OTHER VIEWS: Connectivity is coming to an older vehicle near you

A trial program under way is outfitting older cars and trucks with a system allowing vehicle-to-vehicle (V2V) and vehicle-to-everything (V2X; V2I infrastructure) communications.

The difference between the two technologies? One is still on the test track, in Ann Arbor, Mich. The aftermarket pilot platform is alive and well.

The U.S. Department of Transportation (DOT) selected three venues — Tampa Hillsborough Expressway Authority (THEA) in Tampa, Fla.; a section of the I-80 corridor in Wyoming; and a designated area within Brooklyn (New York City) — as test markets for the $21 million post-production connectivity project.

The equipment is basic to the novice eye. Vehicle owners who volunteered their car or truck to the study were outfitted with a dedicated rearview mirror, which is wired into a module and a set of GPS-communication antennas.

It's that simple, yet does so much. The technology and data-gathering are priceless.

While the driver is navigating a specific test zone, he or she will be in communication — via the rearview mirror — with other outfitted connected vehicles (CVs) in the program. Notices such as streetcars and panic-stop situations are a few of the pop-up screens that appear, complete with an audible pinging, on the rearview mirror.

Another module in the project is the recognition of wrong-way drivers (within the connected project) on the reversible, one-way expressway through Tampa.

If a connected driver approaches the ramp while traffic is on-coming, the driver will get a warning to stop via the vehicle's rearview mirror messaging center. Also, if a wrong-way driver enters the expressway — despite the in-vehicle caution — other, outfitted vehicles will be advised of a misguided vehicle and able to take appropriate action.

Three months into the project, the Tampa group has outfitted around 1,100 vehicles and wired city bus and streetcars — and they are "talking." Their system recognizes pedestrians within the test parameter, as well.

Those on foot within a designated crosswalk are considered an obstacle, a pending collision. The driver will be notified with an audible ping and message delivered via the rearview mirror.

"The project is going very well," Tampa CV Pilot program spokesman Jeff Brown said. "We will be doing updates throughout the program, when needed."

If the DOT prototype V2V/V2X project pans out, the system is expected to expand to other cities across the nation, outfitting more vehicles.

According to Statista.com, an online portal for statistics, the average age of the U.S.' fleet of 250 million vehicles is 11.8 years. Approximately 15 percent of those roadworthy vehicles are well over 12 years old.

The DOT will be very busy retrofitting yesterday's autos.

"(CV participants) will have that option, to have in their vehicles connected, (for) as long as they want," Mr. Brown said.

Why the fuss over V2V/V2X successful blending of formats? It's all about communication and the future of automobiles.

"As auto manufacturers migrate to V2V, the units use a technology called DSRC (Dedicated Short Range Communication)," Mr. Brown said. "Some manufacturers have been placing the tech in their vehicles; Audi being the first, I believe."

From the simple beep of the rear-collision detection system of the 1990s to today's Advance Driver's Assistance System (ADAS), the vehicle communication concept has been moving forward for decades.

Combined with V2V/V2X, these systems serve as the base of autonomous vehicle structure and safety, not to mention the backbone of the autonomous vehicles' traffic flow on tomorrow's roads.

Another feature of the Tampa pilot program is traffic mitigation. The platform allows the monitoring of traffic flow.

CVs are in communication with selected traffic signals within the city to help improve traffic flow in real-time conditions. Officials believe this feature will improve rush-hour traffic issues along with consumer fuel savings.

"THEA hopes to expand their number of intersections (over time) that supports the technology," Mr. Brown said.

Eventually, this present-day aftermarket CV will mesh with factory OE ADAS and, ultimately, autonomous vehicle platforms.

But, with the battle between the established DSCR and challenger C-V2X communication standard — which is gaining favor — who will win is anyone's guess.

What about the vehicle communication preference in Europe?

It's a wait-and-see. By the time the industry has an idea of a winner, I'm sure there will be another contender standing by the ropes.

But, until then, we need to keep our eyes on the road, hands at 10 and 2 and watch out for the other guy on the road.