Demonstration Site Map and Installation Schedule · 2019-07-30 · Demonstration Site Map and Installation Schedule – Draft Report | Smart Columbus Program | i Acknowledgments The

Smart Columbus

Demonstration Site Map and Installation Schedule

for the Smart Columbus

Demonstration Program

DRAFT REPORT | April 15, 2019

Produced by City of Columbus

Notice

This document is disseminated under the sponsorship of the Department of Transportation

in the interest of information exchange. The United States Government assumes no liability

for its contents or use thereof.

The U.S. Government is not endorsing any manufacturers, products, or services

cited herein and any trade name that may appear in the work has been included

only because it is essential to the contents of the work.

Acknowledgment of Support

This material is based upon work supported by the U.S. Department of

Transportation under Agreement No. DTFH6116H00013.

Disclaimer

Any opinions, findings, and conclusions or recommendations expressed in this

publication are those of the Author(s) and do not necessarily reflect the view of the

U.S. Department of Transportation.

Demonstration Site Map and Installation Schedule – Draft Report | Smart Columbus Program | i

Acknowledgments

The Smart Columbus Program would like to thank project leads for each of the Smart Columbus projects for

their assistance in drafting and reviewing this Demonstration Site Map and Installation Schedule.

Demonstration Site Map and Installation Schedule – Draft Report | Smart Columbus Program | iii

Abstract

The Smart Columbus Demonstration Program Site Map and Installation Schedule Document identifies the

specific geographic areas for the projects and indicates locations related to key issues, current and

proposed roadside technology locations, connected and autonomous vehicle operations, and other

explanatory features to support efforts that align with the city’s proposed strategies. The Demonstration Site

Map and Installation Schedule Document will be updated periodically to reflect any changes decided during

the demonstration effort. In addition, this document outlines the site installation schedule that identifies

infrastructure installation activities. For each type of physical infrastructure element to be installed, this

schedule will indicate:

• The type of infrastructure element to be installed;

• Planned installation start and end dates for each infrastructure element;

• Organization or individual responsible for the installation;

• Milestone(s) identifying when the installation of each type of infrastructure element is completed; and

• Planned start and end dates for testing the operation of each infrastructure element (by type).

The Final Demonstration Site Map and Installation Schedule will be prepared in December 2019.

The scope of this document is focused on outlining the physical location for all hardware elements of the

various Smart Columbus projects and the schedule for their installation. However, to reflect the entire

program, the document also presents a brief overview of the geographic boundaries for all projects and the

issues they are trying to solve. This document is not intended to provide a detailed overview of the proposed

solution for each project. Descriptions and details for the proposed solution provided by each project can be

found in each project's systems engineering documentation, which is on the Smart Columbus website.1

1 https://www.smartcolumbusos.com/

https://www.smartcolumbusos.com/

Demonstration Site Map and Installation Schedule – Draft Report | Smart Columbus Program | v

Demonstration Site Map and Installation Schedule – Draft Report | Smart Columbus Program | vii

Table of Contents

Project Descriptions ........................................................................................................... 1

1.1.1. Smart Columbus Operating System ........................................................................................ 2

1.1.2. Enabling Technologies ............................................................................................................... 2

1.1.3. Enhanced Human Services....................................................................................................... 3

1.1.4. Emerging Technologies.............................................................................................................. 4

Smart Columbus System of Systems.............................................................................. 4

2.1. Deployment Area ................................................................................................................. 7

2.2. Key Issues and Geographic Scope by Project .............................................................. 9

2.2.1. Connected Vehicle Environment .............................................................................................. 9

2.2.2. Multimodal Trip Planning Application/Common Payment System ...................................... 14

2.2.3. Mobility Assistance for People with Cognitive Disabilities .................................................... 16

2.2.4. Smart Mobility Hubs ................................................................................................................. 17

2.2.5. Prenatal Trip Assistance .......................................................................................................... 18

2.2.6. Event Parking Management .................................................................................................... 21

2.2.7. Connected Electric Autonomous Vehicles ............................................................................. 22

3.1. Infrastructure Elements Installed ................................................................................... 25

3.1.1. Connected Vehicle Environment ............................................................................................ 25

3.1.2. Smart Mobility Hubs ................................................................................................................. 41

3.1.3. Connected Electric Autonomous Vehicles .......................................................................... 50

4.1. Connected Vehicle Environment .................................................................................... 57

4.2. Smart Mobility Hubs ......................................................................................................... 59

4.3. Connected Electric Autonomous Vehicles ................................................................... 60

Table of Contents

viii | Smart Columbus Program | Demonstration Site Map and Installation Schedule – Draft Report

List of Tables

Table 1: Connected Vehicle Environment Project Scope .............................................................................. 3

Table 2: Multivehicle Crashes (January 2014-December 2016) ................................................................. 11

Table 3: Intersections with Highest Numbers of Vehicle Crashes Along Proposed

Connected Vehicle Environment Corridors (2017) ..................................................................................... 12

Table 4: School Zone Speeds ..................................................................................................................... 13

Table 5. Connected Vehicle Applications and Vehicle Classes for

Smart Columbus Connected Vehicle Environment ..................................................................................... 26

Table 6: Connected Vehicle Application by Intersection ............................................................................. 27

Table 7: Vehicle Class and Quantity per Partner ........................................................................................ 33

Table 8: Connected Vehicle Environment Installation Entities and Responsibilities ................................... 38

Table 9: Smart Mobility Hub Amenities by Location .................................................................................... 42

Table 10: Smart Mobility Hubs Infrastructure Installation Entities and Responsibilities.............................. 49

Table 11: Connected Electric Autonomous Vehicles Infrastructure Installation

Entities and Responsibilities ....................................................................................................................... 56

Table 12: Connected Vehicle Environment Installation Milestones............................................................. 57

Table 13: Connected Vehicle Environment Detailed Installation Activities and Schedule .......................... 58

Table 14: Smart Mobility Hubs Installation Milestones ................................................................................ 59

Table 15: Smart Mobility Hubs Detailed Installation Activities and Schedule ............................................. 60

Table 16: Connected Electric Autonomous Vehicles Installation Milestones .............................................. 60

Table 17: Connected Electric Automated Vehicles Detailed Installation Activities and Schedule ............... 61

Table 18: Acronym List ................................................................................................................................ 63

Table 19: Central Ohio Transit Agency Fixed-Route Vehicles .................................................................... 67

Table 20: Central Ohio Transit Agency Paratransit Vehicles ....................................................................... 77

Table 21: Central Ohio Transit Agency Supervisor Vehicles ....................................................................... 80

Table 22: Police Vehicles ............................................................................................................................ 82

Table 23: Fire Vehicles ................................................................................................................................ 84

Table 24: Public Service Fleet ..................................................................................................................... 85

Table 25: Franklin County Engineers Office Fleet ....................................................................................... 94

Table of Contents

Demonstration Site Map and Installation Schedule – Draft Report | Smart Columbus Program | ix

List of Figures

Figure 1: Smart Columbus Projects .............................................................................................................. 2

Figure 2: Smart Columbus System of Systems ............................................................................................ 5

Figure 3: Smart Columbus Demonstration Site Map .................................................................................... 8

Figure 4: Connected Vehicle Environment High-Level Deployment Area .................................................. 10

Figure 5: Central Ohio Transit Agency Service Area .................................................................................. 16

Figure 6: Proposed Smart Mobility Hub Locations...................................................................................... 18

Figure 7: CelebrateOne Neighborhoods ..................................................................................................... 20

Figure 8: Downtown Columbus and the Short North .................................................................................. 22

Figure 9: Connected Electric Autonmous Vehicle Route from Linden Transit Center

to St. Stephen’s Community Center ............................................................................................................ 24

Figure 10: Connected Vehicle Environment Applications by Intersection ................................................... 35

Figure 11: Organizations Responsible for Connected Vehicle Environment Infrastructure Installation ...... 37

Figure 12: Smart Mobility Hub at Columbus State Community College ..................................................... 43

Figure 13: Smart Mobility Hub at Linden Transit Center ............................................................................. 44

Figure 14: Smart Mobility Hub at Columbus Metro Library – Linden Branch ............................................. 45

Figure 15: Smart Mobility Hub at Northern Lights Park and Ride ............................................................... 46

Figure 16: Smart Mobility Hub at St. Stephen’s Community House ........................................................... 47

Figure 17: Smart Mobility Hub at Easton Transit Center ............................................................................ 48

Figure 18: Connected Electric Autonomous Vehicles Stop Route Overview .............................................. 51

Figure 19: Linden Transit Center Connected Electric Autonomous Vehicles Stop ..................................... 52

Figure 20: Rosewind Resident Council Connected Electric Autonomous Vehicles Stop ........................... 53

Figure 21: Douglas Community Recreation Center Connected Electric Autonomous Vehicles Stop ......... 54

Figure 22: St. Stephen’s Community House Connected Electric Autonomous Vehicles Stop ................... 55

Demonstration Site Map and Installation Schedule – Draft Report | Smart Columbus Program | 1

Introduction

The Demonstration Site Map and Installation Schedule document identifies the specific geographic area and

indicates locations related to key issues, current and proposed roadside technology locations, connected

automated vehicle operations, and other explanatory features to support strategies that align with the city’s

proposed strategies. The Demonstration Site Map and Installation Schedule document will be updated

periodically to reflect any changes decided during the demonstration effort. In addition, this document

contains the Site Installation Schedule that identifies infrastructure installation activities. For each type of

infrastructure element to be installed, this schedule shall indicate the following information:

• The type of infrastructure element to be installed;

• Planned installation start and end dates for each infrastructure element;

• Organization or individual responsible for the installation;

• Milestone(s) identifying when the installation of each type of infrastructure element is completed; and

• Planned start and end dates for unit testing the operation of each infrastructure element (by type).

As the focus of this document is on infrastructure, the contents are specific to those Smart Columbus

projects that contain a physical infrastructure/hardware component. For information and background,

descriptions for all projects in the portfolio and the issues they are trying to solve are provided. Beyond

Chapter 2, those projects with a hardware element are the focus for the detailed site maps and installation

schedules. Descriptions and details for each project’s proposed solution can be found in each project's

systems engineering documentation which is on the Smart Columbus website.

The Final Demonstration Site Map and Installation Schedule will be prepared in December 2019.

PROJECT DESCRIPTIONS

The Smart Columbus program includes several projects grouped into three overarching themes: Enabling

Technologies, Enhanced Human Services, and Emerging Technologies. The program also includes Smart

Columbus Operating System (the Operating System), the integral backbone and heart of all current and

future smart city projects. Figure 1 shows the Smart Columbus program with projects and the Operating

System.

Chapter 1. Introduction

2 | Smart Columbus Program | Demonstration Site Map and Installation Schedule – Draft Report

Figure 1: Smart Columbus Projects

Source: City of Columbus

1.1.1. Smart Columbus Operating System

The Operating System is envisioned as a web-based, dynamic, governed data delivery platform built on a

federated architecture that is at the heart of the Smart Columbus system. It will ingest and disseminate data

while providing access to data services from multiple sources and tenants, including the planned Smart

Columbus technologies, traditional transportation data, and data from other community partners, such as

food pantries and medical services. The Operating System will embody open-data, best-of-breed

technologies including open-source and commercial off-the-shelf concepts that enable better decision-

making and problem solving for all users. It will support a replicable, extensible, sustainable data delivery

platform. The Operating System will be the source for performance metrics for program monitoring and

evaluation; serve the needs of public agencies, researchers and entrepreneurs; and assist health and

human services organizations, and other agencies in providing more effective services to their clients. The

Operating System will be scalable and demonstrate the potential for serving city and private sector needs

well beyond the life of the Smart City Challenge (SCC) award period.

1.1.2. Enabling Technologies

These technologies leverage today’s foundation in new and innovative ways to greatly enhance the safety

and mobility of the transportation infrastructure. These advanced technologies empower deployments that

increase our capabilities because of rich data streams and infrastructure that are designed to handle on-

demand responses. The Connected Vehicle Environment (CVE) is an enabling technology that will improve

safety and mobility by leveraging cutting-edge technology to advance the sustainable movement of people

and goods.

Columbus has corridors and intersections with high numbers of crashes involving vehicles, bicyclists, and

pedestrians, and several congested corridors have poor mobility for emergency vehicles, freight, and transit

buses. The project team selected the CVE corridors based on regional crash data, enhanced transit



services, recent infrastructure investments, and their relationships to other Smart Columbus projects. The

specific issues targeted by the CVE project are discussed in greater detail in the next chapter.

The CVE will connect up to 1,800 vehicles and 90 smart intersections across the region. The project team

plans to install safety applications for multiple vehicle types including transit buses, first responder vehicles,

city and partner fleet vehicles, and private vehicles. Application deployments will ensure that emergency

vehicles and the Central Ohio Transit Agency (COTA) Cleveland Avenue CMAX Bus Rapid Transit (CMAX

BRT) fleet can utilize signal prioritization as needed to maximize safety and efficiency. The data created by

the system will be aggregated by the Operating System, anonymized, de-identified and stored for historical

analysis and visualization.

The CVE project will utilize connected vehicle (CV) technologies and applications with an emphasis on

addressing congested and high-crash intersections and corridors. The project will focus on building out the

physical and logical CV infrastructure, which will consist of CV hardware and software [e.g. Roadside Units

(RSUs), onboard equipment, front and backhaul communications, equipment interfaces, etc.]. The CVE will

generate the needed transportation-related data that are used by applications. The project scope also

consists of deploying connected vehicle specific applications that will leverage the data generated by the

infrastructure to deliver real-time safety and mobility services.

The CV infrastructure deployment will occur along four major corridors/areas. The deployment of in-vehicle

devices will target populations that are located near or frequently use the infrastructure deployment

corridors. Table 1 summarizes the scope of CVE.

Table 1: Connected Vehicle Environment Project Scope

Infrastructure Applications and Data

100+ RSUs

The project will install RSUs and necessary communications equipment at ~90 signalized intersections in the project areas.

1,500 – 1,800 OBUs

The project will install onboard units (OBUs) on participating private, fleet, emergency, transit, and freight vehicles.

CV Applications

The project will deploy vehicle-to-vehicle (V2V) safety, vehicle-to-infrastructure (V2I) safety, and V2I mobility applications.

Data Capture

The project will capture, relate, store, and respond to data generated by the infrastructure, used by the applications for traffic management.


1.1.3. Enhanced Human Services

Enhanced Human Services (EHS) encompass meeting human needs through the application of technology

that focuses on prevention as well as remediation of problems and maintaining a commitment to improving

the overall quality of life of users of the technology-based solutions. Opportunity will be created because the

EHS projects will improve access to jobs, healthcare, and events. This category includes the following

projects:

• Multimodal Trip Planning Application (MMTPA)/Common Payment System (CPS), which will provide

a single method to plan and pay for any trip from door to door in the Columbus region.

• Smart Mobility Hubs (SMHs) will deploy Interactive Kiosks (IKs) and access points around the region

that will allow access to technology resources for those that may not have smartphones to facilitate

the transfer of modes of transportation at key regional locations.

• The Mobility Assistance for People with Cognitive Disabilities (MAPCD) application will assist those

with cognitive disabilities navigate the Columbus area.



• The Prenatal Trip Assistance (PTA) application will provide a resource for prenatal travelers to

access multimodal transportation to their prenatal doctor visits.

• Event Parking Management (EPM) will allow Columbus-area travelers to find, reserve and pay for

parking in the downtown region.

1.1.4. Emerging Technologies

New technologies that are currently developing or will be developed over the next five to 10 years will

substantially alter the business and social environment. By focusing on key Emerging Technologies, the city

will be able to exhibit potential solutions to address and mitigate future transportation and data collection

challenges. The Connected Electric Autonomous Vehicles (CEAV) project will deploy a self-driving shuttle

service on a select route in the City to evaluate the ability of this technology and associated vehicles to

enhance the mobility of residents and visitors, to operate on public roadways in Ohio, and to satisfy the

specific operating purposes for which each service is intended. Further, Columbus will develop an

understanding of the infrastructure required to implement and support the operation of this technology, the

approach to public adoption, the types and value of data produced, the associated cost, and the benefits

derived from the use of Automated Vehicles (AVs). A self-driving shuttle will serve in the Linden

neighborhood.

SMART COLUMBUS SYSTEM OF SYSTEMS

With this understanding of the projects, it is also important to understand that the Smart Columbus program

has many interrelated systems that work together to provide a System of Systems (SoS). Information from

the various projects are shared with the Operating System. Both real-time and archived data is maintained

in the Operating System for use by other Smart Columbus projects and future applications. The SoS

provides Smart Applications (Apps), smart vehicles and infrastructure to travelers in the Columbus area. The

Operating System enables the SoS to share data with many other internal and external systems, providing

the framework for the services provided.

The smart infrastructure element contains field device items in the projects such as the RSUs in the CVE

corridors and IKs in the SMH region. CVs include the installed onboard units (OBUs) and include various

vehicle types. Apps include the software-oriented solutions that will deliver other Smart Columbus project

capabilities such as the MMTPA/CPS and PTA.

The Operating System is the repository for all performance data from the smart infrastructure and smart

vehicles and the hosting platform that allow direct integration of the Apps.

Finally, the CVE depends on the Security Credential Management System (SCMS), Continuously Operating

Reference System (CORS), and Global Network Satellite System (GNSS) services.

Figure 2 shows the relationship of the SoS to external travelers and systems. The focus for this document is

to identify the issues addressed by the infrastructure that will be installed for the projects that contain a

“smart infrastructure component”: CVE, SMH, and CEAV. It will describe the individual elements as well as

where and when they will be installed.



Figure 2: Smart Columbus System of Systems



High-Level Deployment Map

Smart Columbus will demonstrate effective implementation of a comprehensive portfolio of connected

technologies that solve focused, relatable city issues and enhance mobility across the region. Like most

midsized cities in the United States, the City of Columbus is divided into several neighborhoods, commercial

districts, and other geographic zones that are connected by highways, transit, people, and culture. While

some projects will be deployed within specific areas of the City, many projects will be deployed citywide and

be designed in an integrated manner with the Operating System being the integral backbone and heart of all

current and future smart city projects.

2.1. DEPLOYMENT AREA

Figure 3 captures the following known elements of the deployment area for the various projects:

• For CVE, the deployment corridors are highlighted, including Cleveland Avenue, High Street, and

Alum Creek Drive. The intersections where Freight Signal Priority (FSP) will be deployed are

highlighted to indicate the freight corridors. In addition, the CMAX BRT corridors are indicated for

reference. Last, the ZIP codes from which private vehicles will be recruited (and where installation will

be targeted) are highlighted in blue shading.

• For MMTPA/CPS, the first release of the application includes both COTA and the Ohio State

University (OSU) Campus Area Bus Service (CABS) as key providers. These service routes are

called out on the map.

• For MAPCD, the OSU call out box indicates the project’s background and focus around the OSU

Prevocational Integrated Education and Campus Experience (PIECE) program, from which focus and

test group participants were recruited to help refine the application’s functionality. The testing of

MAPCD also centered on OSU’s campus, with all but one route on campus; the application includes

both COTA and CABS buses. Please note that the broad deployment of MAPCD is not limited to

PIECE program participants and is being conducted Citywide in collaboration with OSU and ARC

Industries, a community organization that helps find employment for adults with developmental

disabilities. The location of ARC Industries is not shown on the map as it is an administrative office

only, not one of the employment/job center origins or destinations for the project.

• For PTA, the target ZIP codes are outlined to indicate the focused recruiting and participation for this

application.

• For SMH, the hub locations are noted and existing amenities available at them are specified.

• For CEAV, both the Smart Circuit and Linden routes are called out with stops identified. For detailed

CEAV site infrastructure installation details later in the document, only the Linden route is discussed

to reflect the elements of the project that are in the SCC portfolio.

• For EPM, the downtown and Short North areas of Columbus are highlighted as the focus of this

application will be on parking providers in these areas and visitors who will be traveling into and within

these areas.

Chapter 2. High-Level Deployment Map


Figure 3: Smart Columbus Demonstration Site Map




2.2. KEY ISSUES AND GEOGRAPHIC SCOPE BY PROJECT

This section summarizes the issues to be addressed by the Smart Columbus projects with respect to their

geographic location and boundaries; however, it is not intended to provide a thorough examination of all the

issues each project is designed to address. Each project’s concept of operations, trade study or operational

concept provide a more detailed discussion on the justification for the project, specifically the issues they are

trying to address. All systems engineering documents for the Smart Columbus projects can be found on the

Smart Columbus website.2

2.2.1. Connected Vehicle Environment

The issues addressed by the CVE are focused around safety and mobility, although they also consider

potential issues facing traffic and transit managers and data that may be useful to them. The issues are

noted below:

• Vehicle operator safety

• Intersection safety

• School zone speed adherence

• Transit vehicle schedule adherence

• Emergency response times

• Freight related traffic congestion

• Data gaps for:

Traffic management

Transit management

Solutions to these issues were developed based on data related to crashes, transit vehicle schedules and

emergency response times. The following major corridors/areas comprise the CVE project area.

• High Street (from Fifth Avenue to Morse Road): North-south arterial through Columbus characterized

by dense mixed-use development, travels through short north, the OSU and a dense urban

neighborhood.

• Morse Road (from High Street to Stygler Road): East-west route primarily flanked by strip mall or

retail development.

• Cleveland Avenue (from Second Avenue to Morse Road): Northeast/southwest route has dense

mixed-use urban development and is also one of the Columbus opportunity neighborhoods of Linden.

• Alum Creek Drive (from SR-317 to I-270) serves a freight area in Columbus near Rickenbacker

Airport.

Figure 4 shows the high-level geographic area of the deployment corridors, which were selected based on

stakeholder input, regional crash data, and locations of logistics companies that will participate in the

vehicle-side deployment. Details about specific infrastructure elements and applications by intersection will

be presented later in this document.

2 https://smart.columbus.gov/projects/

https://smart.columbus.gov/projects/



Figure 4: Connected Vehicle Environment High-Level Deployment Area


2.2.1.1. SAFETY

Crashes are costly in terms of reduced mobility (congestion due to crash), incident management,

emergency response, increased insurance premiums, vehicle repair costs, roadside repair costs, medical

costs, and loss of life. Generally, a lack of driver awareness (location and speed of the driver’s vehicle or of

other vehicles) by one or more drivers is the cause of crashes between vehicles. The current system does

not have a method of improving driver alertness, especially in crash-imminent situations. Crash data from

the Ohio Department of Public Safety (DPS) indicates that there was an average of five non-intersection

crashes per day along the proposed Connected Vehicle (CV) corridors during a three-year span from

January 2014 to December 2016. These non-intersection crashes resulted in 1.77 injuries per day and one

fatality every 219 days. CV technology will be used to enable applications targeted toward reducing these

crashes; in the CVE project, both vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) safety

applications will be deployed to address this issue. For purposes of this plan, the focus is primarily on the

V2I safety applications since they are specific to the individual intersections of the project area.

Non-intersection crashes typically occur as the result of a vehicle operator not stopping fast enough before

reaching the back of a slow-moving queue, following a leading vehicle too closely, or not being able to react

in time to a sudden decrease in speed of a leading vehicle. Angle crashes may occur at access points (such



as a driveway) when a vehicle crosses a traffic stream. Sideswipe crashes are likely the result of a vehicle

encroaching into another vehicle’s path during a lane change. The CVE could be used to enable

applications targeted toward reducing these non-intersection-related crashes that are most prominent along

the corridors of interest.

A crash is intersection-related if it occurs within, on an approach to, or exit from an intersection and results

from an activity, behavior, or control related to the movement of traffic through the intersection. Traffic

signals control the flow of vehicles, bicyclists, and pedestrians at signalized intersections. These signals

indicate to the vehicle operator to proceed toward and through the intersection (green); to clear the

intersection or prepare to stop (yellow); or slow down to a stop (red). A lack of awareness by one or more

drivers caused by location and speed of the driver’s vehicle or of other vehicles, or traffic control equipment,

is the cause of crashes. The current system does not have a method of improving driver alertness,

especially in crash-imminent situations.

Table 2 breaks down the number and type of multivehicle crashes on the corridors that are targeted for use

by LDV operators: Cleveland Avenue, High Street, and Morse Road.

Table 2: Multivehicle Crashes (January 2014-December 2016)

Crash Type Total Crashes Resulting Number

of Injuries Resulting Number

of Fatalities

Non-Intersection-Related

Rear-End 1,292 438 1

Angle 820 257 2

Sideswipe, Same Direction

635 87 0

All Others 239 79 0

Total 2,986 861 3

Intersection-Related

Rear-End 1,292 438 1

Angle 820 257 2

Sideswipe, Same Direction

635 87 0

All Others 239 79 0

Total 2,986 861 3

Source: Ohio DPS

In addition to the overall issue of intersection-related crashes, the city also considered the intersections with

the highest crash rates in the Central Ohio region. Table 3 shows 19 of the 100 intersections with the



highest crash rates in the Central Ohio region along the High Street, Morse Road, and Cleveland Avenue

corridors in 2017.3, 4

Table 3: Intersections with Highest Numbers of Vehicle Crashes Along Proposed Connected

Vehicle Environment Corridors (2017)

2017 Rank 2016 Rank Location

3 8 Cleveland Avenue and Innis Road

4 18 Karl Road at Morse Road

8 22 Morse Road at Westerville Road

10 40 Cleveland Avenue at Hudson Street

11 21 Cleveland Avenue at Oakland Park

18 4 Cleveland Avenue at Morse Road

40 7 Morse Road at Northtowne Boulevard/Walford Street

41 35 Morse Road at Sunbury Road

44 29 High Street at Fifth Avenue

57 – Cleveland Avenue at 11th Avenue

65 75 McCutcheon Road at Stelzer Road

68 59 Morse Road at Stelzer Road

76 79 Morse Road at Sinclair Road

88 82 Cleveland Avenue at Weber Road

94 – High Street at North Broadway

97 80 Henderson Road at High Street

– 45 Cleveland Avenue at Fifth Avenue

– 77 Morse Road at Tamarack Boulevard

– 95 Seventh Avenue at High Street

Source: Mid-Ohio Regional Planning Commission

The CVE could be used to enable applications targeted toward reducing types of crashes, listed in Table 2,

which are most prominent at intersections in the corridors of interest shown in Figure 4. Through the CVE

system, driver alertness can be improved by providing necessary alerts, especially in crash-imminent

situations.

3 Mid-Ohio Regional Planning Commission – Previous High-Crash Intersections. Available at: http://www.morpc.org/wp-

content/uploads/2017/12/001.Previous_HCL.pdf

4 Mid-Ohio Regional Planning Commission – Top 100 Regional High-Crash Intersections (2017). Available at: http://www.morpc.org/wp-content/uploads/2017/12/001.HCL_2014_2016_Top100.pdf

http://www.morpc.org/wp-content/uploads/2017/12/001.Previous_HCL.pdf

http://www.morpc.org/wp-content/uploads/2017/12/001.Previous_HCL.pdf

http://www.morpc.org/wp-content/uploads/2017/12/001.HCL_2014_2016_Top100.pdf



2.2.1.2. SCHOOL ZONE AWARENESS

To enhance safety around schools, zones are established where the speed limit is reduced during certain

hours of school days. Stakeholders have said that school zone speeding is an issue, especially on corridors

that have higher speed limits during non-school zone hours, such as High Street, Cleveland Avenue, and

Morse Road. In some cases, vehicle operators do not notice the signs, do not pay attention to the signs, or

do not properly interpret the signs. Speeding in school zones diminishes safety, specifically for school

children. Given the identification of this problem, speed data was obtained for Cleveland Avenue in the

school zone for the Linden STEM Academy, and for High Street in the school zone for the Our Lady of

Peace School and assessed. It was found that while speed compliance rates varied along each corridor and

for each direction, the overall speed compliance rate (traveling at or less than 20 mph) was only 18 percent.

Table 4 shows the results of the assessment of speeds during school zone hours.

Table 4: School Zone Speeds

School

Location

Date

Time NB or SB 0-20 mph 20-35 mph 35+ mph N

Linden STEM Academy

Cleveland Avenue, south of Manchester

May 30, 2018

7:30 a.m.-4:30 p.m.

NB 2% 83% 15% 4,478

SB 29% 61% 10% 4,130

Our Lady of Peace School

High Street, north of Dominion

May 30, 2018

7 a.m.-3:30 p.m.

NB 10% 89% 1% 5,711

SB 40% 59% 1% 3,723

Total All 18% 75% 7% 18,042


Note: N = Total number of observations. Rows may not sum to 100 percent due to rounding errors.

The CVE could be used to enable applications targeted toward improving driver awareness of speeding in

school zones along the corridors shown in Figure 10 to improve driver speed compliance.

2.2.1.3. HIGH-PRIORITY VEHICLE DELAY

For the transit and paratransit service to be successful, it must be reliable with each route adhering to a

schedule. However, transit and paratransit vehicles may fall behind schedule for such reasons as traffic and

weather. This results in potential delays to transit service including increased wait times at bus stops and

increased onboard travel time may not meet travelers’ expectations. Similarly, for freight movement along

signalized corridors, increased travel times due to congestion, incidents, and/or adverse weather conditions

can reduce the ability to attract and keep industries that rely on efficient operations. In a similar manner,

traffic at signalized intersections reduces the ability of an emergency vehicle to quickly navigate through an

intersection. When an emergency vehicle approaches an intersection with a red signal, it must slow down to

ensure all conflicting movements yield before proceeding through the intersection. The ability to quickly

arrive at an emergency is critical for police, fire, and emergency medical service providers.



The implementation of FSP, Transit Signal Priority (TSP), and Emergency Vehicle Preemption (EVP)

through the CVE project will enhance the movement of these vehicles through the signalized intersections

along the corridors shown in Figure 10. This will result in the reduction of delays to the transit, freight, and

emergency services. The location for these applications was driven by the presence of the transit, police,

fire, emergency, and freight resources that traverse these areas and intersections, along with the presence

of COTA’s CMAX BRT line.

2.2.1.4. DATA FOR TRAFFIC AND TRANSIT MANAGEMENT

Effectively managing a transportation system requires the collection of system operations data. This data

can be used to implement near- and long-term operations strategies such as adjusting traffic signal timing

and providing travel time data via Data Management System (DMS). The current traffic management

system relies on loop and video detector data to detect the presence and speed of vehicles at fixed

locations and to manually assess conditions through closed-circuit video feeds. The primary drawback to

this traffic management approach is that video feeds are only available in locations where CCTV cameras

are located.

Through the safety systems proposed in the CVE project, the traffic manager will be able to receive low-cost

comprehensive vehicle location and motion data that can be used to generate operational metrics which can

be used by traffic managers to improve system operations. Transit managers will be able to assess the

number of alerts or warnings that may be issued to a transit vehicle operator during the normal course of

operations with the data received through the proposed CVE system. Given that the focus of these

applications is on the data and the utility to specific users, there is not a geographic boundary that defines its

implementation.

The CVE Concept of Operations (ConOps) contains a more detailed description of the proposed solution

that the CVE project seeks to deliver. All systems engineering documents are on the Smart Columbus

website.5

2.2.2. Multimodal Trip Planning Application/Common Payment System

Columbus residents and visitors do not have access to a system to seamlessly plan or pays for a trip

involving multiple transportation options. Some residents are unbanked and cannot access alternative

modes of transportation including car- and bike-sharing systems. As noted in the MMTPA/CPS ConOps, the

following statements summarize service gaps in the current system:

• Disintegrated mobile apps require travelers to download and install multiple apps and register

multiple payment media to plan and pay for multimodal trips

• Lack of a comprehensive platform to plan, book, and pay for multimodal transportation

• City agencies do not control the trip data, and face obstacles when requesting trip data from mobility

providers

• Trips are not being optimized for ride-sharing

• Unbanked users must rely on cash for transportation options

• Lack of incentives for mobility providers to be part of a Mobility as a Service (MaaS) solution





• Lack of incentives for travelers to engage in multimodal trips

Through this project, it is the City’s goal to fill the service gaps in the system mentioned above by allowing

travelers to create multimodal trips and pay once using an account-based system, which is linked to

different payment media and modes of transportation. Options for multimodal trips will include walking, fixed-

route bus service, car-sharing, ride-sharing, bike-sharing, paratransit, and on-demand service such as taxis,

limousines, and Uber and Lyft services.

The MMTPA/CPS ConOps contains a more detailed description of the proposed solution that the project

seeks to deliver. All systems engineering documents are on the Smart Columbus website.6

The geographic scope of the MMTPA/CPS is citywide and beyond, encompassing all COTA’s service area

in shown in Figure 5 and extending into outlying communities that are further serviced by mobility providers.

COTA’s service area includes all of Franklin County and parts of Delaware, Fairfield, Licking, and Union

counties. Outlying communities are characterized by lower-density commercial, retail, and housing

development. The Columbus region is growing in both urban and suburban areas – growth that has

contributed to increased congestion and need for better transportation alternatives to move people between

urban and suburban areas and employment centers. The Mid-Ohio Regional Planning Commission

(MORPC) has projected that by 2040 COTA’s service area will experience a 13 percent increase in

population, 15 percent increase in employment, and 13 percent increase in highway traffic congestion.





Figure 5: Central Ohio Transit Agency Service Area

Source: COTA

2.2.3. Mobility Assistance for People with Cognitive Disabilities

People with cognitive disabilities who wish to independently use public transit services must either qualify for

paratransit services in accordance with the American with Disabilities Act (ADA), or they must be sufficiently

independent that they are able to safely use fixed-route bus service without assistance; second, the cost of

providing paratransit service continues to grow. Like other transit systems across the United States, COTA is

seeking ways to encourage paratransit riders to consider riding fixed-route service which, at an average trip

cost of $6.18, is much less expensive to provide than a paratransit trip, which averages $35.86. While COTA

offers free bus fares to paratransit customers as an incentive to use the fixed-route service, few have made

the switch; paratransit ridership has remained relatively unchanged at approximately 278,000 trips per year

according to COTA.

This project’s goal is to enable people with cognitive disabilities to travel more independently on fixed-route

bus service in a safe and easy-to-use manner, provide cost-efficient mobility options, and a greater degree

of independence to the travelers.



The MAPCD Trade Study contains a more detailed description of the proposed solution that the project

seeks to deliver. All systems engineering documents are on the Smart Columbus website.7

For the MAPCD project, as the deployment map in Figure 3 indicates, the boundaries for the project revolve

around key partners in the effort: OSU and their PIECE program, and the nearby transit routes provided by

COTA and CABS. These are reflected in the map, although participants will be recruited from all areas of the

city.

2.2.4. Smart Mobility Hubs

Linden is a high-opportunity Columbus neighborhood in need of economic improvement. Linden residents

face numerous socio-economic challenges, including low household income, lack of major employers, and

high infant mortality rates. These problems are compounded by the lack of access to transportation options.

Easton is a high-traffic retail destination and job center located in the northeast part of Columbus. While a

major employment center, the jobs are typically low paying and have a high rate of turnover. Research has

demonstrated that a major contributor to the instability in these types of jobs is the lack of reliable

transportation as well as first mile last mile (FMLM) challenges related to safety and mobility.

The current COTA system satisfies some needs of travelers in these areas, such as transit routes between

fixed bus stops and several locations designated for park-and-ride operations but is limited in its capabilities

when it comes to the coordination of multimodal trips and planning of trips that are beyond an acceptable

distance of COTA’s CMAX BRT corridor. Gaps in service provided by the current system include:

• Lack of physical facilities offering accessible trip-planning, multimodal transit options and other

amenities at centralized locations

• Limited FMLM transportation options which make it difficult for transit-dependent residents to access

basic services such as healthcare, grocery stores, and banking

• Trips are not being optimized for ride-sharing

• Unbanked users and users without smartphones are excluded from travel options

• Lack of adequate safety features at transit facilities

The purpose of the SMH project is to deploy transportation facilities that provide travelers with consolidated

transportation amenities such as interactive kiosks, provide access to comprehensive trip-planning tools (via

MMTPA/CPS), and fill in the gaps by the current service listed above. These services are particularly useful

in the completion of FMLM and multimodal trip options.

The SMH ConOps contains a more detailed description of the proposed solution that the project seeks to

deliver. All systems engineering documents are on the Smart Columbus website.8

The locations of COTA stops along the Cleveland Avenue corridor that coincide with its CMAX BRT service

comprised a key factor in selecting the SMH sites. These locations provide Linden-area residents better

access to jobs and services in the Easton and Downtown Columbus commercial districts. Focus groups and

surveys collected user feedback, and the following six initial SMH deployment locations were selected (see

map in Figure 6):

1. St. Stephen’s Community House

7 https://smart.columbus.gov/projects/ 8 https://smart.columbus.gov/projects/





2. Easton Transit Center

3. Columbus State Community College

4. Northern Lights Park and Ride

5. Easton Transit Center

6. Metro Library – Linden Branch

Figure 6: Proposed Smart Mobility Hub Locations


2.2.5. Prenatal Trip Assistance

Infant mortality is defined as the number of children who die before their first birthday. The rate is shared as

the number of deaths per 1,000 live births. Franklin County, Ohio, home of the state’s capital of Columbus,

has one of the highest rates of infant mortality in the United States at 8.2 per 1,000 live births. CelebrateOne

is a division of the Mayor’s Office that works to reduce infant mortality in the City of Columbus. In analyzing

patterns of infant deaths in the county, CelebrateOne found that most of deaths were occurring in eight “hot

spots” throughout the community with all the hot spots being impoverished neighborhoods. More than half of

infant deaths were related to prematurity, with birth defects, and sleep-related deaths being the other most

frequently identified causes.

Receipt of early and adequate prenatal care is essential for preventing the two main causes of infant

mortality, preterm birth (<37 weeks of gestation), and congenital anomalies. Safe and reliable transportation

to prenatal care appointments remains a constant challenge for women living in poverty in our community.



Bus passes are often outside women’s budget and the bus stops are not always conveniently located to

women’s home and/or prenatal care providers. Most women living in poverty in Greater Columbus have

their medical care paid for by a Medicaid Managed Care Organization (MCO). While these plans do provide

transportation to and from medical appointments during pregnancy and during the eight‐week postpartum

period, services may present challenges and as such, some women elect to pursue other transportation

options. Further, while all MCOs serving the local community provide nonemergency medical transportation

(NEMT) in some form, many do not cover other important health‐related trips like trips to the pharmacy, food

bank, or grocery store.

Even though most impoverished women have a mobile phone – many of which are smartphones (albeit with

limited data plans) – the transportation providers (predominantly taxis) currently used by the MCOs are low-

tech with no mobile alerts or two‐way communication with the woman.

The following statements summarize the gaps in the current system:

• Scheduling NEMT trips is only available through a call center with no other options.

• Access to on-demand transportation is limited.

• City agencies do not control the trip data, and face obstacles when requesting trip data from NEMT

mobility providers or MCOs.

• Trips are not being optimized for real-time changes.

• There is a lack of communication between the mobility provider, prenatal traveler, and medical office.

• Uncertainty in time of return trip makes providing service difficult and reduces prenatal traveler’s

acceptance of the system.

• Medical offices do not have insight into whether a prenatal traveler was a “no-show,” or a trip has

been canceled which may trigger the need to reschedule the appointment.

• Information on the driver of the vehicle is not available to the prenatal traveler.

• No available real-time information on driver location and arrival time.

• MCOs need a reliable method to receive complaints from members.

The PTA project will enhance mobility and increase opportunity and customer service for prenatal travelers

who use NEMT provided through Medicaid benefits. PTA will provide sources of high-quality data for the

Ohio Department of Medicaid (ODM), MCOs and others involved in tracking the prenatal care of Columbus

Medicaid recipients. The improvements provided through this project would fill gaps in the current system

listed above for prenatal travelers.

The PTA ConOps contains a more detailed description of the proposed solution that the project seeks to


These eight neighborhoods have a history of high infant mortality and have become the focus of the

CelebrateOne program. To be consistent with the CelebrateOne program and utilize its existing

relationships, the PTA deployment will occur in the following eight neighborhoods (see map in Figure 7):

1. Near South (ZIP codes 43206, 43207)

2. Linden (ZIP code 43211)





3. Near East (ZIP codes 43203, 43205)

4. Hilltop (ZIP code 43204)

5. Franklinton (ZIP codes 43222, 43223)

6. Morse/161 (ZIP codes 43224, 43229)

7. Southeast (ZIP codes 43227, 43232)

8. Northeast (ZIP code 43219)

Figure 7: CelebrateOne Neighborhoods




2.2.6. Event Parking Management

The City must balance parking to ensure residents, visitors, business owners, and workers can park in

harmony. The City’s existing parking regulations aim to create a comprehensive approach to parking

management, supply, and operation. The existing parking infrastructure includes loading zones, single

space meters, garages, surface lots, taxi-only parking, valet, no parking zones, permit parking, and resident-

only parking. While the City has dedicated teams responsible for parking issues, studies, policy, permits,

loading zones, parking meters, and parking enforcement, the City also recognizes that public on-street and

private parking is limited in many commercial, residential, historic, and mixed-use neighborhoods. During

large events, weekday commutes, and on weekends, parking demand usually outweighs the capacity

nearest the event, workplace, or destination location, leading to longer drive times and increased traffic

congestion as drivers attempt to find available parking.

Under the current system, Columbus parking is managed by a conglomeration of public and private entities.

Online sites provide private parking and payment options although each site only presents a partial offering

of the City’s available parking. Travelers are responsible for researching all possible known or unknown

parking websites and other resources to gain a complete view of the full range of parking options, which can

lead to confusion and frustration. These conditions lead to more traffic delays due to the extended search for

parking (driver frustration), an increase in fuel consumption, and negative impacts on air quality.

Specifically, in the Short North, the High Street corridor blossomed faster than parking capacity and

transportation options could keep up. Negative experiences can lead to a perception of parking not being

available in this area, which could reduce local tourism and business. The Columbus Short North Parking

Study identified the need for more information on parking availability. This is also reaffirmed in visitor

satisfaction surveys conducted by Experience Columbus.

The proposed EPM system will allow users to identify currently projected parking availability near their target

destination and aid in effectively reducing the additional driving required in finding suitable parking. Benefits

of an EPM system include reduced emissions, increased knowledge of available parking in the City, and

reduced congestion around events.

The EPM ConOps contains a more detailed description of the proposed solution that the project seeks to


The geographic scope of the EPM project focuses on the Downtown and Short North for parking garage,

surface lot, parking meter, and loading zone information. The parking meter and loading zone information

will be expanded citywide but the focus of this ConOps will be the Downtown and Short North areas. The

Downtown boundaries are consistent with the central business district which is bounded by SR-315 on the

west, I-70 on the south, I-71 on the east, and I-670 on the north. In addition, the Short North area includes

the High Street corridor from I-670 on the south, approximately Dennison Avenue on the west, Third Street

on the east, and Fifth Avenue on the north.

Figure 8 presents the geographic boundaries for the EPM project.





Figure 8: Downtown Columbus and the Short North

Source: city of Columbus

2.2.7. Connected Electric Autonomous Vehicles

In addition to examining and documenting societal challenges to AV adoption, the CEAV project more

importantly seeks to provide a positive impact within the community. Due to the City’s engagement with the

Linden neighborhood through other projects, the lack of FMLM solutions, particularly those that connected

transit to other community resources was documented. The City and its local communities sought better

(more convenient and reliable) connection between the community and services through first-mile/last-

mile/only-mile connections through transit. In addition, with COTA as a key partner, project partners sought

to grow COTA ridership by encouraging a modal shift to public transit by increasing the attractiveness and

availability of end to end transit options.

The Linden CEAV route was selected to best solve these challenges. This route has been developed with

stakeholder groups and created with the following localized goals:



• Connecting the community to jobs and services including:

Community centers

Opportunity centers

Food sources

Support services

SMHs

• Improving safety and mobility of travelers by mitigating first-mile/last-mile/only-mile challenges

• Encouraging transit use by expanding locations served and implementing efficient schedules and

integrated solutions

The CEAV Operational Concept contains a more detailed description of the proposed solution that the

project seeks to deliver. All systems engineering documents are on the Smart Columbus website.11

The route that will be deployed in Linden travels between St. Stephen’s Community Center and the Linden

Transit Center, both of which are designated as SMHs within the Smart Columbus project portfolio. These

hubs will provide access to mobility options at chosen areas of community focus, such as transit stops,

libraries, and community centers to improve mobility for the surrounding area. The goal of this route is to

connect the community center with the COTA’s CMAX BRT line and neighboring community.

The segment in blue is an alternate route that provides closer service to Cleveland Avenue, a road with high

frequency COTA service. The purpose of this alternate is to provide passengers traveling to and from St.

Stephen’s somewhere north of the map area on a COTA route with a better connection. However, traffic

operations near Cleveland Avenue may introduce additional complexity to the route. Whether this alternative

is pursued (in one or both directions of the route) will depend on collaborative discussions between the

vehicle vendor and the Smart Columbus team.

Figure 9 presents a high-level view of the route that will be deployed in Linden.





Figure 9: Connected Electric Autonmous Vehicle Route from Linden Transit Center

to St. Stephen’s Community Center



Smart Columbus Infrastructure

3.1. INFRASTRUCTURE ELEMENTS INSTALLED

Three Smart Columbus projects will involve installing infrastructure as part of the deployment: CVE, SMH,

and CEAV. This section describes the type of infrastructure that will be installed, provides an overview of

where the items will be installed, and summarizes the parties responsible for their installation.

3.1.1. Connected Vehicle Environment

The deployment of the CVE requires a combination of roadside and in-vehicle devices, along with software

applications which process and analyze messages to develop the alerts and warnings that are provided to

the drivers. The field devices that will be installed are summarized below.

• Roadside

Dedicated Short Range Communication (DSRC) unit: Both radio and processing unit may

comprise the unit, which, when located roadside are called RSUs. The processor can be a

separate device in cabinet or the processor in the DSRC radio.

Cables: Cables such as the ethernet cables that may be required to connect an RSU to the

existing traffic signal cabinet.

Power supply

Mounting hardware: It is likely that separate mounting hardware may be required depending on

how the RSU is installed at each intersection (i.e., whether it is on a mast arm or span wire).

Electrical connector: Mounted RSU power supply is Power-over-Ethernet (PoE) injector.

Specific details will be coordinated with those parties responsible for installation (see Chapter 4).

• Vehicle

DSRC radio: When located in vehicles, these radios are called onboard units (OBUs). As with the

RSU, the processing unit may be a separate device or within the radio itself depending on the

specific unit.

Antenna(s): Multiple antennas and types of antennas (i.e., DSRC and Global Positioning System,

GPS) may be required depending on the type of vehicle on which the OBU will be installed.

Human-Machine Interface (HMI): HMI will only be installed in private light-duty vehicles (LDVs)

and emergency vehicles for the CVE demonstration.

Mounting hardware: OBUs will be installed on several types of vehicles including LDVs and

heavy-duty vehicles (HDVs). These include private vehicles, COTA transit buses, and fleet

vehicles from the City police, fire, and emergency entities. Specific installation requirements for

these individual vehicle types will be determined after OBU delivery; however, the mounting

hardware may not differ by vehicle type.

An important aspect of the CVE deployment is the software (the CV applications) that will reside on both the

RSU and OBU. To address the issues identified in Chapter 1, these applications use the messages

exchanged via DSRC to provide alerts and warnings to the drivers. On the vehicle side, the vehicle type is a

Chapter 3. Smart Columbus Infrastructure


variable that also will be taken under consideration as the City plans for installation. The vehicle type will

dictate the number and placement of antennas and need for an HMI (and if needed, the type of HMI that will

be installed).

For reference, and to the extent that the applications and vehicle type influence the configuration of the

roadside and vehicle equipment, Table 5 contains a matrix of the CV applications and vehicle types planned

for deployment in Columbus. Applications that reside on the RSU are highlighted in gray, while the non-

highlighted cells are V2V applications or application design for back office use.

Table 5. Connected Vehicle Applications and Vehicle Classes for Smart Columbus

Connected Vehicle Environment

Class Application Name

Vehicle OBU Class

LD

Vs

Em

er.

Vehic

le

HD

Vs

Tra

nsit

Vehic

le*

V2V Safety Emergency Electronic Brake Light Warning ✓ - - ✓

Forward Collision Warning ✓ - - ✓

Intersection Movement Assist ✓ - - ✓

Lane Change Warning/Blind Spot Warning ✓ - - ✓

V2I Mobility Transit Signal Priority* - - - ✓

Freight Signal Priority* - - ✓ -

Emergency Vehicle Preemption* - ✓ -

Vehicle Data for Traffic Operations ✓ ✓ ✓ ✓

Transit Vehicle Interaction Event Recording - - - ✓

V2I Safety Red Light Violation Warning (RLVW) ✓ - - ✓

Reduced Speed School Zone Warning (RSSZW) ✓ - - ✓


Note 1: *Part of the Multimodal Intelligent Traffic Signal System (MMITSS) signal priority bundle. MMITSS (or similar) require

applications deployed on both the RSU and OBU.

Note 2: Applications that reside on the RSU are highlighted in gray, while the non-highlighted cells are V2V applications or application

design for back office use.



3.1.1.1. CONNECTED VEHICLE ENVIRONMENT INFRASTRUCTURE FOR INSTALLATION

3.1.1.1.1 Roadside Equipment

The City will procure 100 DSRC RSUs to be deployed at the traffic signal equipped intersection locations

identified in Chapter 2. Presently, 95 are expected for deployment and five (5) for spares. As the City

finalizes the contract with the roadside equipment integrator, quantities and installation details will be fleshed

out in greater detail. Per the scope of the request issued by the City, the integrator shall supply all necessary

radios, cables, power supplies, mounting hardware, electrical connectors, and any other equipment

necessary to achieve the full functionality/connectivity expected from the RSU. As these details become

final, this site map and installation schedule document will be updated and finalized to reflect this

information. This is scheduled for September 2019.

The foundation for the CVE is the Columbus Traffic Signal System (CTSS), which is a high-speed network

backbone. When complete, the CTSS will interconnect the region’s 1,250 traffic signals and provide uniform

signal coordination capability throughout the system. CTSS Phase E, which will connect all CVE corridors

(detailed later in this CVE ConOps) except for Alum Creek Drive, is expected to be complete in December

2018. An expansion of the CTSS to connect Alum Creek Drive will be included in the next phase of the

CTSS and is expected to be complete in 2020 before the go-live for CVE.

3.1.1.2. CONNECTED VEHICLE ENVIRONMENT INSTALLATION LOCATIONS

3.1.1.2.1 Roadside Units

All signalized intersections along the CVE network will be equipped with RSUs. The table also lists the

intersection identifier used by the City of Columbus, which will be referenced in the installation plans used by

the RSU integrator and by the City for tracking and maintaining the RSU and associated equipment.

The CVE network will also be comprised of dedicated fiber pairs, connected to dedicated local (in-cabinet)

Layer 2 switches and signal controllers, which are interconnected, in aggregate, to dedicated Layer 3

switches (located in separate communications cabinets), and ultimately terminating at the City of Columbus

Traffic Management Center (TMC). The electrical contractor responsible for installation of the RSU will have

all the proposed CVE infrastructure components and installation location information from the detailed CVE

plan sheets that will be provided as part of the procurement and contract documents. This approach

parallels but will be physically isolated from the existing CTSS and Columbus MetroNet (City’s ‘business’

network) networks.

Table 6 lists all signalized intersections along the CVE network that will be equipped with RSUs.

Table 6: Connected Vehicle Application by Intersection

Intersection ID Primary Road Cross-Street CV Application

4017 High Street Fifth Avenue RLVW

EVP

4018 High Street King Avenue/Seventh Avenue RLVW

EVP

4103 High Street Ninth Avenue RLVW

EVP




4019 High Street 10th Avenue RLVW

EVP


EVP

4020 High Street Chittenden Avenue RLVW

EVP


EVP


EVP


EVP


EVP


EVP

4025 High Street Woodruff Avenue RLVW

EVP

4026 High Street Lane Avenue RLVW

EVP

4027 High Street Northwood Avenue RLVW

EVP

4028 High Street Patterson Avenue RLVW

EVP

4029 High Street Hudson Street RLVW

EVP

4007 High Street Dodridge Street RLVW

EVP

4006 High Street Arcadia Avenue RLVW

EVP

4009 High Street Olentangy Street RLVW

EVP

4032 High Street Kelso Road RLVW

EVP

4033 High Street Weber Road RLVW

EVP




4034 High Street Pacemont Road RLVW

EVP

4035 High Street Como Avenue

RLVW

RSSZW

EVP

4036 High Street North Broadway

RLVW

RSSZW

EVP

4037 High Street Oakland Park RLVW

EVP

4038 High Street Torrence Road RLVW

EVP

4040 High Street Acton Road RLVW

EVP

4042 High Street Cooke Road RLVW

EVP

4043 High Street Henderson Road RLVW

EVP

4044 High Street Dominion Boulevard

RLVW

RSSZW

EVP

4045 High Street Weisheimer Road

RLVW

RSSZW

EVP

4047 High Street Morse Road RLVW

EVP

N005 Morse Road Indianola Avenue RLVW

EVP

N007 Morse Road Sinclair Road/I-71 SB RLVW

EVP

N008 Morse Road I-71 NB RLVW

EVP

N046 Morse Road Evanswood Drive RLVW

EVP

N009 Morse Road Sandy Lane Road RLVW

EVP




N010 Morse Road Maize Road RLVW

EVP

N011 Morse Road McFadden Road RLVW

EVP

N012 Morse Road Karl Road RLVW

EVP

N013 Morse Road Northland Ridge Boulevard RLVW

EVP

N014 Morse Road Tamarack Boulevard RLVW

EVP

N015 Morse Road Heaton Road RLVW

EVP

N016 Morse Road Walford Street/Northtowne Boulevard RLVW

EVP

N017 Morse Road Malin Street RLVW

EVP

N040 Morse Road Cleveland Avenue RLVW

EVP

3290 Morse Road Chesford Road RLVW

EVP

3291 Morse Road Westerville Road RLVW

EVP

3209 Morse Road Sunbury Road RLVW

EVP

3237 Morse Road Morse Crossing RLVW

EVP

3231 Morse Road Easton Loop RLVW

EVP

3228 Morse Road Stelzer Road RLVW

EVP

3161 Morse Road I-270 SB

RLVW

EVP

FSP

3162 Morse Road I-270 NB

RLVW

EVP

FSP




3163 Morse Road Appian Way

RLVW

EVP

FSP

3093 Morse Road L Brands Driveway

RLVW

EVP

FSP

3092 Morse Road Stygler Road

RLVW

EVP

FSP

3010 Cleveland Avenue Second Avenue

RLVW

EVP

TSP

3012 Cleveland Avenue Fifth Avenue

RLVW

EVP

TSP

3013 Cleveland Avenue 11th Avenue

RLVW

EVP

TSP

3014 Cleveland Avenue Windsor Avenue

RLVW

EVP

TSP


RLVW

EVP

TSP


RLVW

EVP

TSP


RLVW

EVP

TSP

3019 Cleveland Avenue Duxberry Avenue

RLVW

EVP

TSP

3020 Cleveland Avenue Hudson Street

RLVW

EVP

TSP




3021 Cleveland Avenue Myrtle Avenue

RLVW

EVP

TSP

3022 Cleveland Avenue Genessee Avenue

RLVW

EVP

TSP

3023 Cleveland Avenue Aberdeen Avenue

RLVW

RSSZW

EVP

TSP

3024 Cleveland Avenue Westerville Road

RLVW

RSSZW

EVP

TSP

3154 Cleveland Avenue Oakland Park Avenue

RLVW

EVP

TSP

SIG4060 Cleveland Avenue Huy Road

RLVW

EVP

TSP

SIG4065 Cleveland Avenue Innis Road

RLVW

EVP

TSP

SIG4930 Cleveland Avenue Northern Lights

RLVW

EVP

TSP

SIG4070 Cleveland Avenue Elmore Avenue

RLVW

EVP

TSP

SIG4055 Cleveland Avenue Cooke Road

RLVW

EVP

TSP

3159 Cleveland Avenue Ferris Road

RLVW

EVP

TSP

TBA* Alum Creek Drive London Groveport Road RLVW

FSP




TBA* Alum Creek Drive Groveport Road

RLVW

FSP

TBA* Alum Creek Drive Toy Road

RLVW

FSP

TBA* Alum Creek Drive Rohr Road

RLVW

FSP

TBA* Alum Creek Drive Spiegel Drive

RLVW

FSP

TBA* Alum Creek Drive I-270 EB

RLVW

FSP

TBA* Alum Creek Drive I-270 WB

RLVW

FSP

TBA* SR-317 Port Road

RLVW

FSP


Note: *Intersection IDs to be assigned

3.1.1.2.2 Vehicle Installations

Table 7 lists expected vehicle types, source (partner) and quantities. A summary of the characteristics for

each configuration are also listed. These various combinations are important as they dictate the applications

deployed, HMI type (if any), data logging and data transfer requirements, and any special provisions for

installation coordination. The quantities shown represent the Smart Columbus goal. The minimum number

of installations is 1,500 and the maximum is 1,800; the difference is limited mostly to quantities of private

vehicles.

Table 7: Vehicle Class and Quantity per Partner

Vehicle Type Partner/Source Quantity Characteristics

LDV Private Vehicle 1,019 All V2X Safety Apps, HMI, no data logging, integrator-led installation

Public Service city Fleet Vehicle

198 All V2X Safety Apps, HMI, no data logging, coordination of installation with City fleets

COTA Supervisor Vehicle 25 All V2X Safety Apps, HMI, no data logging, coordination with COTA maintenance

Emergency Vehicle

Public Safety Fire Truck/Emergency Medical Services (EMS)

30 EVP Only, Minimal HMI (EVP granted), no data logging, integration with siren, coordination of installation with City fleet

Public Safety Police Cruiser 80 EVP only, Minimal HMI (EVP granted), no data logging, integration with siren, coordination of installation with City fleet



Vehicle Type Partner/Source Quantity Characteristics

HDV Private Freight Vehicle 10 Basic Safety Message (BSM) and FSP only, no HMI, no data logging, coordination with fleet owner

County Engineer 2 BSM only, no HMI, no data logging, coordination with fleet owner

Transit Vehicle

AV Shuttle (CEAV) 6 All V2X Safety Apps, no HMI, data logging and offloading, coordination with AV operator

COTA Transit Bus*

(fixed-route)

350 All V2X Safety Apps, TSP, no HMI, data logging and offloading, coordination with COTA maintenance

COTA Paratransit Bus 80 All V2X Safety Apps, no HMI, data logging and offloading, coordination with COTA maintenance

Total ~1,800


*Only the buses designated for the C-MAX BRT service shall have active TSP. All others should be TSP capable but are

not expected to be activated at the start of the deployment period.

3.1.1.2.3 Connected Vehicle Environment Installation Map

The applications that will reside on the individual RSUs will vary depending on the issue identified for the

specific location. Figure 10 presents a complete overview of the CVE with respect to the individual

intersections, the applications that will be available at each intersection, and the presence of contributing

elements (such as schools, police and fire stations, and freight corridors) that led to the selection of the

intersection/application combination proposed.



Figure 10: Connected Vehicle Environment Applications by Intersection




3.1.1.2.4 Onboard Vehicle Installation

Appendix B contains the vehicle types and quantities by organization (city, COTA, and Franklin County).

The quantity of personal vehicles is dependent on the outcome of recruiting efforts.

Depending on the vehicle type, there are specific installation requirements that should be considered; for the

known vehicle types, the requirements identified to date are in the bullets below. Note that for private

vehicles, this will vary widely depending on the type of vehicles owned by the citizens recruited for

participation.

• COTA: Through hole antenna mounting may be permitted on the coach if the antenna does not

interfere with other existing antenna and preferably, replaces an existing, unused antenna left of the

vehicle for purposes of preventing water incursion. LDVs will not allow for through-hole antenna

placement.

• City DPS (police, fire): No through hole mounting of the antenna will be allowed. Vehicles without an

accessible secure trunk shall have the OBU mounted under the dash on the sidewall. Form factor

and location of the HMI, placement of antenna and OBU, and approach to obtaining vehicle power

must be approved for each vehicle type prior to installation.

• Franklin County Engineer’s Office: No through hole mounting of the antenna will be allowed.

Vehicles without an accessible secure trunk shall have the OBU mounted under the dash on the

sidewall. Form factor and location of the HMI, placement of antenna and OBU, and approach to

obtaining vehicle power must be approved for each vehicle type prior to installation.

• Private Freight Operator: No through hole mounting of the antenna will be allowed. Location of

antenna and OBU, and approach to obtaining vehicle power must be approved for each tractor type

before installation.

• Private AV Operator (CEAV project): No through hole mounting of the antenna will be allowed.

3.1.1.3. CONNECTED VEHICLE ENVIRONMENT INFRASTRUCTURE INSTALLATION

ENTITIES AND RESPONSIBILITIES

Installation of all CVE infrastructure elements will require the participation of several entities working

together to develop the plans, quantities, and configuration for the equipment to be installed at each

intersection and vehicle type. Figure 11 identifies all parties involved.



Figure 11: Organizations Responsible for Connected Vehicle Environment

Infrastructure Installation


The CVE Project Manager (PM) will serve as a conduit between the interested and vested parties within the

Smart Columbus program, to include the equipment and integration vendors, the Smart Columbus program

office, the Smart Columbus Operating System team, the Smart Columbus Communications team, other city

departments and divisions (i.e. Traffic Management, Operations, Public Safety, and Fleet), Smart Columbus

partners (i.e. COTA, Franklin County, DriveOhio/Ohio Department of Transportation), and other Smart

Columbus projects. Each of these entities offer either inputs into the CVE, desire data from the CVE, or

some combination of both.

Table 8 summarizes all entities and their roles and responsibilities with respect to the installation of the

hardware elements.



Table 8: Connected Vehicle Environment Installation Entities and Responsibilities

Organization Responsibilities

Smart Columbus Project Management Office

CVE Project Team

Operating System Project Team

Communications PM

The CVE PM: Overarching project manager and technical lead responsible for coordinating all parties and ensuring that each meet their obligations according to their respective scopes, schedules, and budgets.

Communications PM: Identify, recruit, and manage private-sector participants.

CVE Project Team: Oversee coordination of OBU integrator and fleet owners. Coordination with Drive Ohio/Ohio Department of Transportation for implementation of security credentials. Review all items that are delivered as part of the scope before acceptance.

Operating System: Data testing and integration. Provides remote access to the CVE Network and Operating System (as necessary) to the RSU Infrastructure Integrator (vendor). The backend interface to allow for uploading of this data to the Operating System will be the responsibility of the Operating System team, the design of which will be dependent on the approach implemented and will be completed during recurring sprint planning sessions. CV event data from the shuttle shall be uploaded to the Operating System weekly, at a minimum.

Coordinate and track installation of all equipment: Work with City fleets to schedule install for police, fire, and emergency vehicles, tracking quantity of OBU installations by vehicle type, quantity and RSU by configuration type.

Coordinate with the hardware integrators to provide a test and integration lab that will allow the roadside and in-vehicle integrators and City traffic engineering staff to work together for overall system integration and testing activities to occur. Bench space, power, internet, GNSS services, and access to both the CV network and the traffic signal network will be made available for two staff members.

City of Columbus Department of Technology

No installation responsibilities

Systems Integrator The City will procure services of separate systems integrators responsible to purchase, configure, install, test, operate, and maintain roadside infrastructure elements and in-vehicle components.

Note: Later cells in this table describe the roadside and in-vehicle integrators.

City of Columbus Fleets (Police, Fire, Emergency)

Provide supervised access for purpose of installation of the OBU hardware in City-owned fleet vehicles. Installation is expected to occur during normal business hours between 9 a.m. and 5 p.m., Monday through Friday.

A maximum of eight vehicles will be made available for a given day, however this number is subject to change based on availability.




Central Ohio Transit Authority (COTA)

Provides unsupervised access to the qualified installer at COTA’s two garage facilities located at McKinley Avenue (fixed-route fleet) and Fields Avenue (paratransit/other) during overnight hours between 8 p.m. and 4 a.m., 7 days a week. A maximum of eight vehicles will be made available for a given shift. Available vehicles will be parked in a designated area each night.

COTA staff will work with the installer to integrate the OBU with the bus on-vehicle network that enables transferring the logged CV data via Wi-Fi upon the vehicle’s return to the garage.

COTA will provide the server hardware.

Franklin County Engineer’s Office

Provide supervised access for purpose of installation of the OBU hardware in two county-owned fleet vehicles. Installation will be expected to occur at the county’s maintenance facility located at Dublin Road.

Conduct precision survey and mapping work to support the data gathering requirements for this effort and will be provided to the RSU Infrastructure Integrator (vendor) to convert this point data into the corresponding MAP message.

Private Freight Operator Provide supervised access to the vehicles at their facility located in the Rickenbacker region.

Private AV Operator Provide supervised access to the OBU installer during nonoperational periods of the AV (likely overnight).

Coordinate with data offload (if required).




RSU Infrastructure Integrator (vendor)

Prepare and submit a detailed work plan and schedule that meets the Smart Columbus schedule.

Participate in weekly status meeting with the CVE Management Team.

Initiate procurement of the hardware and software components necessary to meet the infrastructure requirements for CVE in accordance with the approved schedule and work plan.

Prepare and submit installation plans for each of the four major RSU configurations:

o General

o School zone-enabled

o TSP-enabled

o FSP-enabled

Provide a central management system that allows for health and status monitoring, software updates, and other operational features.

Responsible to support the necessary test activities, as developed by a separate third party to Smart Columbus, and to demonstrate that the infrastructure components meet all mandatory requirements.

Required to provide necessary training and guidance to the electrical contractor to support the installation of RSUs and any other necessary roadside equipment.

Responsible for managing the inventory of RSUs including their storage before installation and maintain records for device installation and configuration.

Provide on-site training to City staff and prepare and submit final Standard Operating Procedures along with a user training guide no later than December 2020.




In-Vehicle Systems Integrator (vendor)

Provide necessary staff, facilities, tools, equipment, and training necessary to procure, prepare, install, and maintain the OBUs for the estimated 1,000 private, and 800 public fleet participants, for the duration of the operational period, which goes live in July 2020 and ends on March 31, 2021. All installation materials should be provided in advance of the scheduled installations.

Provide product sheets for the major components of the system proposed to be installed. This includes the OBU, HMI(s), antenna(s) and other components of the installed system visible to the participant.

Manage the inventory of OBUs including their storage before installation and maintains records of device installation and configuration.

Provide a mobile-accessible, online portal through which participants can schedule installation.

Contracts and oversees with installer(s) and coordinate as needed with project team and fleet owners for police, fire, emergency, AV operator, and freight operator) for installations taking place at their facilities.

Provides all materials and tools to complete the installation.

Develop the back-office software platform that will parse the logs from the COTA vehicles and make them available for review via a simple dashboard.

Coordinate the off-loading of the data logged on the AV OBU and transferring the data to the Operating System team.

Coordinate with the Ohio Department of Transportation (ODOT) security credential provider (ISS) to have any equipment provisioned with the correct security certificates prior to shipment or as it aligns with the project goals.

Electrical Contractor Responsible for the construction of the physical network infrastructure associated with the CVE.

Installation of RSUs, power-over-Ethernet modules, GPS antennas, etc., that the RSU Infrastructure Integrator vendor provides.

Source: city of Columbus

3.1.2. Smart Mobility Hubs

This section provides a description of the type of infrastructure that will be installed at each hub location, an

overview of where the items will be installed, and summarizes the parties responsible for their installation.

3.1.2.1. INFRASTRUCTURE INSTALLATION

The SMH project is primarily an infrastructure-oriented one. An IK will be installed at each location and is

intended to be the anchor of the hub. Although the IK will contain other Smart Columbus applications

(specifically, MMTPA/CPS), configuration of these applications is outside the scope of the SMH project. In

addition to the IK, other installed infrastructure at each location depends on the available site amenities.

Table 9 presents a summary of amenities by SMH location that was developed via the stakeholder

engagement process that the ConOps plan describes.



Table 9: Smart Mobility Hub Amenities by Location

Location

Amenities

IK

Wi-F

i

Park

and R

ide

Pic

kup/D

rop-O

ff Z

ones

Car-

Share

Bik

e-S

hare

Bik

e R

acks

Dockle

ss P

ark

ing

Real-T

ime D

ispla

y

Com

pre

hensiv

e T

rip-P

lannin

g

EC

B

US

B C

harg

ing

Ele

ctr

ic V

ehic

le C

harg

ing

AV

Shuttle

Columbus State Community College

P P - - P E E P E P P P - -

Linden Transit Center P E - P - P - P E P P P - P

Metro Library – Linden Branch

P P - P P P E P E P P - - -

Northern Lights Park and Ride

P P E P P - E P E P P P P -

St. Stephen’s Community House

P P - P P P E P - P P P - P

Easton Transit Center P E E P - P E - E P P P - -


Note: P = Proposed, E = Existing

3.1.2.2. OVERVIEW OF INFRASTRUCTURE BY LOCATION

The focus of the installation at each of the SMH locations is the IK. While each location will vary in terms of

amenities provided, typical improvements include installing IK, universal serial bus (USB) charging, signage,

pavement markings (both added and removed) to indicate new drop zones for shared rides, dockless bike-

and scooter-parking zones, and CEAV stop locations.



3.1.2.2.1 Columbus State Community College

The Columbus State Community College (see Figure 12) consists largely of local commuter students and is

a major employment center. COTA serves this site, which is also CMAX BRT station. A considerable number

of transit-users utilize this site, which offers public Wi-Fi and real-time transit information displays. An IK will

be installed at this site at which users can access features like the MMTPA/CPS application, an emergency

call button (ECB), and USB charging. The site will also offer a dockless parking zone and car-share

amenities at the southwest corner of Cleveland and Mt. Vernon avenues.

Figure 12: Smart Mobility Hub at Columbus State Community College


Note: Improvements shown are not to scale and only used for location representation.



3.1.2.2.2 Linden Transit Center

The Linden Transit Center is a COTA location (see Figure 13) within a revitalized area that includes direct

access to healthcare and daycare centers. The facility offers public Wi-Fi, real-time transit information

displays, and it will feature an IK at which users can access the MMTPA/CPS application, an ECB, and USB

charging. Bike-sharing docks, dockless parking zone, and reserved space for pickup/drop off will also be

available at this location, which will also be a stop for the automated shuttle as part of the CEAV project (see

Section 3.1.3 for further details).

Figure 13: Smart Mobility Hub at Linden Transit Center





3.1.2.2.3 Metro Library -- Linden Branch

An IK will be deployed at the Columbus Metro Library – Linden Branch, located on Cleveland Avenue

between Kenmore Road and Kohr Place (see Figure 14). The IK will provide users with the MMTPA/CPS

application and an ECB. This location will also provide bike-sharing docks and reserved car- and ride-share

services, which will help bridge the gap for pedestrians between the adjacent Linden Transit Center and

Northern Lights Park and Ride facilities.

Figure 14: Smart Mobility Hub at Columbus Metro Library – Linden Branch





3.1.2.2.4 Northern Lights Park and Ride

The Northern Lights Park and Ride is a new COTA-operated park-and-ride facility located at the Northern

Lights shopping center (see Figure 15). This site has infrastructure to support future Electric Vehicle (EV)

charging stations. This location will include an IK at which users can access the MMTPA/CPS application,

an ECB, and USB charging. The Northern Lights Park and Ride will also provide space for dockless device

parking, car- and ride-sharing, and bike-share docks.

Figure 15: Smart Mobility Hub at Northern Lights Park and Ride





3.1.2.2.5 St. Stephen’s Community House

St. Stephen’s Community House is located near the intersection of 17th and Joyce avenues (see Figure

16). The lobby at the St. Stephen’s Community House will house an IK, which will provide users access to

the MMTPA/CPS application, an ECB, and USB charging. This project will provide zones for dockless

parking, bike-sharing and pickup/drop off, and car-sharing amenities at the center, which will also be a stop

for the automated shuttle as part of the CEAV project (see Section 3.1.3 for further details).

Figure 16: Smart Mobility Hub at St. Stephen’s Community House





3.1.2.2.6 Easton Transit Center

The Easton Transit Center is located near the intersection of Stelzer Road and Transit Drive (see Figure 17)

and serves transit and FMLM needs of travelers accessing the Easton Center district. Operated by COTA, it

is currently equipped to provide many of the SMH-defined services. An IK will be installed at the transit

center at which users can access the MMTPA/CPS application, an ECB, and USB charging. A bike-share

dock zone and ride-sharing amenities will also be available at the transit center.

Figure 17: Smart Mobility Hub at Easton Transit Center





3.1.2.3. INFRASTRUCTURE INSTALLATION ENTITIES AND RESPONSIBILITIES

Installation of all SMH infrastructure elements will require the participation of several entities working

together to develop the plans, quantities and configuration for the equipment to be installed at each of the

locations. Table 10 summarizes their roles and responsibilities with respect to the installation of the

hardware elements.

Table 10: Smart Mobility Hubs Infrastructure Installation Entities and Responsibilities



SMH Project Team


Communications PM

SMH Project Team: Coordinate installation and testing activities. Also responsible for site surveys and developing installation plans and procuring installation contractor. Assist property owners in coordinating agreements with mobility providers.

Communications PM: Identify, recruit, and manage private-sector participants.

Operating System: Testing and integration of data.

St. Stephen’s Community House

Enter into agreements with mobility providers and IK vendor to access site.

Enter into agreement with city for installation of amenities.

COTA Enter into agreements with mobility providers to access COTA-operated sites.

Enter into agreements with IK vendor to access Easton Transit Center.

Enter into agreement with city for installation of amenities.

Columbus Metro Library – Linden Branch

Enter into agreements with mobility providers to access to the site

Enter into agreement with city for installation of amenities

IK Vendor Responsible for IK installation and connecting to the network.

Operate and maintain the IKs.

Enter into agreements with St. Stephen’s and COTA for access to private properties.

Installation Contractor Sign installation.

Install thermoplastic pavement markings for designated parking stalls and dockless zones.

Install concrete for bike-share docks.

Coordinate the placement of bike-share docking stations with the Columbus Department of Recreation and Parks.




3.1.3. Connected Electric Autonomous Vehicles

This section provides a detailed overview of the Linden CEAV route, specifically focused on the

infrastructure that will be installed/required at each stop location, an overview of where the items will be

installed and the flow and direction of the CEAV route into and out of each stop location and summarizes the

parties responsible for their installation.

3.1.3.1. ROUTE DETAILS

The route chosen travels between St. Stephen’s Community House and COTA’s Linden Transit Center, both

of which are designated as SMHs in an out-and-back-style operation. The goal of this route is to connect the

center users with the CMAX BRT line and neighboring community. This route connects the centers via the

following four stops (see Figure 18, and note distinct colors to differentiate travel directions):

• Stop 1: Linden Transit Center (COTA)

• Stop 2: Rosewind Resident Council

• Stop 3: Douglas Community Recreation Center

• Stop 4: St. Stephen’s Community House



Figure 18: Connected Electric Autonomous Vehicles Stop Route Overview




3.1.3.2. STOP LOCATIONS

3.1.3.2.1 Linden Transit Center (Central Ohio Transit Agency)

COTA’s Linden Transit Center is located at Cleveland Avenue and 11th Avenue (see Figure 19). COTA’s

CMAX BRT is available on Cleveland Avenue and CEAV service from the Linden Transit Center will connect

travelers to the nearby neighborhood community and its resources. The transit center is also a designated

SMH location, at which travelers will have access to other transportation modes and an IK containing USB

charging, embedded touchscreen displays with access to MMTPA/CPS, and an ECB. The transit center will

also provide travelers with bike-sharing and dockless device parking.

Figure 19: Linden Transit Center Connected Electric Autonomous Vehicles Stop




3.1.3.2.2 Rosewind Resident Council

The CEAV stop at Rosewind Resident Council (see Figure 20) will connect travelers from a nearby

residential community to the COTA’s CMAX BRT line on Cleveland Avenue. It will provide access to multiple

mobility options at St. Stephen’s Community House or Linden Transit Center SMH locations.

Figure 20: Rosewind Resident Council Connected Electric Autonomous Vehicles Stop




3.1.3.2.3 Douglas Community Recreation Center

The stop location is at the Douglas Community Recreation Center (see Figure 21). Travelers from the

nearby residential and community resources will be connected to recreational facilities and to the COTA’s

CMAX BRT line on Cleveland Avenue. This CEAV stop will also provide travelers access to multiple mobility

options at the nearby St. Stephen’s Community House or Linden Transit Center SMH locations.

Figure 21: Douglas Community Recreation Center Connected Electric Autonomous Vehicles

Stop




3.1.3.2.4 St. Stephen’s Community House

St. Stephen’s Community House is located at 17th Avenue near Joyce Avenue. The CEAV route service

from the community house to Linden Transit Center will provide travelers access to COTA’s CMAX BRT line

on Cleveland Avenue as well as to the nearby residential communities and recreation center. St. Stephen’s

Community House is also a designated SMH location where travelers will be able to access other modes of

transportation and an IK with embedded touchscreen that provides users access to the MMTPA/CPS

application, an ECB, and USB charging. Travelers will also be able to utilize resources such as car- and

bike-sharing services and dockless device parking.

St. Stephen’s Community House site will also serve as the charging, storage, and maintenance facility for all

the CEAV vehicles when they are not in service. The exact location will be worked out with the vendor as

part of their route-planning process.

Figure 22: St. Stephen’s Community House Connected Electric Autonomous Vehicles Stop




3.1.3.3. VEHICLES

The proposed route will be served by two CEAV shuttles in service at any time. This AV shuttle service

intends to serve at a frequency that will be deemed necessary to address first-mile/last-mile/only-mile

challenges which will be decided based on the ridership data available during the demonstration period.

Presently, 12-minute headways are proposed. Stop departure times shall be scheduled to complement

nearby COTA services.

The AV vendor will also supply onboard operators for the vehicles. These individuals, who will be properly

trained, will always be on board when a vehicle is operating. The number of operators trained to operate the

AV shuttles will be determined by shift time per operator.

3.1.3.4. INFRASTRUCTURE INSTALLATION ENTITIES AND RESPONSIBILITIES

Installation of all CEAV infrastructure elements will require the participation of several entities working

together to develop the plans, quantities, and configuration for the equipment and signage to be installed at

each of the CEAV stop locations. Table 11 summarizes their roles and responsibilities with respect to the

installation of the hardware elements.

Table 11: Connected Electric Autonomous Vehicles Infrastructure Installation

Entities and Responsibilities



CEAV Project Team


Communications PM

CEAV Project team: coordination of installation and testing activities

Communications PM: identify, recruit, and manage private-sector participants.

Operating System: testing and integration of data

Coordinate stakeholders and vendor

City of Columbus Fabricate and install signage at Douglas Community Recreation Center, Rosewind Resident Council, and St. Stephen’s Community House

Fabricate signage and provide to COTA for installation at Linden Transit Center

Enter into agreement with AV vendor to access Douglas Community Recreation Center

St. Stephen’s Community House Provide guidance and approval for storage, charging, and maintenance location

Enter into agreement with AV vendor for site access

COTA Install signage for stop at Linden Transit Center

Rosewind Resident Council Enter into agreement with AV vendor for site access

AV Vendor Installation of storage and charging station at the St. Stephen’s Community House

Coordinate with stakeholders and SMH Project team on final stop locations

Enter into agreements with property owners to access sites



Installation Schedule

The purpose of this chapter is to lay out the milestone for the installation of each type of infrastructure

element is completed; and the planned start and end dates for unit testing the operation of each

infrastructure element (by type). As with the previous chapter, this will be done by project for CVE, SMH,

and CEAV.

4.1. CONNECTED VEHICLE ENVIRONMENT

CVE RSUs and OBUs will be installed by trained and qualified manufacturer installers and will be overseen

by the Smart Columbus Project Management Office (PMO) as defined in Table 8. The OBU installations will

require the most planning as OBUs will need to be retrofitted to a variety of privately-owned vehicles and

COTA buses. For the RSUs, in addition to the detailed installation plans that will accompany the invitation for

bid for the electrical contractor, the RSU integrator will be responsible for providing installation training

materials. For the OBUs, the in-vehicle integrator will submit an installation plan that will meet the CVE user

needs and system requirements. Installers will need to follow the installation safety requirements. In

addition, diagrams of OBU installation (including OBU, DSRC antenna, GPS antenna, display/HMI, speaker

– if applicable) will be provided for each vehicle type prior to installation and will be included in Final Site

Map and Installation schedule. Lessons learned in the United States Department of Transportation

(USDOT) CV Pilots will be applied as appropriate to the CVE installation process.

The high-level installation schedule for the CVE infrastructure Installation is presented in Table 12, which

highlights the milestone activities and dates for completion:

Table 12: Connected Vehicle Environment Installation Milestones

Date Task Description

March 2019 Installation Plans Inspect each RSU location.

Measure the conduit runs for cable.

Document location of each device installation location.

Create construction plans.

Test clearance of exiting conduit to accept additional cables.

October 2019 Begin Installation (RSU) Installation of 76+ RSUs.

December 2019 Begin Installation (OBU) Installation of 1,500-1,800 OBUs.

February 2020 Begin Infrastructure Testing Begin testing of the equipment installed (RSUs).

February 2020 End Installation (RSU) Complete installation of all RSUs.

July 2020 End Infrastructure Testing Final acceptance test of all equipment installed (RSUs).

September 2020 End Vehicle Installation and Testing (OBU)

Final acceptance test of all equipment installed.


Chapter 4. Installation Schedule


Table 13 presents additional detail for the CVE infrastructure installation activities with respect to the

activities that are currently planned. As described above, as contracts with integrators and contractors are

finalized, the City will add clarity and specific dates to the below activities and may expand to additional

activities. Estimated start and end dates are provided in the table below.

Table 13: Connected Vehicle Environment Detailed Installation Activities and Schedule

Task Timeline

Site surveys (intersections) November 2018 to January 2019

Site installation plans December 2018 to April 2019

RSU procurement January 2019 to July 2019

OBU procurement January 2019 to July 2019

Electrical contractor procurement April 2019 to August 2019

Equipment delivery (RSU) September 2019 to October 2019

Equipment delivery (OBU) November 2019 to April 2020

Application development for RSUs July 2019 to February 2020

Application development for OBUs (light vehicles) July 2019 to March 2020

Application development for OBUs (other vehicles) July 2019 to March 2020

Participant recruitment September 2019 to September 2020

Installation training and guidance (RSU) August 2019 to October 2019

Antenna testing (OBU) September 2019 to November 2019

OBU installation December 2019 to September 2020

Pre-wiring of intersections August 2019 to October 2019

RSU installation September 2019 to February 2020

Delivery of Central Management System (RSU Health Monitoring) February 2020 to June 2020

Interoperability Test December 2019 to January 2020

Acceptance test criteria January 2020

Acceptance testing February to April 2020

Regression testing (until acceptance) May 2020 to June 2020

Demonstration period July 7, 2020, to March 31, 2021


Last, at the time of this draft, the City is still in the procurement process for the integrators responsible for

infrastructure and in-vehicle elements, as well as that of the local electrical contractor familiar with the

Columbus network to perform all physical network buildout as well as the installation of RSUs and

supporting hardware. Once contracts with these entities have been established and the milestones

presented in Table 12 provided and the City’s list of activities presented in Table 13 are reviewed, a detailed

tracking matrix for installation of the RSUs at the intersections and the vehicles (by vehicle type) will be

prepared and added to this document. The detailed installation matrix will specify:

• RSU installation details:

Delivery and installation dates



By month and intersection identifier

• OBU installation details:

By month

By component (ancillary equipment such as mounting, antenna, wiring, radio, or HMI)

By vehicle type

Build days per week by location (the number of days the installers occupy the location each week

Weekly build target total (the number of participant vehicle installations per month on average)

4.2. SMART MOBILITY HUBS

Installation of the various elements required at each of the SMH locations will be overseen by the Smart

Columbus PMO as defined in Table 10. Smart Columbus will work with the installation contractor and IK

vendor to develop the specific activities involved in completing the installation and testing for all elements.

The high-level installation schedule for the SMH infrastructure is presented in Table 14, which highlights the

milestone activities and dates for completion.

Table 14: Smart Mobility Hubs Installation Milestones


March 2019 Complete Installation Plans Inspection of each SMH location

Document location of each amenity installation location

Create construction plans

Develop signage for the individual SMH facilities

August 2019 Begin Construction (non-IK elements)

Installation of non-IK amenities: signage, pavement markings, bike racks, etc.

October 2019 Begin Installation (IKs) Installation of six IKs

December 2019

Complete Construction (non-IK elements)

Final component verification of all items installed

December 2019

Complete Installation (IKs) Final acceptance test of all IK functionality


At the time of this draft, the City is still in the process of procuring an installation contractor and finalizing an

agreement with the potential IK vendor. As these arrangements are finalized a detailed installation schedule

will be developed. However, in planning for testing and go-live, the City has developed a preliminary list of

activities that must be completed to ensure traceability from systems engineering planning documents to

installation plans and test results.

Table 15 captures the agreements that will be necessary for all parties to successfully install and test the

infrastructure at each SMH location.



Table 15: Smart Mobility Hubs Detailed Installation Activities and Schedule

Task Timeline

Site surveys November 2018 to January 2019

Site installation plans December 2018 to March 2019

City agreements with property owners April 2019 to July 2019

Installation contractor procurement April 2019 to August 2019

Begin construction August 2019

Begin IK installation October 2019

Agreements between property owners and mobility providers July 2019 to October 2019

Acceptance test criteria and test plan April 2019 to September 2019

Complete construction December 2019

Complete IK installation December 2019

Participant recruitment September 2019 to September 2020

Integration of IK system to Operating System and MMTPA/CPS October 2019 to December 2019

Component and system verification December 2019 to January 2020

Acceptance test December 2019 to January 2020

Regression testing (until acceptance) January 2020 to February 2020

Demonstration period February 2020 to February 2021


4.3. CONNECTED ELECTRIC AUTONOMOUS VEHICLES

Installation of the various elements required at each of the CEAV route stops will be overseen by the Smart

Columbus PMO as identified in Table 11. Smart Columbus will work with the property owners and AV

vendor to develop the specific activities involved in completing the installation of all elements and

subsequent acceptance testing of the vehicle(s). The AV operator will be responsible for all installation

activities.

The high-level installation schedule for the CEAV project is presented in Table 16, which highlights the

milestone activities and dates for completion.

Table 16: Connected Electric Autonomous Vehicles Installation Milestones


June 2019 Vendor Notice to Proceed

Vendor NTP will allow the vendor to begin a detailed assessment of the proposed route and stop locations

August 2019 Complete Factory Testing

Component and vehicle verification on-site with vendor

September 2019 Vehicle Delivery Vehicle on-site in Columbus and installation of non-vehicle amenities: signage, storage, charging, and maintenance infrastructure




November 2019 Service Start Passenger service launches with one week of partner preview and media days, followed by public service start


At the time of this draft, the City is finalizing a contract with a potential AV vendor. Completing the contract is

critical to: finalizing details of the planned route; creating detailed plans and maps for the vehicle’s operation;

determining locations for signage and other infrastructure to be installed at the stop locations; and

developing detailed timelines for factory, acceptance and operational testing, vehicle delivery, and finalizing

on-site operating procedures.

The City has developed a preliminary list of activities (see Table 17) that must be completed to ensure

traceability from systems engineering planning documents to installation plans and test results. Please note,

if a start and end month are not provided, the task will be completed entirely within the month provided in

the timeline column.

Table 17: Connected Electric Automated Vehicles Detailed Installation Activities and Schedule

Task Timeline

Provide proof of vehicle insurance September 2019

Acceptance Test Criteria, Test Plan and Procedures, Training Plan June 2019 to August 2019

Site assessment June 2019 to July 2019

Vehicle delivery September 2019

Completed licenses, permits September 2019

Factory acceptance September 2019

Tabletop exercise September 2019

Signage installed at/around stops including SMH September 2019 to October 2019

Final route and operating parameters October 2019 to November 2019

Vehicle operator training October 2019 to November 2019

Preliminary acceptance testing (component and system verification) September 2019 to October 2019

Final standard operating procedures October 2019 to November 2019

Final Acceptance/Operational Test September 2019 to October 2019

Regression Testing (until acceptance) October 2019 to November 2019

Integration of AV vehicle data to Operating System November 2019 to December 2019

Demonstration Period November 2019 to November 2020



Acronyms and Definitions

Table 18: Acronym List contains project specific acronyms used throughout this document.

Table 18: Acronym List

Abbreviation/Acronym Definition

ADA Americans with Disabilities Act

AV Automated Vehicle

BRT Bus Rapid Transit

BSM Basic Safety Message

CABS Campus Area Bus Service

CEAV Connected Electric Autonomous Vehicles

CMAX COTA’s Bus Rapid Transit (BRT) Service

ConOps Concept of Operations

CORS Continuously Operating Reference System

COTA Central Ohio Transit Authority

CPS Common Payment System

CTSS Columbus Traffic Signal System

CVE Connected Vehicle Environment

DMS Data Management System

DPS Department of Public Safety

DSRC Dedicated Short Range Communication

ECB Emergency Call Button

EHS Enhanced Human Services

EMS Emergency Medical Services

EPM Event Parking Management

EV Electric Vehicle

EVP Emergency Vehicle Preemption

FMLM First Mile/Last Mile

FSP Freight Signal Priority

GNSS Global Network Satellite System

GPS Global Positioning System

HDV Heavy-Duty Vehicle

HMI Human-Machine Interface

Appendix A. Acronyms and Definitions



IK Interactive Kiosk

ISP Internet Service Provider

IT Information Technology

ITS Intelligent Transportation Systems

IVR Interactive Voice Response

KOS Kiosk Operating System

LDV Light-Duty Vehicle

MaaS Mobility as a Service

MAPCD Mobility Assistance for People with Cognitive Disabilities

MCO Managed Care Organization

MMITSS Multimodal Intelligent Traffic Signal System

MMTPA Multimodal Trip Planning Application

MORPC Mid-Ohio Regional Planning Commission

NEMT Non-Emergency Medical Transportation

OBU Onboard Unit

ODM Ohio Department of Medicaid

ODOT Ohio Department of Transportation

Operating System Smart Columbus Operating System

OSU The Ohio State University

PIECE Prevocational Integrated Education and Campus Experience

PM Project Manager

PMO Project Management Office

PoE Power-over-Ethernet

PTA Prenatal Trip Assistance

RLVW Red Light Violation Warning

RSSZW Reduced Speed School Zone Warning

RSU Roadside Unit

SCC Smart City Challenge

SCMS Security Credential Management System

SMH Smart Mobility Hub

SoS System of Systems

TBA To Be Assigned

TMC Traffic Management Center

TSP Transit Signal Priority

Appendix A. Acronyms and Definitions



USB Universal Serial Bus

USDOT United States Department of Transportation

V2I Vehicle-to-Infrastructure

V2V Vehicle-to-Vehicle

V2X V2V or V2I



List of Connected Vehicles Deployed by Partner

Table 19: Central Ohio Transit Agency Fixed-Route Vehicles

Vehicle Number Year Description Branding

2801 2008 Gillig LF 40FT




























Appendix B. List of Connected Vehicles Deployed by Partner





















































2937 2009 Gillig LF 30FT Air Connect




1007 2010 2010 Gillig LF 40FT

1004 2010 2010 Gillig Hybrid LF 40FT



1008 2010 2010 Gillig LF 40FT

1009 2010 2010 Gillig LF 40FT

1010 2010 2010 Gillig LF 40FT

1011 2010 2010 Gillig LF 40FT

1012 2010 2010 Gillig LF 40FT

1013 2010 2010 Gillig LF 40FT

1014 2010 2010 Gillig LF 40FT

1015 2010 2010 Gillig LF 40FT

1016 2010 2010 Gillig LF 40FT

1017 2010 2010 Gillig LF 40FT

1018 2010 2010 Gillig LF 40FT

1019 2010 2010 Gillig LF 40FT

1020 2010 2010 Gillig LF 40FT




1021 2010 2010 Gillig LF 40FT

1022 2010 2010 Gillig LF 40FT

1023 2010 2010 Gillig LF 40FT

1024 2010 2010 Gillig LF 40FT

1025 2010 2010 Gillig LF 40FT

1026 2010 2010 Gillig LF 40FT

1027 2010 2010 Gillig LF 40FT

1028 2010 2010 Gillig LF 40FT

1029 2010 2010 Gillig LF 40FT

1030 2010 2010 Gillig LF 40FT

1031 2010 2010 Gillig LF 40FT

1032 2010 2010 Gillig LF 40FT

1033 2010 2010 Gillig LF 40FT

1034 2010 2010 Gillig LF 40FT

1035 2010 2010 Gillig LF 40FT

1036 2010 2010 Gillig LF 40FT

1037 2010 2010 Gillig LF 40FT

1038 2010 2010 Gillig LF 40FT

1039 2010 2010 Gillig LF 40FT

1040 2010 2010 Gillig LF 40FT

1041 2010 2010 Gillig LF 40FT

1042 2010 2010 Gillig LF 40FT

1043 2010 2010 Gillig LF 40FT

1044 2010 2010 Gillig LF 30FT

1045 2010 2010 Gillig LF 30FT

1046 2010 2010 Gillig LF 30FT

1101 2011 2011 Gillig LF 40FT

1102 2011 2011 Gillig LF 40FT

1103 2011 2011 Gillig LF 40FT

1104 2011 2011 Gillig LF 40FT

1105 2011 2011 Gillig LF 40FT

1106 2011 2011 Gillig LF 40FT

1107 2011 2011 Gillig LF 40FT

1108 2011 2011 Gillig LF 40FT




1109 2011 2011 Gillig LF 40FT

1110 2011 2011 Gillig LF 40FT

1111 2011 2011 Gillig LF 40FT

1112 2011 2011 Gillig LF 40FT

1113 2011 2011 Gillig LF 40FT

1114 2011 2011 Gillig LF 40FT

1115 2011 2011 Gillig LF 40FT

1116 2011 2011 Gillig LF 40FT

1117 2011 2011 Gillig LF 40FT

1118 2011 2011 Gillig LF 40FT

1119 2011 2011 Gillig LF 40FT

1120 2011 2011 Gillig LF 40FT

1121 2011 2011 Gillig LF 40FT

1122 2011 2011 Gillig LF 40FT

1123 2011 2011 Gillig LF 40FT

1124 2011 2011 Gillig LF 40FT

1125 2011 2011 Gillig LF 40FT

1126 2011 2011 Gillig LF 40FT

1127 2011 2011 Gillig LF 40FT

1128 2011 2011 Gillig LF 40FT

1129 2011 2011 Gillig LF 40FT

1130 2011 2011 Gillig LF 40FT

1131 2011 2011 Gillig LF 40FT

1132 2011 2011 Gillig LF 40FT

1133 2011 2011 Gillig LF 40FT

1134 2011 2011 Gillig LF 40FT

1135 2011 2011 Gillig LF 40FT

1136 2011 2011 Gillig LF 40FT

1137 2011 2011 Gillig LF 40FT

1138 2011 2011 Gillig LF 30FT

1139 2011 2011 Gillig LF 30FT

1140 2011 2011 Gillig LF 30FT







1201 2012 2012 Gillig LF 40FT

1202 2012 2012 Gillig LF 40FT

1203 2012 2012 Gillig LF 40FT

1204 2012 2012 Gillig LF 40FT

1205 2012 2012 Gillig LF 40FT

1206 2012 2012 Gillig LF 40FT

1207 2012 2012 Gillig LF 40FT

1208 2012 2012 Gillig LF 40FT

1210 2012 2012 Gillig LF 40FT

1211 2012 2012 Gillig LF 40FT

1212 2012 2012 Gillig LF 40FT

1213 2012 2012 Gillig LF 40FT

1214 2012 2012 Gillig LF 40FT

1215 2012 2012 Gillig LF 40FT

1216 2012 2012 Gillig LF 40FT

1217 2012 2012 Gillig LF 40FT

1218 2012 2012 Gillig LF 40FT

1219 2012 2012 Gillig LF 40FT

1220 2012 2012 Gillig LF 40FT

1221 2012 2012 Gillig LF 40FT

1222 2012 2012 Gillig LF 40FT

1223 2012 2012 Gillig LF 40FT

1209 2012 2012 Gillig LF 40FT

1319 2013 2013 Gillig CNG LF 35FT

1301 2013 2013 Gillig CNG LF 40FT

1303 2013 2013 Gillig CNG LF 40FT

1304 2013 2013 Gillig CNG LF 40FT

1302 2013 2013 Gillig CNG LF 40FT

1305 2013 2013 Gillig CNG LF 40FT

1306 2013 2013 Gillig CNG LF 40FT

1307 2013 2013 Gillig CNG LF 40FT

1308 2013 2013 Gillig CNG LF 40FT

1309 2013 2013 Gillig CNG LF 40FT




1310 2013 2013 Gillig CNG LF 40FT

1311 2013 2013 Gillig CNG LF 40FT

1312 2013 2013 Gillig CNG LF 40FT

1313 2013 2013 Gillig CNG LF 40FT

1314 2013 2013 Gillig CNG LF 40FT

1315 2013 2013 Gillig CNG LF 40FT

1316 2013 2013 Gillig CNG LF 40FT

1317 2013 2013 Gillig CNG LF 40FT

1318 2013 2013 Gillig CNG LF 40FT

1320 2013 2013 Gillig CNG LF 35FT

1321 2013 2013 Gillig CNG LF 35FT

1322 2013 2013 Gillig CNG LF 35FT

1323 2013 2013 Gillig CNG LF 35FT

1324 2013 2013 Gillig CNG LF 35FT

1325 2013 2013 Gillig CNG LF 35FT

1326 2013 2013 Gillig CNG LF 35FT

1327 2013 2013 Gillig CNG LF 35FT

1328 2013 2013 Gillig CNG LF 35FT

1329 2013 2013 Gillig CNG LF 35FT

1330 2013 2013 Gillig CNG LF 35FT

1401 2014 2014 Gillig CNG LF 30FT CBUS






1407 2014 2014 Gillig CNG LF 30FT

1408 2014 2014 Gillig CNG LF 30FT

1409 2014 2014 Gillig CNG LF 35FT

1410 2014 2014 Gillig CNG LF 35FT

1411 2014 2014 Gillig CNG LF 35FT

1412 2014 2014 Gillig CNG LF 35FT

1413 2014 2014 Gillig CNG LF 35FT

1414 2014 2014 Gillig CNG LF 35FT




1415 2014 2014 Gillig CNG LF 35FT

1416 2014 2014 Gillig CNG LF 40FT

1417 2014 2014 Gillig CNG LF 40FT

1418 2014 2014 Gillig CNG LF 40FT

1419 2014 2014 Gillig CNG LF 40FT

1423 2014 2014 Gillig CNG LF 40FT

1420 2014 2014 Gillig CNG LF 40FT

1421 2014 2014 Gillig CNG LF 40FT

1422 2014 2014 Gillig CNG LF 40FT

1424 2014 2014 Gillig CNG LF 40FT

1425 2014 2014 Gillig CNG LF 40FT

1426 2014 2014 Gillig CNG LF 40FT

1427 2014 2014 Gillig CNG LF 40FT

1428 2014 2014 Gillig CNG LF 40FT

1429 2014 2014 Gillig CNG LF 40FT

1430 2014 2014 Gillig CNG LF 40FT

1431 2014 2014 Gillig CNG LF 40FT

1432 2014 2014 Gillig CNG LF 40FT

1433 2014 2014 Gillig CNG LF 40FT

1434 2014 2014 Gillig CNG LF 40FT

1435 2014 2014 Gillig CNG LF 40FT

1436 2014 2014 Gillig CNG LF 40FT

1501 2015 Gillig CNG LF 35FT









































1601 2016 2016 Gillig CNG LF 40FT

1602 2016 2016 Gillig CNG LF 40FT

1603 2016 2016 Gillig CNG LF 40FT

1604 2016 2016 Gillig CNG LF 40FT

1605 2016 2016 Gillig CNG LF 40FT

1606 2016 2016 Gillig CNG LF 40FT

1607 2016 2016 Gillig CNG LF 40FT

1608 2016 2016 Gillig CNG LF 40FT




1609 2016 2016 Gillig CNG LF 40FT

1610 2016 2016 Gillig CNG LF 40FT

1611 2016 2016 Gillig CNG LF 40FT

1612 2016 2016 Gillig CNG LF 40FT

1613 2016 2016 Gillig CNG LF 40FT

1614 2016 2016 Gillig CNG LF 40FT

1615 2016 2016 Gillig CNG LF 35FT

1616 2016 2016 Gillig CNG LF 35FT

1617 2016 2016 Gillig CNG LF 35FT

1618 2016 2016 Gillig CNG LF 35FT

1702 2017 2017 Gillig CNG LF 30FT

1619 2016 2016 Gillig CNG LF 40FT CMAX CMAX


1701 2017 2017 Gillig CNG LF 30FT

1703 2017 2017 Gillig CNG LF 30FT

1704 2017 2017 Gillig CNG LF 30FT

1705 2017 2017 Gillig CNG LF 30FT

1706 2017 2017 Gillig CNG LF 30FT

1707 2017 2017 Gillig CNG LF 35FT

1708 2017 2017 Gillig CNG LF 35FT

1709 2017 2017 Gillig CNG LF 35FT

1710 2017 2017 Gillig CNG LF 35FT

1711 2017 2017 Gillig CNG LF 35FT

1712 2017 2017 Gillig CNG LF 35FT

1713 2017 2017 Gillig CNG LF 35FT

















2018 TBD Qty (est. 30)


Table 20: Central Ohio Transit Agency Paratransit Vehicles

Vehicle Number Make and Model Year

1166 CHEVY 4500 CHAMPION 2011












































1473 VPG MV-1 2014

1474 VPG MV-1 2014

1475 VPG MV-1 2014

1476 VPG MV-1 2014

1477 VPG MV-1 2014

1478 VPG MV-1 2014

1479 VPG MV-1 2014

1480 VPG MV-1 2014

1481 VPG MV-1 2014

1482 VPG MV-1 2014

1483 VPG MV-1 2014

1484 VPG MV-1 2014
























1861 Ford Transit 2018























Table 21: Central Ohio Transit Agency Supervisor Vehicles

Vehicle Number Year Make Model Body Style

77 2002 Chevrolet C2500 Utility Body

82 1996 Ford F-800 Dump

271 2010 Ford Crown Victoria Police Sedan

272 2012 Ford Crown Victoria Police Sedan

278 2013 Ford F-550 Motor Home

4009 2009 Chevrolet Malibu Hybrid Sedan







4022 2012 Chevrolet Equinox SUV

4023 2012 Chevrolet Equinox SUV

4026 2012 Chevrolet Malibu LS Sedan

4027 2014 Ford Explorer AWD Police SUV

4028 2015 Ford Explorer AWD SUV






4034 2012 Honda Civic CNG SDN



















6002 2008 Chevrolet Silverado Pickup Ext. Cab

6003 2008 Chevrolet Uplander Cargo Minivan

6004 2009 Chevrolet C3500 Utility Body

6005 2009 Chevrolet C4500 Utility Dump

6006 2011 International 4200 Dump

6007 2012 Chevrolet C2500 Pickup

6008 2012 Chevrolet C2500 Pickup

6009 2012 Ford E-350 Van

6010 2012 Ford E-350 Van

6011 2012 Ford F-150 Pick up

6013 2012 Ford F-350 Utility Body

6014 2011 Ford F-450 Box Truck

6016 2010 International 4700 Serv Truck




6020 2013 Ford F-250 Pickup

6021 2012 Ford F-550 Bucket truck

6022 2014 Ford F-250 Pickup

6023 2018 Dodge Grand Caravan SE Minivan













6033 2018 Ford F-350 CC/W/ Reading Body Utility Body

6051 2015 Ford Transit Connect XLT Cargo Minivan




6055 2015 Ford F-550 Utility/CNG


Table 22: Police Vehicles

Brass Tag Year Make Model Color Type Assigned To

26543 2016 FORD INT UTILITY WHITE M Zone 1 – 6 PCT






26424 2015 FORD TRANSIT 250 WHITE M Zone 1 – 6 PCT












































26988 2017 FORD INT UTILITY WHITE M Zone 1 – MW









27010 2017 FORD INT UTILITY WHITE M Zone 1 – CRT

















27456 2017 FORD TRANSIT 250 WHITE M Zone 4 – EMW





26188 2015 FORD INT UTILITY WHITE M Zone 4 – CWC



27392 2017 FORD INT UTILITY WHITE M Zone 4 -CWC


Table 23: Fire Vehicles

Vehicle Designation Brass Tag Make Model Year

Medic 6 27854 Horton Medic 2018

Medic 806 27811 Ford Medic 2018

Ems12 27475 Ford Explorer 2017

Battalion 2 27470 Ford Explorer 2017

Engine 7 24632 Sutphen Engine 2011



Ladder 8 23052 American Lefrance Aerial Ladder 2008




Vehicle Designation Brass Tag Make Model Year






Isu 19 26779 Air Supply 2015

Rsu 19 25789 International Rescue Support 2014


Ladder 24 26838 Pierce Aerial Ladder 2016



Ladder 28 23054 American Lefrance Aerial Ladder 2008


Engine 29 24336 Ferrera Engine 2011


Table 24: Public Service Fleet

Equipment No. Year Manufacturer Model Description

26088 2014 FORDX TRANSIT CONNECT

TRANSIT CONNECT XLT CVAN FWD

27090 2016 FORDX F150 F150 XL 2DR SPR CAB 4WD

27781 2018 FORDX F150 18-FORD-F150-3.3-6C-4WD-UNL

27780 2018 FORDX F150 18-FORD-F150-3.3-6C-4WD-UNL

27664 2018 FORDX F350 18-FORD-F350XL DUMP 4WD

24958 2012 FORDX F150 F150 XL 2DR REG CAB 2WD

21982 2007 CHVRL 1500 1500 EXP CARGO VAN 2WD

24670 2012 FORDX XLT WAGON TRANSIT CONNECT XLT WAGON


24622 2011 FORDX F250 F250 XL SD STYSIDE REG CAB 4WD



21976 2007 CHVRL COLORADO COLORADO 2DR REG CAB 2WD







26856 2016 FORDX F450 F450 XL SD RC STAKE BODY 2WD

26857 2016 FORDX F450 F450 XL SD RC STAKE BODY 2WD

25731 2014 FORDX ESCAPE ESCAPE SE 4DR SUV 4WD









24992 2012 FORDX E150 E150 ECONO CARGO VAN 2WD

21957 2007 FORDX F450 F450 LCF FLATBED DRW

24644 2011 FORDX F450XL CNG 4X2 REG CABF-450XL STAKE BODY


25768 2013 FORDX F450 KNAP STAKE TK LIFTGATE DRW




21956 2007 FORDX F450 F450 LCF FLATBED DRW



TRANSIT CONNECT XLT PVAN FWD

21939 2007 CHVRL MALIBU MALIBU LS 4DR SEDAN FWD



25914 2014 FORDX ESCAPE ESCAPE SE 4DR SUV FWD


24512 2012 FORDX FOCUS FOCUS S 4DR SEDAN FWD

28025 2016 FORDX FOCUS FOCUS SE 4DR SEDAN FWD





26090 2014 HONDA CIVIC CIVIC 4DR SEDAN CNG FWD

28026 2016 FORDX FOCUS FOCUS SE 4DR SEDAN FWD

24986 2012 FORDX FUSION FUSION S 4DR SEDAN FWD














25514 2013 FORDX E150 E150ECONO CARGO VAN 2WD




TRANSIT CONNECT XL CVAN FWD




25775 2014 FORDX F250 F250 XL SD 2DR SPR CAB 2WD SRW











27222 2017 FORDX FUSION FUSION SE 4DR SEDAN FWD




27703 2018 NISSN LEAF 18-NISSAN-LEAF-4DR-SEDAN-EV

25845 2014 FORDX E350 E350 XL SD PASS VAN 2WD






23704 2008 FORDX E250 E250 SD CARGO VAN 2WD


TRANSIT CONNECT XL CVAN FWD

25783 2014 FORDX ESCAPE ESCAPE S 4DR SUV FWD

25784 2014 FORDX ESCAPE ESCAPE S 4DR SUV FWD














25173 2012 FORDX F350 F350 XL SD STYSIDE SPR CAB 4WD


25182 2012 FORDX F350 F350 XL SD 2DR REG CAB 4WD






25835 2014 FORDX F350 F350 XL STYSIDE REG CAB 4WD SRW




25854 2014 FORDX F350 F350 XL STYSIDE SPR CAB 2WD SRW

25909 2014 FORDX F150 F150 XL 2DR CRW CAB 4WD




27302 2017 FORDX F350 F350 XL REG CAB 4WD PLOW

27323 2017 FORDX F350 F350 XL REG CAB 4WD




27327 2017 FORDX F350 F350 XL REG CAB 4WD PLOW

23231 2007 FORDX F150 F150 XL STYLESIDE REG CAB 2WD



23295 2008 FORDX F250 F250 XL SD STYSIDE CRW CAB 2WD


23580 2008 FORDX RANGER RANGER XL 2DR REG CAB 2WD














24242 2011 FORDX RANGER RANGER XLT 4DR SPR CAB 2WD










24587 2012 FORDX F350 F350 XL SD STYSIDE CRW CAB DRW

24588 2012 FORDX F350 F350 XL SD STYSIDE CRW CAB DRW














26853 2016 FORDX TRANSIT TRANSIT 150 CARGO VAN 2WD



24950 2012 FORDX EXPEDITION EXPEDITION XL EL 4DR SUV 2WD



25474 2013 FORDX EXPEDITION EXPEDITION XL 4DR SUV 2WD





















24621 2011 FORDX F150 F150 2DR REG CAB 2WD


















































21259 2000 CHVRL 3500 3500 EXP PASS VAN 2WD





25865 2014 FORDX E350 E350 SD ECONO CARGO VAN 2WD

26807 2016 FORDX TRANSIT TRANSIT 150 CARGO VAN 2WD


27987 2019 FORDX F250 19-FORD F250 XL SUPERCAB 4WD- E85


23500 2008 FORDX F350 F350 XL SD UTILITY TK DRW

23502 2008 FORDX F350 F350 XL SD STYSIDE SPR CAB 4WD























25846 2014 FORDX F350 F350 XL STYSIDE REG CAB 2WD SRW




21900 2006 CHVRL 3500 3500 SILVERADO UTY TK 2WD



21770 2005 CHVRL C4500-KODIAK C4500 KODIAK 4 WD BUCKET RUCK

23702 2008 CHVRL C5500-KODIAK C5500 KODIAK BUCKET TRUCK 4 WD

23703 2008 CHVRL C5500-KODIAK C5500 KODIAK 4X4 BUCKET

24329 2011 FORDX F450XL SD 4X2 CREW CAB CANOPY W/LIFT GATE

24330 2011 FORDX F450XL SD CREW CAB CANOPY W/LIFT GATE 4X2




24331 2011 FORDX F450XL SD 4X2 CREW CAB CANOPY W/LIFT GATE

26109 2015 FORDX F450 F450 XL SD 4DR CRW CAB SRW


Table 25: Franklin County Engineers Office Fleet

ID Year Make Model VIN

987 2018 International Tandem Dump Truck 1HTWHTAT8JH438722

992 2012 International Tandem Dump Truck 1HTWHAZT5CH043621


Documents

Demonstration Site Map and Installation Schedule · 2019-07-30 · Demonstration Site Map and Installation Schedule – Draft Report | Smart Columbus Program | i Acknowledgments The