Challenges to CV and AV Applications in Truck Freight Operations (2017)

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CRP Project HR 20-102(03) 73 Appendix A Below is a summary of significant heavy truck-related connected and automated vehicle projects in the heavy trucking area that the research team is aware of. Alabama Alabama DOT uses electronic oversize and overweight permits that can be accessed using a secure IP address. Driver-Assistive Truck Platooning: Auburn University, ATRI and Peterbilt are running tests focused on two-truck platoons (Auburn University 2015). Technologies from Peloton and Meritor WABCO are being used on Peterbilt trucks. The project is funded by a grant from the FHWA’s Exploratory Advanced Research (EAR) Program. The project is focused on developing a detailed “business case analysis” regarding this technology and determined that platooning could boost fuel economy for the “trailing truck.” Tests have been conducted on Auburn’s 1.7-mile track at its National Center for Asphalt Technology center and in limited on-road pilot testing. California PATH Research on Truck Platooning: PATH tested automated truck platooning on two tractor- trailer trucks in 2003 and on three tractor-trailer trucks in 2010-11, using short gaps as little at 3m. Energy savings was measured in constant-speed following, and in maneuvering to join and split from platoons, and in traveling up and down grades. Separately, under an FHWA EAR Program project, PATH is developing and testing a second generation truck platoon using CACC, in cooperation with Volvo Trucks and Peloton Technology (California PATH 2016). California Connected Vehicle Test Bed: This test bed is a federally funded resource available to developers to test how connected vehicle technologies perform under real world conditions. “The test bed spans 11 consecutive intersections along a two-mile stretch of the highly traveled arterial of El Camino Real SR-82 in Palo Alto. It provides an actual, operational environment where intersections, roadways, and vehicles are able to communicate through wireless connectivity. Established in 2005, the Connected Vehicle Test Bed was the nation’s first Dedicated Short Range Communication (DSRC) test site to assess this wireless communication standard designed specifically for automotive use and connected vehicle applications and technologies” (California DOT 2016). Applications include Traveler Information (using 511), electronic payment and toll collection, ramp metering, Cooperative Intersection Collision Avoidance Systems (CICAS), Curve Over-Speed Warning and auto industry applications (i.e., customer relations and vehicle diagnostics). The Multi-Modal Intelligent Traffic Signal System (Pooled fund study project) was used to test Intelligent Traffic Signal System (ISIG), Transit Signal Priority (TSP), Freight Signal Priority (FSP), Mobile Accessible Pedestrian Signal System (PED-SIG), and Emergency Vehicle Preemption (PREEMPT) (Fehr 2012). Florida Tampa Hillsborough Expressway Authority (THEA) Connected Vehicle Pilot Program: This pilot will focus on solving peak rush-hour congestion in downtown Tampa and protecting the city’s pedestrians by equipping their smartphones with the same connected technology being put into the vehicles. “THEA

CRP Project HR 20-102(03) 74 will outfit automobiles with communication devices so they can exchange safety and traffic information with each other and with crosswalks, traffic signals and other elements of the infrastructure. The messages exchanged can help enhance traffic signal timing, reduce wrong-way entries onto reversible express lanes, and improve pedestrian safety” (Tampa Hillsborough Expressway Authority 2016). It should be noted that this project is focused primarily on automobiles and transit. Orlando Connected‐Vehicle Test Bed: Beginning in 2010, 25 Miles of roadway in Orlando, FL along portions of I‐4, International Drive, and John Young Parkway were designated as a USDOT Connected Vehicle Test Bed. Miami Dade Pilot Project, AV/CV/ITS Freight Applications: This project will focus on reducing delays and improving travel time reliability for drayage trucks carrying fresh-cut flowers from the Miami International Airport. Connected vehicle technologies will be deployed on a limited number of drayage operators’ fleets. In Phase I, connected vehicle technologies will be deployed to allow fleet operators and FDOT to better understand vehicle progression throughout delivery corridors and where bottlenecks occur at traffic signals. In phase II they will connect the freight vehicles to traffic signals through the back-end systems at the Miami Dade County Traffic Management Center. In phase 3, during non-peak congestion hours (potentially 12 a.m. to 5 a.m.), traffic signal priority will be granted to study vehicles in the pilot to improve delivery performance by providing the freight vehicle with a green signal (Florida Department of Transportation 2016). Michigan Michigan Safety Pilot Model Deployment: Conducted from 2012 to 2013 in Ann Arbor, Michigan, this one-year model deployment was the first large scale test of connected vehicle technology in a real world, multi-modal operating environment. This test used approximately 2,800 cars, trucks, and transit vehicles (and some infrastructure) equipped with wireless connected vehicle devices. Of these, 19 tractors were fitted with DSRC devises. The model deployment created a highly concentrated environment of equipped vehicles operating on public streets to test safety applications using DSRC. The deployment was focused on measuring the effectiveness of the technology at reducing crashes. Participating vehicles used V2V safety technology to help drivers avoid crashes as they traveled along their normal routes. Safety apps warned drivers of alerts such as braking vehicles ahead, vehicles in their blind spots, or impending red-light violations. U.S. Army Tank Automotive Research: The U.S. Army is testing technology for connected vehicles and autonomous truck convoys. In June 2016 they tested a driverless convoy along an empty stretch of Michigan highway. The four-vehicle convoy of tractor-trailers was tested on Interstate 69, near the city of Flint, to demonstrate vehicle to infrastructure communication with roadside units set up by the Michigan DOT (Trop 2016a). In addition, the Army has also been testing autonomous and connected truck technology to create driverless vehicles that can follow a lead vehicle in a convoy. Ten trucks have been equipped with cameras, radar and on-board computers to identify potential road hazards. A human driver pilots the lead vehicle and a number of driverless vehicles can follow it (Sedgwick 2016). MCity Test Facility: The University of Michigan Mobility Transformation Center operates a 32-acre simulated city to test connected and automated vehicles. Navistar and other truck manufacturers are working with this research center (Navistar 2015). Missouri Virtual Weight Stations: Missouri has a virtual weight station on route 67 & Route 55. There is a new virtual weigh station on route 55 that uses a magnetometer loop detector (MLD) to “fingerprint” the commercial motor vehicle on the mainline. The loop is used for PrePass Weigh-In-Motion with the

CRP Project HR 20-102(03) 75 addition of a mainline camera. Using the MLD, you can electronically tag and track CMVs based on the density and distribution of metal producing a waveform or “fingerprint” of the vehicle and its load. Nevada Nevada Public Road Testing: The Nevada Legislature and the Department of Motor Vehicles have enacted legislation and regulations to enable the testing and operation of autonomous vehicles. Nevada is currently the only state to allow fully autonomous vehicles to be operated on public roads. The DMV accepts applications for testing only and requires that autonomous vehicles have been driven for a combined minimum of at least 10,000 miles. In addition, a complete description of the autonomous technology and a detailed safety plan is required. For automated vehicles, a plan for hiring and training test drivers is also required. In 2015, Nevada granted the first license for an autonomous commercial truck to operate on an open public highway in the U.S. to Daimler Trucks North America, which successfully demonstrated the operation of its Freightliner Inspiration Truck. New Jersey The Center for Automated Road Transportation Safety: This center is one of at least four Automated Vehicle Test Sites in the U.S. It is based in Fort Monmouth, New Jersey, and is focusing on the research, development, certification, and commercialization of autonomous collision-avoidance technology for all vehicles. There is a particular focus on trucks and buses specifically since these vehicles have not received the same level of attention as autos (Transport Topics 2015). Development of algorithm to reduce truck idling at adaptive signals: “The New Jersey DOT is developing an algorithm to predict when the adaptive signals will allocate green time to an approach. The information is transmitted to a vehicle wirelessly (3G or 4G) so the vehicle may be turned off and then start up 2 seconds before the green signal. This communication between signals and vehicles can reduce fuel use and emissions when idling at intersections. This is taking place on US‐1, an Urban Principal Arterial through multiple municipalities in Mercer and Middlesex Counties” (I-95 Corridor Coalition 2015). New York 5.9 GHz Dedicated Short Range Communication Vehicle-Based Road and Weather Condition Application. The objective of this research project was to develop and test the acquisition of road and weather condition information from DSRC-equipped public agency vehicles (such as snow plows); to transmit this data via Roadside Equipment (RSE ) to a central server; and ultimately to store it for use by agency maintenance personnel. The project was demonstrated in New York on the Long Island Expressway in 2014. New York City Department of Transportation Connected Vehicle Pilot Program: “This pilot will install vehicle-to-vehicle (V2V) technology in 10,000 city-owned vehicles, including cars, buses, and limousines, that frequently travel in Midtown Manhattan, as well as vehicle to infrastructure (V2I) technology throughout Midtown. This includes upgrading traffic signals with V2I technology along avenues between 14th Street and 66th Street in Manhattan and throughout Brooklyn. Additionally, roadside units will be equipped with connected vehicle technology along the FDR Drive between 50th Street and 90th Street” (U.S. DOT 2015). The initiative plans to include commercial fleet delivery trucks within its scope.

CRP Project HR 20-102(03) 76 Ohio Columbus Ohio Smart City Program – In the Columbus Smart City Application, the city proposed to develop a smart phone application giving truck and freight drivers access to real-time traffic information and routing, with the stated objectives of improving highway system reliability and operational efficiencies (The City of Columbus 2016). Pennsylvania CMU Cranberry Township and Pittsburgh Test Bed: “Through a collaboration among Carnegie Mellon University (CMU), Cranberry Township, the City of Pittsburgh, the Pennsylvania Department of Transportation (PennDOT), and the Southwestern Pennsylvania Commission (SPC), 11 traffic signals in Cranberry Township and 24 traffic signals in Pittsburgh were equipped with DSRC radios. In January 2015, CMU entered into a Memorandum of Agreement with the U.S. DOT’s Intelligent Transportation Systems Joint Program Office as a member of the Affiliated Test Bed Program” (Pennsylvania Department of Transportation 2015). PennDOT Ross Township Test Bed: “In 2014, PennDOT was awarded a FHWA Accelerated Innovations Deployment (AID) grant. PennDOT plans to use the grant to deploy innovative technologies, including adaptive traffic control signals and Dedicated Short Range Communication (DSRC), along McKnight Road (SR 4003) from I-279 to Perrymont Rd/Babcock Blvd. in Ross and McCandless Townships. This corridor consists of 11 traffic signals, is roughly 4.8 miles and serves 30,000 ADT…While installing adaptive system equipment, crews will install (DSRC) technology into the traffic signal controllers. The DSRC-equipped signals will be used to assist Carnegie Mellon University’s research on vehicle to infrastructure (V2I) and autonomous vehicle technology. PennDOT will also be working with CMU” (Pennsylvania Department of Transportation 2015). Tennessee Trusted Truck® Wireless truck inspections were first tested by the National Transportation Research Center, and The University of Tennessee while working. They worked with Volvo Trucks North America and Volvo Technology America. A simple proof of concept was successfully demonstrated in phase I of the project on December 1, 2004 in Knoxville Tennessee. The project successfully transmitted real-time truck brake condition data to the roadside inspection officer. Following proof of concept, phase II research occurred over four years. “Additional functionality was added, including initial implementation of the Trusted Truck® Management Center (TTMC), upgrading roadside communications, and increasing the number of safety-related items included in the wireless roadside inspection to include tractor and trailer weight, trailer tire pressure and temperature, trailer ID, and shipment data. Features also include implementation of driver logon authentication through the TTMC. A second demonstration included a ‘trusted’ vehicle bypassing a roadside inspection using the TTMC as the method of delivering the inspection results. This demonstration showed that if the vehicle passed the wireless inspection, the driver was instructed via the bypass notification dashboard display to proceed past the inspection station without stopping, saving both time and fuel” (U.S. DOT 2010). The phase II report was published in October 2010 (Bitar et al. 2010). Texas TTI Truck Platooning Study: This Texas DOT funded project has looked at the operating environment for platooning, examined potential corridors in Texas for anticipated deployment, and

CRP Project HR 20-102(03) 77 created an engineering platform for deployment. Future phases hope to promote a small-scale deployment in what could be the first U.S. deployment of platooning. Operational issues that were considered included law enforcement issues, working with the state’s Department of Public Safety. Environmental impact is also being assessed, and if the project moves forward emissions reductions will be measured and the extent to which platooning can help the state address its air quality nonattainment areas. The study organizers are committed to SAE level 2 automation, believing that steering control is an important component to allow a driver to keep less than constant attention on the road. I-35 Connected Work Zone (Corridor Optimization for Freight): The Connected Work Zone project is currently in progress, with scope to look at the provision of high quality traffic and construction data feeds to the Corridor Optimization for Freight project for commercial vehicle freight optimization in the I-35 corridor; and thus, create a “connected work zone” implementation. Along with the optimization software provider and the national evaluation team, the I-35 Connected Work Zone project is also developing a systems architecture process, and helping to facilitate the recruitment and engagement of shippers to use the application. Phase 1 of this two phase project focuses on commercial heavy vehicles. Utah Truck Automation Pilot: Working with Peloton, and with the support of the Utah Trucking Association, to test truck platooning. The test scope also included examining weather probes. Legislation in Utah was changed to permit pilot testing adding an exception to the state’s following too close law. (Leonard 2015). Virginia Virginia Connected Vehicle Test Beds: During 2012, two test beds were developed, equipped and installed in Virginia. (One of the test beds is located at the Virginia Smart Road in Blacksburg Virginia. The second test bed is located in Fairfax County in Northern Virginia along portions of I‐66, I‐495 and on parallel Routes US 29, US 50 and Gallows Road.) Together, the test beds included over 50 roadside equipment units and utilized a fleet of highly instrumented vehicles, including automobiles, motorcycles, a motor coach and a semi‐truck (I-95 Corridor Coalition 2015). Wyoming ICF/Wyoming Connected Vehicle Pilot Program: This pilot will focus on the efficient and safe movement of freight through the I-80 east-west corridor, which is critical to commercial heavy-duty vehicles moving across the northern portion of our country. This pilot will connect snow plows, trucks, fleet management centers and roadside equipment to provide enhanced advisories both to trucks and personal vehicles en-route, as well before entering the I-80 corridor. The pilot will develop applications that use V2I and V2V connectivity to support a flexible range of services from advisories, roadside alerts, parking notifications and dynamic travel guidance. Approximately 500 vehicles will participate, representing about 5% of annual average daily traffic. Multi-State Ottomotto Autonomous Truck Testing. Various media reports indicate that Ottomotto is operating their fleet of retrofitted Volvo trucks in road tests in states at least including California, Nevada, and Arizona (Ohnsman 2016). Wireless Roadside Inspection (WRI) Research Project: The Federal Motor Carrier Safety Administration is testing a wireless roadside inspection technology in three phases.

CRP Project HR 20-102(03) 78 Phase I was a proof of concept test using commercially available off-the-shelf (COTS) or near-COTS technology to validate the wireless inspection concept. This phase was completed in 2007. Phase II was a pilot test of the safety and inspection technology which involved maturation demonstration, system loading, and back office system integration. This project was completed in 2011. Phase III (described above) is expected to be completed in 2017 (FMCSA 2016). Phase III is currently under way and involves 600 commercial vehicles outfitted with telematics that allow for the wireless transmission of operator hours and credentials to the roadside for inspection. This can eliminate the need to stop for a standard level 3 roadside inspection. There are currently 20 Phase III test sites located along roadways in Kentucky, Tennessee, Mississippi, North Carolina and Georgia. In the long term, the wireless roadside inspection system could include the transmission of data on vehicle systems, that would allow it to cover elements included in the Level I vehicle inspection. Phase III is currently limited to driver operational data. Drivewyze E-inspections Field Test Drivewyze is currently conducting a four-state field test of Level 3 electronic inspections, or “e- inspections.” The technology is being tested in Virginia, Maryland, Delaware and Pennsylvania in cooperation with enforcement departments in those states. Trucks are equipped with electronic logging devices (models available today and capable of transmitting information to roadside) and the Drivewyze PreClear bypass system. The technology can pre-populate almost all of the data elements on the Level 3 form. The inspection officer can walk up to the truck with a mostly filled out inspection form and assess drug and alcohol use and whether the driver is wearing a seat belt. They can then press a button to complete the inspection, greatly increasing the efficiency of the process (Dills 2016c). CV Pooled Fund Study (PFS): The pooled fund study was created in 2009 by a group of state and local transportation agencies and FHWA. The objective was to provide a means to conduct research to enable infrastructure providers to play a leading role in advancing connected vehicle systems. The agencies participating include California DOT, FHWA, Florida DOT, Maricopa County in Arizona, Michigan DOT, Minnesota DOT, New Jersey DOT, New York DOT, Pennsylvania DOT, Texas DOT, Utah DOT, Washington DOT, and Wisconsin DOT, with the Virginia DOT as lead agency. The University of Virginia Center for Transportation Studies provides technical leadership to this initiative. Multi-Modal Intelligent Traffic Signal System (MMITTS): This project was a Pooled Fund study. It used high-fidelity real-time data to predict lane dependent platoon and vehicle flow together with data from freight carrying trucks as well as transit vehicles, pedestrians, and emergency vehicles, to find a system wide optimal control plan. The field tests involved assessing a freight signal priority (FSP) application. A second test involved evaluating a bundled application that included both FSP and transit signal priority. Field testing was conducted in Anthem, AZ and simulations for Virginia were also performed (Ahn et al. 2015). Vehicle to Infrastructure Deployment Coalition. The Vehicle to Infrastructure Deployment Coalition (V2I DC) is an organization that creates a single point of reference for stakeholders to meet and discuss V2I deployment related issues. The American Association of State Transportation Officials (AASHTO), the Institute of Transportation Engineers (ITE), and ITS America collaborate to organize and manage this coalition (National Operations Center of Excellence 2016). Commercial Vehicle Infrastructure Integration: This program, sponsored by the New York State DOT and I-95 Corridor Coalition has the objective of developing and testing CV V2I compliant OBE system including HMI for communication of transportation related information and 5.9 GHz DSRC. Test sites included Greensboro, NC and the Long Island Expressway & Spring Valley Corridor in New York (I-95 Corridor Coalition 2016).