles.
15. Vehicle Diagnostics
The vehicle diagnostic information service would be an extension of
current vehicle monitoring and self-diagnostic capabilities, such as
oil pressure and coolant temperature gauges. This service would monitor
vehicle safety-related functions. Examples of conditions monitored
include braking system integrity, tire pressure, sensor and actuator
performance, and the communication system. This information is intended
to be useful to the driver, as well as to assist and support fleet
maintenance and management functions.
16. Cargo Identification
This service would focus on heavy vehicle operations, especially
hazardous material transportation. This feature would identify and
monitor key safety parameters of the cargo, such as temperature, and
pressure. The driver would be warned if any unsafe conditions existed.
17. Automated Transactions
This feature would implement capabilities for electronic
transactions, such as electronic toll collection, parking fee payment,
transit fare payment and additional commercial vehicle-related
functions, such as credentials and permit verification, using such
technology as transponders and ``smart cards.''
18. Safety Event Recorder
This feature would record selected driver and vehicle parameters to
support the reconstruction of conditions leading to a critical safety
event. Data from this recorder could provide input to the crash
notification subsystem for transmission of collision data to the
emergency service provider.
Platform Specific Services--Transit Vehicles
19. Obstacle/Pedestrian Detection
This service would warn the driver when pedestrians, vehicles, or
obstacles are in close proximity to the driver's intended path. This
could be accomplished with on-board sensors or infrastructure-based
sensors communicating to vehicles.
20. Tight Maneuver/Precision Docking
This service would position the bus or commercial vehicle very
precisely relative to the curb or loading platform. The driver would
maneuver the bus into the loading area and then turn it over to
automation. Sensors would continually determine the lateral distance to
the curb, front and rear, and the longitudinal distance to the end of
the vehicle loading area. The driver would be able to override at any
time by operating brakes or steering, and would be expected to monitor
the situation and take emergency action if necessary (for example, if a
pedestrian steps in front of the vehicle). When the vehicle is properly
docked, it would stop and revert to manual control. In freight or bus
terminals this service could increase facility throughput as well as
safety.
21. Transit Passenger Monitoring
This service would assist the driver in detecting any passenger
activities that may affect the safety or security of the vehicle's
operation.
22. Transit Passenger Information
This service would provide transit passengers with real-time
transit network information during travel. The emphasis within the IVI
program would be to reduce the non-driving task workload of the driver
by providing alternative means for passengers to access location and
transit service information.
Platform Specific Services--Special Vehicle
23. Fully Automated Control at Certain Facilities
This service would enhance efficiency and productivity by providing
automated movement of vehicles in dedicated facilities. Initial
applications may include automated bus movement in maintenance areas
and automated container movement within a terminal area. The transit
bus application could be a preliminary use of automation in a low-
speed, controlled environment. The automated container movement
application would consist of using vehicle automation technologies to
move containers within rail-, truck-, or ship-yards or other
centralized facilities.
Supporting Services
24. Low Friction Warning and Control Assist
This service would initially warn the driver of reduced traction,
but in advanced configuration, would also provide control assist
capabilities to assist the driver in regaining control of the vehicle.
Sensors on-board the vehicle would detect when the tire-to-road surface
coefficient of friction is reduced due to water, ice, or road surface
condition.
25. Longitudinal Control
Longitudinal control would range from normal cruise control to
advanced cooperative cruise control and applications which permit full
automatic braking. Intelligent cruise control senses the presence and
relative velocity of moving vehicles ahead of the equipped vehicle, and
adjusts the speed of travel to maintain a safe separation between
vehicles. Vehicle speed is adjusted either by allowing the vehicle
[[Page 67112]]
to coast or by transmission downshifting. More advanced longitudinal
control systems would be capable of detecting a vehicle ahead in the
same lane, which may be traveling at any speed or may be fully stopped.
A full range of braking capability and operating speeds would be
available to the equipped vehicle, including stop-and-go traffic
operations. This service can be provided by autonomous in-vehicle
systems or with assistance from vehicle-to-vehicle and vehicle-
infrastructure cooperation.
26. Lateral Control
This service would sense the center of the lane and continually
actuate the steering to keep the vehicle in the center of its lane. For
the service to dependably detect the lane boundaries, some
infrastructure cooperation may be required, such as accurately painted
lane marker stripes, embedded magnetic nails, or radar-reflective
stripes. The driver would be able to assume control at any time.
Purpose of Comment Solicitation
This document solicits comments on the IVI, expressions of interest
to participate with a proposed working group to provide the USDOT with
information so that the agency can adequately define and implement the
IVI program, and comments on other questions or issues regarding this
topic. It must be emphasized that the working group is being
established for the purpose of providing information to ITS America so
the USDOT can formulate the IVI program. The USDOT could potentially
enter into partnerships with members of the working group.
IVI Issues
Important issues related to the IVI are facing the USDOT and
others, in both the public and private sectors. Responses to the
following questions are requested to help the DOT as it finalizes the
organization of the IVI program. As appropriate, please reference
experiences you may have had that address the issues.
1. Would you or your organization be interested in participating in
the working group, or in cooperative research and development for the
IVI program? If yes, in what way? If not, what would encourage you to
participate?
2. (a) Does the sequence of steps outlined in the roadmap provide a
meaningful description of the system integration process? Are there
other elements that need to be added to the roadmap? What criteria
should be used in the selection of systems to be integrated? What steps
need to be taken to ensure compatible deployment timetables for the
infrastructure and in-vehicle parts of cooperative systems?
(b) Each of the listed services is currently the subject of a
development program within the USDOT, or is already a fully developed
service. Are there services that should be added or deleted from this
list?
(c) The USDOT believes that it is feasible to develop systems to
provide the listed services in the near term. Are there other longer-
term services that the USDOT should be considering?
3. What new areas of research and development would be required to
support the IVI program?
4. What are the critical issues that need to be addressed and the
activities that should be initiated to hasten the deployment of
advanced technology systems for providing each of the listed services?
5. What data are currently available to quantify the expected
benefits, user acceptance, and costs of systems that can provide the
listed services? What approaches can be used to obtain new estimates of
those benefits, user acceptance, and costs?
(23 U.S.C. 307 note and 315; secs. 6051-6059, Pub. L. 102-240, 105
Stat. 1914, 2189 as amended by sec. 404, Pub. L. 102-388, 106 Stat.
1564, and sec. 338, Pub. L. 104-59, 109 Stat. 603, 604; and 49 CFR
1.48)
Issued: December 11, 1997.
Ricardo Martinez,
Administrator for National Highway Traffic Safety Administration.
Issued: December 11, 1997.
Gordon J. Linton,
Federal Transit Administrator.
Issued: December 11, 1997.
Kenneth R. Wykle,
Federal Highway Administrator.
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[FR Doc. 97-33348 Filed 12-22-97; 8:45 am]
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