During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles.Intersection Situation Data (ISD) data set communicates MAP and signal phase and timing (SPaT) information. MAP information communicates an intersection’s location (latitude and longitude), elevation, and geometric features such as approaches and lane configuration. SPaT data communicates the (current) state of the intersection’s signal indication(s). The data is composed of discrete Row Groups. A Row Group is a collection of (approximately 3-4) consecutive rows with common attribute. NOTE: All Extra Files are attached in 2014 ITS World Congress Connected Vehicle Test Bed Demonstration Vehicle Situation Data

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles.Intersection Situation Data (ISD) data set communicates MAP and signal phase and timing (SPaT) information. MAP information communicates an intersection’s location (latitude and longitude), elevation, and geometric features such as approaches and lane configuration. SPaT data communicates the (current) state of the intersection’s signal indication(s). The data is composed of discrete Row Groups. A Row Group is a collection of (approximately 3-4) consecutive rows with common attribute. NOTE: All Extra Files are attached in 2014 ITS World Congress Connected Vehicle Test Bed Demonstration Vehicle Situation Data

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles.Intersection Situation Data (ISD) data set communicates MAP and signal phase and timing (SPaT) information. MAP information communicates an intersection’s location (latitude and longitude), elevation, and geometric features such as approaches and lane configuration. SPaT data communicates the (current) state of the intersection’s signal indication(s). The data is composed of discrete Row Groups. A Row Group is a collection of (approximately 3-4) consecutive rows with common attribute. NOTE: All Extra Files are attached in 2014 ITS World Congress Connected Vehicle Test Bed Demonstration Vehicle Situation Data

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles.Intersection Situation Data (ISD) data set communicates MAP and signal phase and timing (SPaT) information. MAP information communicates an intersection’s location (latitude and longitude), elevation, and geometric features such as approaches and lane configuration. SPaT data communicates the (current) state of the intersection’s signal indication(s). The data is composed of discrete Row Groups. A Row Group is a collection of (approximately 3-4) consecutive rows with common attribute. NOTE: All Extra Files are attached in 2014 ITS World Congress Connected Vehicle Test Bed Demonstration Vehicle Situation Data

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles.Intersection Situation Data (ISD) data set communicates MAP and signal phase and timing (SPaT) information. MAP information communicates an intersection’s location (latitude and longitude), elevation, and geometric features such as approaches and lane configuration. SPaT data communicates the (current) state of the intersection’s signal indication(s). The data is composed of discrete Row Groups. A Row Group is a collection of (approximately 3-4) consecutive rows with common attribute. NOTE: All Extra Files are attached in 2014 ITS World Congress Connected Vehicle Test Bed Demonstration Vehicle Situation Data

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles.Intersection Situation Data (ISD) data set communicates MAP and signal phase and timing (SPaT) information. MAP information communicates an intersection’s location (latitude and longitude), elevation, and geometric features such as approaches and lane configuration. SPaT data communicates the (current) state of the intersection’s signal indication(s). The data is composed of discrete Row Groups. A Row Group is a collection of (approximately 3-4) consecutive rows with common attribute. NOTE: All Extra Files are attached in 2014 ITS World Congress Connected Vehicle Test Bed Demonstration Vehicle Situation Data

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles.Intersection Situation Data (ISD) data set communicates MAP and signal phase and timing (SPaT) information. MAP information communicates an intersection’s location (latitude and longitude), elevation, and geometric features such as approaches and lane configuration. SPaT data communicates the (current) state of the intersection’s signal indication(s). The data is composed of discrete Row Groups. A Row Group is a collection of (approximately 3-4) consecutive rows with common attribute. NOTE: All Extra Files are attached in 2014 ITS World Congress Connected Vehicle Test Bed Demonstration Vehicle Situation Data

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles.Intersection Situation Data (ISD) data set communicates MAP and signal phase and timing (SPaT) information. MAP information communicates an intersection’s location (latitude and longitude), elevation, and geometric features such as approaches and lane configuration. SPaT data communicates the (current) state of the intersection’s signal indication(s). The data is composed of discrete Row Groups. A Row Group is a collection of (approximately 3-4) consecutive rows with common attribute. NOTE: All Extra Files are attached in 2014 ITS World Congress Connected Vehicle Test Bed Demonstration Vehicle Situation Data

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles.Intersection Situation Data (ISD) data set communicates MAP and signal phase and timing (SPaT) information. MAP information communicates an intersection’s location (latitude and longitude), elevation, and geometric features such as approaches and lane configuration. SPaT data communicates the (current) state of the intersection’s signal indication(s). The data is composed of discrete Row Groups. A Row Group is a collection of (approximately 3-4) consecutive rows with common attribute. NOTE: All Extra Files are attached in 2014 ITS World Congress Connected Vehicle Test Bed Demonstration Vehicle Situation Data

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles. Traveler Situation Data (TSD) was obtained from the data warehouse, and not the data clearinghouse. Only 19 messages were obtained from our query as the current mode of operation of the Test Bed is that the warehouse only contains a few static messages, which are meant to serve as a proxy for future operation in which query submissions will only return message(s) relevant to the context in which the query was submitted. The messages that returned per a query submission communicates a pertinent advisor message which is in part contextualized by location and content. NOTE: All Extra Files are attached in 2014 ITS World Congress Connected Vehicle Test Bed Demonstration Vehicle Situation Data

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles. Traveler Situation Data (TSD) was obtained from the data warehouse, and not the data clearinghouse. Only 19 messages were obtained from our query as the current mode of operation of the Test Bed is that the warehouse only contains a few static messages, which are meant to serve as a proxy for future operation in which query submissions will only return message(s) relevant to the context in which the query was submitted. The messages that returned per a query submission communicates a pertinent advisor message which is in part contextualized by location and content. NOTE: All Extra Files are attached in 2014 ITS World Congress Connected Vehicle Test Bed Demonstration Vehicle Situation Data

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles. Traveler Situation Data (TSD) was obtained from the data warehouse, and not the data clearinghouse. Only 19 messages were obtained from our query as the current mode of operation of the Test Bed is that the warehouse only contains a few static messages, which are meant to serve as a proxy for future operation in which query submissions will only return message(s) relevant to the context in which the query was submitted. The messages that returned per a query submission communicates a pertinent advisor message which is in part contextualized by location and content. NOTE: All Extra Files are attached in 2014 ITS World Congress Connected Vehicle Test Bed Demonstration Vehicle Situation Data

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles. Traveler Situation Data (TSD) was obtained from the data warehouse, and not the data clearinghouse. Only 19 messages were obtained from our query as the current mode of operation of the Test Bed is that the warehouse only contains a few static messages, which are meant to serve as a proxy for future operation in which query submissions will only return message(s) relevant to the context in which the query was submitted. The messages that returned per a query submission communicates a pertinent advisor message which is in part contextualized by location and content. NOTE: All Extra Files are attached in 2014 ITS World Congress Connected Vehicle Test Bed Demonstration Vehicle Situation Data

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles. Traveler Situation Data (TSD) was obtained from the data warehouse, and not the data clearinghouse. Only 19 messages were obtained from our query as the current mode of operation of the Test Bed is that the warehouse only contains a few static messages, which are meant to serve as a proxy for future operation in which query submissions will only return message(s) relevant to the context in which the query was submitted. The messages that returned per a query submission communicates a pertinent advisor message which is in part contextualized by location and content. NOTE: All Extra Files are attached in 2014 ITS World Congress Connected Vehicle Test Bed Demonstration Vehicle Situation Data

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles. Traveler Situation Data (TSD) was obtained from the data warehouse, and not the data clearinghouse. Only 19 messages were obtained from our query as the current mode of operation of the Test Bed is that the warehouse only contains a few static messages, which are meant to serve as a proxy for future operation in which query submissions will only return message(s) relevant to the context in which the query was submitted. The messages that returned per a query submission communicates a pertinent advisor message which is in part contextualized by location and content. NOTE: All Extra Files are attached in 2014 ITS World Congress Connected Vehicle Test Bed Demonstration Vehicle Situation Data

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles. Traveler Situation Data (TSD) was obtained from the data warehouse, and not the data clearinghouse. Only 19 messages were obtained from our query as the current mode of operation of the Test Bed is that the warehouse only contains a few static messages, which are meant to serve as a proxy for future operation in which query submissions will only return message(s) relevant to the context in which the query was submitted. The messages that returned per a query submission communicates a pertinent advisor message which is in part contextualized by location and content. NOTE: All Extra Files are attached in 2014 ITS World Congress Connected Vehicle Test Bed Demonstration Vehicle Situation Data

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles. Traveler Situation Data (TSD) was obtained from the data warehouse, and not the data clearinghouse. Only 19 messages were obtained from our query as the current mode of operation of the Test Bed is that the warehouse only contains a few static messages, which are meant to serve as a proxy for future operation in which query submissions will only return message(s) relevant to the context in which the query was submitted. The messages that returned per a query submission communicates a pertinent advisor message which is in part contextualized by location and content. NOTE: All Extra Files are attached in 2014 ITS World Congress Connected Vehicle Test Bed Demonstration Vehicle Situation Data

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles. Traveler Situation Data (TSD) was obtained from the data warehouse, and not the data clearinghouse. Only 19 messages were obtained from our query as the current mode of operation of the Test Bed is that the warehouse only contains a few static messages, which are meant to serve as a proxy for future operation in which query submissions will only return message(s) relevant to the context in which the query was submitted. The messages that returned per a query submission communicates a pertinent advisor message which is in part contextualized by location and content. NOTE: All Extra Files are attached in 2014 ITS World Congress Connected Vehicle Test Bed Demonstration Vehicle Situation Data

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles. The Vehicle Situation Data (VSD) data set includes a series of data files that recorded vehicle situational data that were generated by an equipped vehicle. During the ITS World Congress, VSDs were encoded with one of two schemas. The dataset contains decoded data using both 2.0 and 2.1 ASN.1 schemas.

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles. The Vehicle Situation Data (VSD) data set includes a series of data files that recorded vehicle situational data that were generated by an equipped vehicle. During the ITS World Congress, VSDs were encoded with one of two schemas. The dataset contains decoded data using both 2.0 and 2.1 ASN.1 schemas.

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles. The Vehicle Situation Data (VSD) data set includes a series of data files that recorded vehicle situational data that were generated by an equipped vehicle. During the ITS World Congress, VSDs were encoded with one of two schemas. The dataset contains decoded data using both 2.0 and 2.1 ASN.1 schemas.

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles. The Vehicle Situation Data (VSD) data set includes a series of data files that recorded vehicle situational data that were generated by an equipped vehicle. During the ITS World Congress, VSDs were encoded with one of two schemas. The dataset contains decoded data using both 2.0 and 2.1 ASN.1 schemas.

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles. The Vehicle Situation Data (VSD) data set includes a series of data files that recorded vehicle situational data that were generated by an equipped vehicle. During the ITS World Congress, VSDs were encoded with one of two schemas. The dataset contains decoded data using both 2.0 and 2.1 ASN.1 schemas.

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles. The Vehicle Situation Data (VSD) data set includes a series of data files that recorded vehicle situational data that were generated by an equipped vehicle. During the ITS World Congress, VSDs were encoded with one of two schemas. The dataset contains decoded data using both 2.0 and 2.1 ASN.1 schemas.

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles. The Vehicle Situation Data (VSD) data set includes a series of data files that recorded vehicle situational data that were generated by an equipped vehicle. During the ITS World Congress, VSDs were encoded with one of two schemas. The dataset contains decoded data using both 2.0 and 2.1 ASN.1 schemas.

During the 2014 ITS World Congress a demonstration of the connected vehicle infrastructure in the City of Detroit was conducted. The test site included approximately 14 intersections around Detroit’s COBO convention center and involved 9 equipped vehicles. The Vehicle Situation Data (VSD) data set includes a series of data files that recorded vehicle situational data that were generated by an equipped vehicle. During the ITS World Congress, VSDs were encoded with one of two schemas. The dataset contains decoded data using both 2.0 and 2.1 ASN.1 schemas.

Data were collected during the Multi-Modal Intelligent Transportation Signal Systems (MMITSS) study. MMITSS is a next-generation traffic signal system that seeks to provide a comprehensive traffic information framework to service all modes of transportation.The Signal Plans for Roadside Equipment (RSE) data contains the basics of a Signal Phase and Timing (SPAT) message. This data includes SPAT message and the timestamp of the SPAT message. The data also provides the signal phase and timing information for one or more movements at an intersection.

Data were collected during the Multi-Modal Intelligent Transportation Signal Systems (MMITSS) study. MMITSS is a next-generation traffic signal system that seeks to provide a comprehensive traffic information framework to service all modes of transportation.The Signal Plans for Roadside Equipment (RSE) data contains the basics of a Signal Phase and Timing (SPAT) message. This data includes SPAT message and the timestamp of the SPAT message. The data also provides the signal phase and timing information for one or more movements at an intersection.

Data were collected during the Multi-Modal Intelligent Transportation Signal Systems (MMITSS) study. MMITSS is a next-generation traffic signal system that seeks to provide a comprehensive traffic information framework to service all modes of transportation.The Signal Plans for Roadside Equipment (RSE) data contains the basics of a Signal Phase and Timing (SPAT) message. This data includes SPAT message and the timestamp of the SPAT message. The data also provides the signal phase and timing information for one or more movements at an intersection.

Data were collected during the Multi-Modal Intelligent Transportation Signal Systems (MMITSS) study. MMITSS is a next-generation traffic signal system that seeks to provide a comprehensive traffic information framework to service all modes of transportation.The Signal Plans for Roadside Equipment (RSE) data contains the basics of a Signal Phase and Timing (SPAT) message. This data includes SPAT message and the timestamp of the SPAT message. The data also provides the signal phase and timing information for one or more movements at an intersection.

Data were collected during the Multi-Modal Intelligent Transportation Signal Systems (MMITSS) study. MMITSS is a next-generation traffic signal system that seeks to provide a comprehensive traffic information framework to service all modes of transportation.The Signal Plans for Roadside Equipment (RSE) data contains the basics of a Signal Phase and Timing (SPAT) message. This data includes SPAT message and the timestamp of the SPAT message. The data also provides the signal phase and timing information for one or more movements at an intersection.

Data were collected during the Multi-Modal Intelligent Transportation Signal Systems (MMITSS) study. MMITSS is a next-generation traffic signal system that seeks to provide a comprehensive traffic information framework to service all modes of transportation.The Signal Plans for Roadside Equipment (RSE) data contains the basics of a Signal Phase and Timing (SPAT) message. This data includes SPAT message and the timestamp of the SPAT message. The data also provides the signal phase and timing information for one or more movements at an intersection.

Data were collected during the Multi-Modal Intelligent Transportation Signal Systems (MMITSS) study. MMITSS is a next-generation traffic signal system that seeks to provide a comprehensive traffic information framework to service all modes of transportation.The Signal Plans for Roadside Equipment (RSE) data contains the basics of a Signal Phase and Timing (SPAT) message. This data includes SPAT message and the timestamp of the SPAT message. The data also provides the signal phase and timing information for one or more movements at an intersection.

Data were collected during the Multi-Modal Intelligent Transportation Signal Systems (MMITSS) study. MMITSS is a next-generation traffic signal system that seeks to provide a comprehensive traffic information framework to service all modes of transportation.The Signal Plans for Roadside Equipment (RSE) data contains the basics of a Signal Phase and Timing (SPAT) message. This data includes SPAT message and the timestamp of the SPAT message. The data also provides the signal phase and timing information for one or more movements at an intersection.

Data were collected during the Multi-Modal Intelligent Transportation Signal Systems (MMITSS) study. MMITSS is a next-generation traffic signal system that seeks to provide a comprehensive traffic information framework to service all modes of transportation. The Vehicle Trajectories file is populated with basic safety messages received from equipped vehicle within the communication range of an Roadside Equipment (RSEs). The data also contains elements that communicate additional details about the vehicle that is used for vehicle safety applications, and elements that communicate specific items of a vehicle‘s status that are used in data event snapshots which are gathered and periodically reported to an RSEs. These data are transmitted at a rate of 10 Hz. NOTE: All extra attachments are located in Multi-Modal Intelligent Traffic Signal Systems Basic Safety Message

Data were collected during the Multi-Modal Intelligent Transportation Signal Systems (MMITSS) study. MMITSS is a next-generation traffic signal system that seeks to provide a comprehensive traffic information framework to service all modes of transportation. The Vehicle Trajectories file is populated with basic safety messages received from equipped vehicle within the communication range of an Roadside Equipment (RSEs). The data also contains elements that communicate additional details about the vehicle that is used for vehicle safety applications, and elements that communicate specific items of a vehicle‘s status that are used in data event snapshots which are gathered and periodically reported to an RSEs. These data are transmitted at a rate of 10 Hz. NOTE: All extra attachments are located in Multi-Modal Intelligent Traffic Signal Systems Basic Safety Message

Data were collected during the Multi-Modal Intelligent Transportation Signal Systems (MMITSS) study. MMITSS is a next-generation traffic signal system that seeks to provide a comprehensive traffic information framework to service all modes of transportation. The Vehicle Trajectories file is populated with basic safety messages received from equipped vehicle within the communication range of an Roadside Equipment (RSEs). The data also contains elements that communicate additional details about the vehicle that is used for vehicle safety applications, and elements that communicate specific items of a vehicle‘s status that are used in data event snapshots which are gathered and periodically reported to an RSEs. These data are transmitted at a rate of 10 Hz. NOTE: All extra attachments are located in Multi-Modal Intelligent Traffic Signal Systems Basic Safety Message

Data were collected during the Multi-Modal Intelligent Transportation Signal Systems (MMITSS) study. MMITSS is a next-generation traffic signal system that seeks to provide a comprehensive traffic information framework to service all modes of transportation. The Vehicle Trajectories file is populated with basic safety messages received from equipped vehicle within the communication range of an Roadside Equipment (RSEs). The data also contains elements that communicate additional details about the vehicle that is used for vehicle safety applications, and elements that communicate specific items of a vehicle‘s status that are used in data event snapshots which are gathered and periodically reported to an RSEs. These data are transmitted at a rate of 10 Hz. NOTE: All extra attachments are located in Multi-Modal Intelligent Traffic Signal Systems Basic Safety Message

Data were collected during the Multi-Modal Intelligent Transportation Signal Systems (MMITSS) study. MMITSS is a next-generation traffic signal system that seeks to provide a comprehensive traffic information framework to service all modes of transportation. The Vehicle Trajectories file is populated with basic safety messages received from equipped vehicle within the communication range of an Roadside Equipment (RSEs). The data also contains elements that communicate additional details about the vehicle that is used for vehicle safety applications, and elements that communicate specific items of a vehicle‘s status that are used in data event snapshots which are gathered and periodically reported to an RSEs. These data are transmitted at a rate of 10 Hz. NOTE: All extra attachments are located in Multi-Modal Intelligent Traffic Signal Systems Basic Safety Message

Data were collected during the Multi-Modal Intelligent Transportation Signal Systems (MMITSS) study. MMITSS is a next-generation traffic signal system that seeks to provide a comprehensive traffic information framework to service all modes of transportation. The Vehicle Trajectories file is populated with basic safety messages received from equipped vehicle within the communication range of an Roadside Equipment (RSEs). The data also contains elements that communicate additional details about the vehicle that is used for vehicle safety applications, and elements that communicate specific items of a vehicle‘s status that are used in data event snapshots which are gathered and periodically reported to an RSEs. These data are transmitted at a rate of 10 Hz. NOTE: All extra attachments are located in Multi-Modal Intelligent Traffic Signal Systems Basic Safety Message

Data were collected during the Multi-Modal Intelligent Transportation Signal Systems (MMITSS) study. MMITSS is a next-generation traffic signal system that seeks to provide a comprehensive traffic information framework to service all modes of transportation. The Vehicle Trajectories file is populated with basic safety messages received from equipped vehicle within the communication range of an Roadside Equipment (RSEs). The data also contains elements that communicate additional details about the vehicle that is used for vehicle safety applications, and elements that communicate specific items of a vehicle‘s status that are used in data event snapshots which are gathered and periodically reported to an RSEs. These data are transmitted at a rate of 10 Hz. NOTE: All extra attachments are located in Multi-Modal Intelligent Traffic Signal Systems Basic Safety Message

The data represent the performance of a proof-of-concept vehicle platooning based on the Cooperative Adaptive Cruise Control (CACC) application. The Federal Highway Administration’s Turner Fairbank Highway Research Center (TFHRC), in conjunction with the Volpe National Transportation Systems Center, tested and evaluated this prototype system in 2016. Researchers in the Saxton Transportation Operations Laboratory at TFHRC designed and built the Cooperative Automated Research Mobility Applications (CARMA) platform version 1 that enables the implementation of the proof-of-concept CACC-based platooning in passenger vehicles equipped with production adaptive cruise control, and vehicle-to-vehicle communications using dedicated short-range communications (DSRC). The data characterize the state-of-the-art capability of the CACC application based on engineering tests that were performed on closed tracks by professional drivers and using prescribed test procedures. The test data are separated into sets that correspond to test date and time, and test run number. The data include performance parameters that were collected from the CACC application and data acquisition systems, including vehicle controller area network data, CARMA's MicroAutoBox, DSRC radios, and an independent measurement system. The tests were conducted at US Army’s Aberdeen Test Center located at Aberdeen Proving Grounds, MD. Further documentation can be found here: https://rosap.ntl.bts.gov/view/dot/1038.

The data represent the performance of a proof-of-concept vehicle platooning based on the Cooperative Adaptive Cruise Control (CACC) application. The Federal Highway Administration’s Turner Fairbank Highway Research Center (TFHRC), in conjunction with the Volpe National Transportation Systems Center, tested and evaluated this prototype system in 2016. Researchers in the Saxton Transportation Operations Laboratory at TFHRC designed and built the Cooperative Automated Research Mobility Applications (CARMA) platform version 1 that enables the implementation of the proof-of-concept CACC-based platooning in passenger vehicles equipped with production adaptive cruise control, and vehicle-to-vehicle communications using dedicated short-range communications (DSRC). The data characterize the state-of-the-art capability of the CACC application based on engineering tests that were performed on closed tracks by professional drivers and using prescribed test procedures. The test data are separated into sets that correspond to test date and time, and test run number. The data include performance parameters that were collected from the CACC application and data acquisition systems, including vehicle controller area network data, CARMA's MicroAutoBox, DSRC radios, and an independent measurement system. The tests were conducted at US Army’s Aberdeen Test Center located at Aberdeen Proving Grounds, MD. Further documentation can be found here: https://rosap.ntl.bts.gov/view/dot/1038.

The data represent the performance of a proof-of-concept vehicle platooning based on the Cooperative Adaptive Cruise Control (CACC) application. The Federal Highway Administration’s Turner Fairbank Highway Research Center (TFHRC), in conjunction with the Volpe National Transportation Systems Center, tested and evaluated this prototype system in 2016. Researchers in the Saxton Transportation Operations Laboratory at TFHRC designed and built the Cooperative Automated Research Mobility Applications (CARMA) platform version 1 that enables the implementation of the proof-of-concept CACC-based platooning in passenger vehicles equipped with production adaptive cruise control, and vehicle-to-vehicle communications using dedicated short-range communications (DSRC). The data characterize the state-of-the-art capability of the CACC application based on engineering tests that were performed on closed tracks by professional drivers and using prescribed test procedures. The test data are separated into sets that correspond to test date and time, and test run number. The data include performance parameters that were collected from the CACC application and data acquisition systems, including vehicle controller area network data, CARMA's MicroAutoBox, DSRC radios, and an independent measurement system. The tests were conducted at US Army’s Aberdeen Test Center located at Aberdeen Proving Grounds, MD. Further documentation can be found here: https://rosap.ntl.bts.gov/view/dot/1038.

The data represent the performance of a proof-of-concept vehicle platooning based on the Cooperative Adaptive Cruise Control (CACC) application. The Federal Highway Administration’s Turner Fairbank Highway Research Center (TFHRC), in conjunction with the Volpe National Transportation Systems Center, tested and evaluated this prototype system in 2016. Researchers in the Saxton Transportation Operations Laboratory at TFHRC designed and built the Cooperative Automated Research Mobility Applications (CARMA) platform version 1 that enables the implementation of the proof-of-concept CACC-based platooning in passenger vehicles equipped with production adaptive cruise control, and vehicle-to-vehicle communications using dedicated short-range communications (DSRC). The data characterize the state-of-the-art capability of the CACC application based on engineering tests that were performed on closed tracks by professional drivers and using prescribed test procedures. The test data are separated into sets that correspond to test date and time, and test run number. The data include performance parameters that were collected from the CACC application and data acquisition systems, including vehicle controller area network data, CARMA's MicroAutoBox, DSRC radios, and an independent measurement system. The tests were conducted at US Army’s Aberdeen Test Center located at Aberdeen Proving Grounds, MD. Further documentation can be found here: https://rosap.ntl.bts.gov/view/dot/1038.

The data represent the performance of a proof-of-concept vehicle platooning based on the Cooperative Adaptive Cruise Control (CACC) application. The Federal Highway Administration’s Turner Fairbank Highway Research Center (TFHRC), in conjunction with the Volpe National Transportation Systems Center, tested and evaluated this prototype system in 2016. Researchers in the Saxton Transportation Operations Laboratory at TFHRC designed and built the Cooperative Automated Research Mobility Applications (CARMA) platform version 1 that enables the implementation of the proof-of-concept CACC-based platooning in passenger vehicles equipped with production adaptive cruise control, and vehicle-to-vehicle communications using dedicated short-range communications (DSRC). The data characterize the state-of-the-art capability of the CACC application based on engineering tests that were performed on closed tracks by professional drivers and using prescribed test procedures. The test data are separated into sets that correspond to test date and time, and test run number. The data include performance parameters that were collected from the CACC application and data acquisition systems, including vehicle controller area network data, CARMA's MicroAutoBox, DSRC radios, and an independent measurement system. The tests were conducted at US Army’s Aberdeen Test Center located at Aberdeen Proving Grounds, MD. Further documentation can be found here: https://rosap.ntl.bts.gov/view/dot/1038.

The data represent the performance of a proof-of-concept vehicle platooning based on the Cooperative Adaptive Cruise Control (CACC) application. The Federal Highway Administration’s Turner Fairbank Highway Research Center (TFHRC), in conjunction with the Volpe National Transportation Systems Center, tested and evaluated this prototype system in 2016. Researchers in the Saxton Transportation Operations Laboratory at TFHRC designed and built the Cooperative Automated Research Mobility Applications (CARMA) platform version 1 that enables the implementation of the proof-of-concept CACC-based platooning in passenger vehicles equipped with production adaptive cruise control, and vehicle-to-vehicle communications using dedicated short-range communications (DSRC). The data characterize the state-of-the-art capability of the CACC application based on engineering tests that were performed on closed tracks by professional drivers and using prescribed test procedures. The test data are separated into sets that correspond to test date and time, and test run number. The data include performance parameters that were collected from the CACC application and data acquisition systems, including vehicle controller area network data, CARMA's MicroAutoBox, DSRC radios, and an independent measurement system. The tests were conducted at US Army’s Aberdeen Test Center located at Aberdeen Proving Grounds, MD. Further documentation can be found here: https://rosap.ntl.bts.gov/view/dot/1038.

The data represent the performance of a proof-of-concept vehicle platooning based on the Cooperative Adaptive Cruise Control (CACC) application. The Federal Highway Administration’s Turner Fairbank Highway Research Center (TFHRC), in conjunction with the Volpe National Transportation Systems Center, tested and evaluated this prototype system in 2016. Researchers in the Saxton Transportation Operations Laboratory at TFHRC designed and built the Cooperative Automated Research Mobility Applications (CARMA) platform version 1 that enables the implementation of the proof-of-concept CACC-based platooning in passenger vehicles equipped with production adaptive cruise control, and vehicle-to-vehicle communications using dedicated short-range communications (DSRC). The data characterize the state-of-the-art capability of the CACC application based on engineering tests that were performed on closed tracks by professional drivers and using prescribed test procedures. The test data are separated into sets that correspond to test date and time, and test run number. The data include performance parameters that were collected from the CACC application and data acquisition systems, including vehicle controller area network data, CARMA's MicroAutoBox, DSRC radios, and an independent measurement system. The tests were conducted at US Army’s Aberdeen Test Center located at Aberdeen Proving Grounds, MD. Further documentation can be found here: https://rosap.ntl.bts.gov/view/dot/1038.

The data represent the performance of a proof-of-concept vehicle platooning based on the Cooperative Adaptive Cruise Control (CACC) application. The Federal Highway Administration’s Turner Fairbank Highway Research Center (TFHRC), in conjunction with the Volpe National Transportation Systems Center, tested and evaluated this prototype system in 2016. Researchers in the Saxton Transportation Operations Laboratory at TFHRC designed and built the Cooperative Automated Research Mobility Applications (CARMA) platform version 1 that enables the implementation of the proof-of-concept CACC-based platooning in passenger vehicles equipped with production adaptive cruise control, and vehicle-to-vehicle communications using dedicated short-range communications (DSRC). The data characterize the state-of-the-art capability of the CACC application based on engineering tests that were performed on closed tracks by professional drivers and using prescribed test procedures. The test data are separated into sets that correspond to test date and time, and test run number. The data include performance parameters that were collected from the CACC application and data acquisition systems, including vehicle controller area network data, CARMA's MicroAutoBox, DSRC radios, and an independent measurement system. The tests were conducted at US Army’s Aberdeen Test Center located at Aberdeen Proving Grounds, MD. Further documentation can be found here: https://rosap.ntl.bts.gov/view/dot/1038.

The data represent the performance of a proof-of-concept vehicle platooning based on the Cooperative Adaptive Cruise Control (CACC) application. The Federal Highway Administration’s Turner Fairbank Highway Research Center (TFHRC), in conjunction with the Volpe National Transportation Systems Center, tested and evaluated this prototype system in 2016. Researchers in the Saxton Transportation Operations Laboratory at TFHRC designed and built the Cooperative Automated Research Mobility Applications (CARMA) platform version 1 that enables the implementation of the proof-of-concept CACC-based platooning in passenger vehicles equipped with production adaptive cruise control, and vehicle-to-vehicle communications using dedicated short-range communications (DSRC). The data characterize the state-of-the-art capability of the CACC application based on engineering tests that were performed on closed tracks by professional drivers and using prescribed test procedures. The test data are separated into sets that correspond to test date and time, and test run number. The data include performance parameters that were collected from the CACC application and data acquisition systems, including vehicle controller area network data, CARMA's MicroAutoBox, DSRC radios, and an independent measurement system. The tests were conducted at US Army’s Aberdeen Test Center located at Aberdeen Proving Grounds, MD. Further documentation can be found here: https://rosap.ntl.bts.gov/view/dot/1038.