Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors, Volume 2: Model Concept of Operations (2021)

Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

37   Justification for and Nature of Changes is section describes the shortcomings of the current system or situation as portrayed by the group of project stakeholders and sheds light on the motivation for incorporating con- nected vehicle capabilities into their existing systems. is section will bridge the gap between the existing system (Section 3) and the new features being proposed in Section 5. 4.1 Justication of Changes S E C T I O N 4 Note to reader: The deficiencies or limitations presented in this section are based on feedback from project stakeholders. These problems and challenges within the current environment are representative of many rural settings, but they do not represent a comprehensive list of all issues agencies experience in rural corridors. The reader is encouraged to use this information as a starting point, then to tailor/add/delete information based on the specific agency situation. Project stakeholders provided feedback on issues and challenges faced in their rural corridors through participation in a survey, interviews, and a validation webinar. Table 3 provides a summary of survey respondents and discussion from the validation webinar that represents issues of highest criticality and priority. Table B-1 in Appendix B includes a table summarizing the interview feedback. In summary, the key issues and challenges faced by project stakeholders centered around the lack of infrastructure (equipment, communications, and power); heightened need for more probe data (that is timely, accurate, and detailed) to supplement current data sources; and need for cost-eective capabilities that can be integrated into existing systems to support trans- portation management and operational strategies. Integration of connected vehicle infrastructure and applications is believed to be an eective means for addressing many of the issues and challenges in rural corridors. Examples of where connected vehicles can enhance existing systems include the following: • Allow agencies to collect weather-related probe data, which will signicantly increase the number of environmental sensor data points from which to draw weather information. ese increased data sets can signicantly improve operational analyses and the quality of decision support and information dissemination. Additionally, rural agencies will have the ability to directly communicate with vehicle occupants to provide weather-related trac information and warnings to improve safety and mobility.

38 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors T raffic Management • Limited coverage through fixed infrastructure (e.g., traffic detectors). • Connected vehicles and automated vehicles as probes can help with the lack of accurate, specific, and real-time information. • Lack of communications infrastructure. • Limited ability to warn drivers of existing and impending queues. • Rural areas can have rural transit that is not fixed route and act as an on- demand service. This needs to be considered as a need. This can be tied to the steps of providing the transit service. If dispatchers and vehicles/drivers had more information, then there is an opportunity to improve mobility. And this might not necessarily depend on advanced connected vehicle infrastructure; it could be done with traditional solutions. R oad Weather Management • Lack of timely road data/reports may overlap with other challenges. • Lack of situational awareness of localized or rapidly changing road conditions for agencies. • Fixed infrastructure is not enough; probes and other sources (e.g., cameras on snowplows because may not have RWIS) are still needed to have timely data on road conditions everywhere. Work Z one Management • Lack of real-time information on the location and status of work zones. • There is also a lack of accurate information. Agencies need to improve the data they collect/produce. For instance, agencies may talk about lane closure, but not which lane or specific time/location. • Construction contractors could be pushed to provide more information, but not all can do so. • Technology is one component; institutional is another. Incident Management and R esponse • Lack of real-time situational awareness across the network about incidents. • Limited ability to quickly assess the incident situation to provide a coordinated and integrated response for the responder community (e.g., faster detection and notification, pre-staging). • Similar to road weather management, fixed infrastructure is not enough. Need more accurate and wide-area coverage. • The quickness of response is also a challenge and an important aspect of the effectiveness of incident management. • Need to see the different steps of an accident and see what the challenges are—e .g., identifying incidents has different challenges from verifying the incidents. Therefore, while a solution may not be available for all steps, it is still possible to obtain more information on each step through leveraging connected vehicles. R u ral Safety • Motor vehicle incidents at non-signalized intersections, which can result in high severity crashes and roadway departure. • There are rural areas that do not demand a full controlled intersection, but still need some type of control. This is also true of national parks, especially with the presence of bicyclists in national parks, and seasonal tourist spots. • Rail crossing warning is also an issue for rural areas. • Related to incident management, response time for incidents is also an issue especially if the incident happens in a very remote area. F reight Operations • Limitations in communicating emergency truck parking notifications. • It is necessary to provide location information on runaway truck ramps to drivers. It is also important to derive the best ways to obtain data back from the usage of the ramp. • B eing able to detect and prevent potential collisions (with vehicles and infrastructure such as bridge strikes) would be very beneficial. P lanning Challenges • Lack of operating and maintenance funding for these deployments. • Uncertainty in regulation, communication technologies (DSRC versus C- V2X ), business models, benefits of connected vehicles. Table 3. Summary of stakeholder issues and challenges of highest criticality and priority.

Justication for and Nature of Changes 39   • Provide rural agencies with greater access to probe dataset that can enhance their operational capabilities. Connected vehicles also provide rural agencies with greater access to disseminate traveler information on trac conditions and work zones. • Collect an enhanced set of incident data to assist with operational strategies. ese applications will allow users (e.g., driver, non-driver, or vehicle system) to initiate requests for emergency assistance and enable emergency management systems to locate the user, gather information about the incident, and determine the appropriate response. • Improve roadway throughput and reduce crashes using frequently collected and rapidly dis- seminated data drawn from connected vehicles, travelers, and infrastructure. For example, speed harmonization can be used to dynamically adjust and coordinate appropriate vehicle speed in response to downstream congestion, incidents, and weather or road conditions to maximize trac throughput and reduce crashes. • Avoid motor vehicle crashes through the use of V2I safety (wireless exchange of critical safety and operational data between vehicles and highway infrastructure). In addition, connected pedestrian applications oer the potential to enhance the safety of pedestrians at signalized intersections. Finally, V2V safety applications are expected to provide signicant benets in rural areas. • Improve freight operation safety, eciency, and mobility along these corridors. Connected vehicle applications can provide truck drivers with timely, accurate information and can help improve communication and coordination with state/local DOT TMCs and eet operation centers. 4.2 Description of Desired Changes System Integration Issu es • Lack of communications infrastructure to the field (backhaul bandwidth). • It is important to have a clear connected vehicle data dictionary to enable communication and exchange of information. For example, the Work Z one Data Dictionary, while this is not generating connected vehicle data, it enables the consumption of such data. • Need an application programming interface (API) to enable exchange of data. • Need to consider consumers of the data. Work force N eeds • B ig data expertise. • Cybersecurity assessment capabilities. • Some of our existing practices will evolve due to connected vehicles. As such, there is a need for management and training on how to adjust response given the new data. • Look at how Software as a Service (SaaS) and IT as a service will change and how contracts/procurement will change. Look at how support to develop/provide APIs will change. Table 3. (Continued). Note to reader: The user needs described in this section represent the highest priority needs that project stakeholders identified in the survey, expressed during interviews, and articulated during a project validation webinar. They concentrate on the six operating process areas in Section 3. While the list is a valid set of user needs for a rural corridor environment, it is not comprehensive nor exhaustive. Underlying user needs, such as those for augmenting operator interfaces and additional subsystem logging, were not included because these are more specific to each implementing agency. Rural agencies should tailor these needs to ensure they accurately describe capabilities and functions required to address the current challenges of their rural corridors.

40 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors The desired changes (e.g., new or modified capabilities, functions, processes, interfaces, and other changes) address issues and problems identified by stakeholders and are presented as user needs. They represent desired changes the stakeholders have expressed in various venues, meetings, and reports. To be consistent with existing connected vehicle deployments and U.S. DOT-funded projects, the needs are closely drawn from the U.S. DOT’s ARC-IT Service Packages,24 and are consistent with SAE J3067 Surface Vehicle Information Report—Candidate Improvements to Dedicated Short Range Communications (DSRC) Message Set Dictionary [SAE J2735] Using Systems Engineering Methods. Well-written user needs have the following characteristics: • Uniquely Identifiable. Each need shall be uniquely identified (i.e., each need shall be assigned a unique number and title). • Major Desired Capability (MDC). Each need shall express a MDC in the system, regardless of whether the capability exists in the current system or situation or is a gap. • Solution Free. Each need shall be solution free, thus giving designers flexibility and latitude to produce the best feasible solution. • Capture Rationale. Each need shall capture the rationale or intent as to why the capability is needed in the system. The following sections present the user needs for the six major rural connected vehicle groups (see proposed system context diagram): Backoffice, Center, Field, Personnel, Support Environment, and Vehicles. Because agencies will need to tailor specific system-level needs individually, this document provides samples but not details. 4.2.1 Center-Specific User Needs The actors for the Center (C) are as follows: • Rural Agency Systems – Backoffice – Maintenance Management System – Emergency Management/Public Safety System 24 https://local.iteris.com/arc-it/html/servicepackages/servicepackages-areaspsort.html. During the creation of the draft model SyRS, the project team identified system requirements that had no user need to which they could logically be traced. These requirements dealt primarily with physical aspects of the Connected Vehicle Roadside Equipment and OBU. To remedy this gap, the team proposed adding five new user needs. Normally, this would be sent to a configuration control board or whatever mechanism exists within the systems engineering process for change requests for approval before these user needs would be added to the ConOps. This demonstrates the value of creating the traceability matrix, so these gaps can be addressed early when it is easier and cheaper to fix them. This final model ConOps reflects these five new user needs.

Justication for and Nature of Changes 41   B ack office Center- Specific N eeds C0 1 T he B ack office needs the capab ility to collect, aggregate, and fu se near real - time traffic conditions ( e. g. , speeds) . Traffic conditions may be obtained from a variety of sources, including ITS Roadway Equipment (e.g., loop detectors), Other Centers, third-party providers, and from vehicles through Connected Vehicle Roadside Equipment and the Cloud. Connected vehicles will provide probe data through basic safety messages (B SMs) to the B ackoffice that can be aggregated with other traffic data to support traffic management strategies, including but not limited to, traffic signal operations, disseminating information on queue warnings or delays, and disseminating traveler information. C0 2 T he B ack office needs the capab ility to collect, aggregate, and fu se location- specific, accu rate, and near real- time information ab ou t work z ones ( e. g. , redu ced speeds, lanes affected, and delays) . Work zone information may be obtained from the Maintenance Management System, Other Centers, and directly from the field (e.g., smart work zone technology or maintenance and construction crews). Connected Vehicle Roadside Equipment and the Cloud allow vehicles and field crews to share more accurate information about work zones with the B ackoffice. The B ackoffice will use this enhanced work zone data to support work zone management strategies, including disseminating information about work zones, monitoring traffic conditions around work zones, and implementing traffic control strategies including VSLs. C0 3 T he B ack office needs the capab ility to collect, aggregate, and fu se near real- time incident information ( e. g. , location, severity) . Incident information may be collected from Emergency Management/Public Safety Systems, maintenance and construction vehicles (e.g., SSPs), or from Connected Vehicle Roadside Equipment and the Cloud. Connected Vehicle Roadside Equipment and the Cloud allow the B ackoffice to collect near real-time information directly from vehicles through distress notifications (DNs) or mayday alerts. Improved incident data will allow the B ackoffice to reduce incident response times and disseminate accurate, detailed incident information to motorists, Other Centers, and third- party providers. Information may be disseminated to motorists using ITS Roadway Equipment (e.g., DMS) or through connected vehicle equipment (e.g., Connected Vehicle Roadside Equipment or the Cloud). C0 4 T he B ack office needs the capab ility to collect, aggregate, and fu se accu rate, near real- time, and location- specific environmental and road weather data ( e. g. , precipitation, pavement temperatu re, wiper activation) . Environmental and road weather data may be obtained from the Weather Service System, ITS Roadway Equipment (e.g., RWIS), and Connected Vehicle Roadside Equipment, and the Cloud. Connected Vehicle Roadside Equipment and the Cloud offer the B ackoffice the capability to collect weather data directly from connected vehicles. Maintenance and construction vehicles may include additional sensors that collect road weather-related data that can be shared with the B ackoffice, including temperatures, pavement conditions, and other information. B y collecting more accurate weather and environmental data, the B ackoffice will be able to process current and historical data to provide accurate and location-specific road weather advisories and alerts for segments on rural corridors to warn vehicle operators about weather-related road conditions. Table 4. Center-specic user needs. (continued on next page) – Fleet and Freight Management System – Traveler Information System • Other Systems – Other Jurisdiction TMS – Weather Service System – Event Promoters – ird-Party Providers Table 4 lists Center-specic user needs.

42 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors C0 6 T he B ack office needs the capab ility to analyz e and act on traffic conditions ( e. g. , speeds) . Using fused traffic-conditions data, including data collected from Connected Vehicle Roadside Equipment and the Cloud, the B ackoffice will be able to better monitor traffic conditions and implement timely, accurate, and better-informed traffic management strategies, such as traffic signal operations, VSLs, and other strategies to improve traffic flow. Connected Vehicle Roadside Equipment and the Cloud allow the B ackoffice to disseminate information— location of queues, travel times, and variable speeds—d irectly to vehicle operators as well as third-party providers. Center- Specific N eeds C0 7 T he B ack office needs the capab ility to analyz e and act on work z one data ( e. g. , location, lanes affected) . Using fused work zone data, including data collected from Connected Vehicle Roadside Equipment and the Cloud, the B ackoffice will be able to implement timelier, more accurate strategies for work zones, such as reduced speeds, road or lane closures, or delays/detours. Connected Vehicle Roadside Equipment and the Cloud allow the B ackoffice to disseminate information— lane or road closures, reduced speed, traffic conditions around work zone— directly to vehicle operators as well as third-party providers. C0 8 T he B ack office needs the capab ility to analyz e and act on incident information. Using fused incident information data, including data from ITS Roadway Equipment, Connected Vehicle Roadside Equipment, and the Cloud, the B ackoffice will be able to improve incident response strategies, such as the detection, verification, and response to incidents. ITS Roadway Equipment, Connected Vehicle Roadside Equipment, and the Cloud can be used to provide accurate, real-time incident information, detours, and warnings to vehicle operators. In addition, more accurate incident information can be shared with Emergency Management/Public Safety Management Systems to help support coordinated incident response activities. C0 9 T he B ack office needs improved capab ility to analyz e and act on accu rate, timely, and location- specific environmental and road weather data ( e. g. , temperatu re, wiper statu s) . Using fused environmental and road weather data, including data from ITS Roadway Equipment, Connected Vehicle Roadside Equipment, and the Cloud, the B ackoffice will be able to process current and historical data to provide accurate and location-specific road weather advisories and alerts for segments on rural corridors. ITS Roadway Equipment will disseminate information to provide more accurate, real-time environmental and weather notifications through devices such as DMS and highway advisory radio. Connected Vehicle Roadside Equipment and the Cloud will disseminate information directly to vehicle operators, third-party providers, and Other Centers. C1 0 T he B ack office needs improved capab ility to analyz e and act on information ab ou t freight- related events ( e. g. , ru naway tru ck , b ridge hit event) . Using fused freight- related events data, including data from Connected Vehicle Roadside Equipment and the Cloud, the B ackoffice will be able to analyze and disseminate notification of runaway truck ramp use to include ramp location, severity and type of incident, and infrastructure damage, such as bridge hits, to support timely incident and maintenance response. C1 1 T he B ack office needs improved capab ility to provide infrastru ctu re information to commercial vehicle operators ( e. g. , steep grade information, b ridge height information, cu rve warnings, tru ck park ing) . Connected Vehicle Roadside Equipment and the Cloud will allow the B ackoffice to provide information directly to commercial vehicles about the location of steep grades, low bridge heights, curve warnings, truck parking, and other information that can be used to improve commercial vehicle safety. B y having this information in advance, commercial vehicle operators can increase safety. C0 5 T he B ack office needs the capab ility to collect, aggregate, and fu se information ab ou t freight- related events ( e. g. , ru naway tru ck , b ridge hit, etc. ) . Freight-related events may be obtained from Connected Vehicle Roadside Equipment, the Cloud, Other Centers, and third-party providers. Connected Vehicle Roadside Equipment and the Cloud offer the B ackoffice the capability to collect notification of runaway truck ramp use or if a truck hits a bridge. This allows the B ackoffice to collect data on ramp location, severity, and type of incident as well as support maintenance response. B y collecting freight-related event data, the B ackoffice will be able to analyze and disseminate notification of runaway truck ramp use (or a bridge hit) to support timely incident and maintenance response. Table 4. (Continued).

Justication for and Nature of Changes 43   C1 3 T he Data Storage Sy stem needs to provide an interface for configuring and controlling how data is stored. D ata storage is necessary for data analysis and archive purposes. The collected data would include traffic-conditions, work zone, incident, and weather data. Center-Specific N eeds M aintenance M anagement Sy stem C1 4 T he M aintenance M anagement Sy stem needs to b e ab le to receive road condition data (e. g. , incident, road weather, freight-related information, wildlife detection). D ata may be obtained from a variety of sources, including the Backoffice, third-party service providers, and other systems. By collecting, aggregating, and fusing road condition data, the Maintenance Management System will be able to support maintenance and construction activities, creation of maintenance and construction plans, and deployment of SSPs (e.g., snowplows and other eq uipment for road weather). Mobile data from eq uipped fleets is needed to enhance maintenance decisionmaking, including determining spot- specific concerns, timing of crew call-ups, treatment strategies based on reported road weather and traffic conditions. C1 5 T he M aintenance M anagement Sy stem needs capab ility to provide accurate and timely data (e. g. , construction/ work z one, road weather data) to the B ack office. By collecting, aggregating, and fusing information, the Backoffice will be able to analyze and act on maintenance and work zone information to support traffic management strategies and disseminate information to Other C enters, third-party providers, and vehicle operators. T raveler I nformation Sy stem C1 6 T raveler I nformation Sy stem needs the capab ility to receive fused data and information from the B ack office. I nformation about road and traffic conditions (e.g., speeds, weather, incidents) in the work zone will allow the Traveler I nformation System to communicate this information to the agency traveler information website and 5 1 1 system, I TS Roadway Eq uipment (e.g., D MS, H AR), and Other Ju risdiction TMSs. Because of a lack of alternate routes, messages may need to be sent farther out or greater distances than normal so that travelers can make appropriate route choices. C1 7 T raveler I nformation Sy stem needs the capab ility to provide accurate and timely data and information (e. g. , alerts, advisories) to the B ack office. Traveler information may be obtained from Other Ju risdiction TMSs and travelers via crowdsourcing, for example. Providing traveler information data to the Backoffice supports accurate and timely information dissemination. E mergency M anagement/ P ub lic Safety Sy stem C1 8 T he E mergency M anagement/ P ub lic Safety Sy stem needs the capab ility to receive fused traffic-conditions data (e. g. , incident, road weather, freight-related events, and wildlife detection). D ata may be obtained from a variety of sources, including the Backoffice, which collects data from I TS Roadway Eq uipment, C onnected V ehicle Roadside Eq uipment, and the C loud. C onnected V ehicle Roadside Eq uipment and the C loud will provide traffic conditions, D N s, and mayday alerts to the Backoffice that can be shared with the Emergency Management/Public Safety System. The ability of vehicles to report locations under duress can greatly enable faster incident verification. C1 9 T he E mergency M anagement/ P ub lic Safety Sy stem needs the capab ility to provide incident information data to the B ack office (e. g. , location, severity , ty pes of vehicles involved). By sharing incident information with the Backoffice, the Backoffice system can disseminate enhanced incident information (e.g., situational awareness) to vehicles about traffic management strategies and detours associated with incidents. C onnected V ehicle Roadside Eq uipment and the C loud allow the Backoffice to disseminate information directly to vehicle operators. D ata can also be shared with third-party providers. C1 2 T he Data Storage Sy stem needs to b e ab le to store data collected from the Connected V ehicle Sy stem, other sy stems, and field devices. D ata storage is necessary for data analysis and archive purposes. The collected data would include traffic- conditions, work zone, incident, and weather data. Table 4. (Continued). (continued on next page)

44 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors C2 6 T hird- party providers need to provide traffic data to the B ack office. Traffic-conditions, incident, work zone, and other event data from third-party providers may be obtained from third-party service providers, such as Waze, INRIX , HERE, and other service providers of traffic conditions. This will allow the B ackoffice to fuse that data with data from the Connected Vehicle Roadside Equipment, center, and other systems, and ITS Roadway Equipment to provide better situational awareness (e.g., accurate, timely travel conditions) on the rural corridor. Center- Specific N eeds Other J u risdiction T MS C2 0 Other J u risdiction T MSs need the capab ility to receive fu sed data and information ( e. g. , road or lanes closu re, adverse weather, seasonal events) from the B ack office. Traffic, incident, weather, and work zone data from the B ackoffice will allow Other Ju risdiction TMSs to be better informed about traffic and road conditions in the surrounding area, particularly rural areas with limited detection and monitoring capabilities. C2 1 Other J u risdiction T MSs need capab ility to provide accu rate and timely data and information to the B ack office, especially as it relates to closu res, adverse weather, seasonal events, and tou rist locations for ru ral areas with limited situ ational awareness. If the Other J urisdiction TMS can ingest and process enhanced data from vehicles through Connected Vehicle Roadside Equipment and the Cloud, this will allow the B ackoffice to report accurate and near real-time traffic flow and incident information to VRUs and vehicle operators. As a result of limited routes and possible long distances between detours and other routes, specific information can be provided directly to vehicle operators in targeted rural areas to support timely decisionmaking, such as changing travel plans to minimize delays or selecting alternate routes while an option is still available. Weather Service System C2 2 T he Weather Service System needs the capab ility to provide accu rate and timely data and information ( e. g. , air temperatu re, hu midity, precipitation, visib ility) ab ou t areas prone to fast- changing conditions su ch as fog, whiteou ts, and sandstorms to the B ack office. Weather data may be obtained from a variety of sources available to the Weather Service System. Providing weather data and information to the B ackoffice supports accurate and timely forecasts for specific rural corridor segments subject to volatile weather. F leet and F reight Management System C2 3 F leet and F reight Management System needs the capab ility to receive data and information fu sed from the B ack office. Information about work zones, road and traffic conditions (e.g., speeds, weather, incidents), static and dynamic route restrictions that could be due to maintenance or construction (e.g., lowered bridge height), location of steep grades and associated runaway truck ramps, and truck parking will allow the Fleet and Freight Management System to have better situational awareness for decisionmaking. The Fleet and Freight Management System can then communicate this information to their fleets and partners to optimize performance. Event P romoters C2 4 Event promoters need to provide event information ( e. g. , date, time, estimated du ration, location, and any other information pertinent to traffic movement in the su rrou nding area) to the B ack office. Event and activity data may be obtained from various sources available to the event promoters. Providing event information to the B ackoffice supports timely and more accurate situational awareness on the rural corridor for special events and during high tourist seasons. T hird- P arty P roviders C2 5 T hird- party providers need the capab ility to receive traffic and travel conditions from the B ack office system. Accurate and timely information about travel conditions, such as delays, detours and routing around incident, special events, or work zones will allow third- party providers to have better situational awareness. This information can be provided directly to VRUs and vehicle operators. Table 4. (Continued).

Justication for and Nature of Changes 45   4.2.2 Field-Specic User Needs e actor for the Field (F) is ITS Roadway Equipment. Table 5 lists Field-specic user needs. 4.2.3 Agency-Personnel-Specic User Needs e actors for the Agency Personnel (AP) are Rural Agency Personnel. (Note some of the Rural Agency Personnel needs are embedded in the Center needs.) Table 6 lists Agency- Personnel-specic user needs. F ield- Specific N eeds IT S R oadway Eq u ipment F 0 1 IT S R oadway Eq u ipment needs to receive traffic monitoring data ( e. g. , preemption, priority signal) from the B ack office and connected vehicles. Connected vehicles will provide probe data through B SMs that can be aggregated with other traffic data. B y collecting, aggregating, and fusing data, the B ackoffice system will be able to provide better safety notifications, traffic management strategies, and mobility. F 0 2 IT S R oadway Eq u ipment needs to provide an interface for B ack office to gather traffic and environmental data ( e. g. , signal phase, road condition) . B y collecting, aggregating, and fusing data from the ITS Roadway Equipment, the B ackoffice system will be able to provide better safety notifications, traffic management strategies, and mobility to rural agencies. F 0 3 Connected Vehicle R oadside Eq u ipment needs to have infrastru ctu re elements availab le to su pport power and network connections to the device. Connected Vehicle Roadside Equipment needs to be mounted and have the proper power and network connections available to function effectively. Table 5. Field-specic user needs. Agency- P ersonnel- Specific N eeds R u ral Agency P ersonnel AP 0 1 R u ral Agency P ersonnel need the capab ility to receive accu rate, timely, and location- specific information to su pport operation and management of the ru ral corridor ( e. g. , plan incident response q u ick er, implement traffic management strategies, set u p geofencing for work z ones). Enhanced data and information AP 0 2 R u ral Agency P ersonnel need the capab ility to analyz e, control, and configu re data and information. Enhanced information from the B ackoffice system may include data about traffic and travel conditions along a rural corridor may be obtained from Connected Vehicle Roadside Equipment, center, other systems, and the field, then aggregated and fused by the B ackoffice. This will allow the Rural Agency Personnel to provide better situational awareness of traffic and travel conditions (e.g., incidents involving vehicles and/or infrastructure, work zones) for decisionmaking and to optimize corridor operations and management. obtained from Connected Vehicle Roadside Equipment (e.g., integrated mobile observation, vehicle probe data, the Cloud, Other Centers, and ITS Roadway Equipment). With enhanced information such as types of vehicles involved in an incident, specific lanes closed, and delays at work zones, Rural Agency Personnel will be better equipped to provide recommended traffic management actions (e.g., route diversions/detours, coordination with Other J urisdiction TMSs), implement event response management, and support analysis. Table 6. Agency-Personnel-specic user needs.

46 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors Su pport- Environment- Specific N eeds Secu rity N eeds SE0 1 T he B ack office needs to provide mechanisms for secu ring transportation systems commu nications b etween devices. Devices need to be able to trust communications from other devices and secure communications provide that trust. SE0 2 T he B ack office needs to provide interfaces for secu ring Connected Vehicle commu nications. Connected Vehicle devices need to be able to replenish their security certificates for secure, trusted Connected Vehicle communications. SE0 3 Onb oard U nits need to b e ab le to connect to a Secu re Credential Management System ( SCMS) to replenish their secu rity certificates, u pdate their certificate revocation lists ( CR L) , and report misb ehavior. Connecting to the SCMS is crucial to maintaining trusted communications with other connected vehicle devices. SE0 3 . 0 1 OB U s need to provide secu rity mechanisms to protect data stored, generated, and transmitted b y the device. The OB U needs to have adequate security protections beyond SCMS connectivity, to ensure trusted communications and operation. SE0 4 R oadside U nits need to b e ab le to connect to a SCMS to replenish their secu rity certificates, u pdate their CR Ls, and report misb ehavior. Connecting to the SCMS is crucial to maintaining trusted communications with other connected vehicle devices. SE0 4 . 0 1 Connected Vehicle R oadside Eq u ipment needs to provide secu rity mechanisms to protect data stored, generated, and transmitted b y the device. The Connected Vehicle Roadside Equipment needs to have adequate security protections beyond SCMS connectivity, to ensure trusted communications and operation. P ositioning and T iming Systems SE0 5 T he P ositioning and T iming Systems need to provide an ex ternal time sou rce the Connected Vehicle System u ses as the b asis for time. Without a consistent and standard source for positioning and timing, connected vehicles will not function correctly and safely. SE0 6 T he P ositioning and T iming Systems need to provide a common geographic reference for Connected Vehicle System devices. Without a consistent standard for geographic reference, connected vehicles will not function correctly or safely. Table 7. Support-Environment-specic user needs. 4.2.4 Support-Environment-Specic User Needs e actors for the Support Environment (SE) are as follows: • SCMS • Positioning and Timing System Table 7 lists Support-Environment-specic user needs. 4.2.5 Vehicle-Specic User Needs e actors for the Vehicle (V) are as follows: • Basic Vehicle • Commercial Vehicle • Public Safety Vehicle • Maintenance and Construction Vehicle • Vulnerable Road User Table 8 lists vehicle-specic user needs.

Justication for and Nature of Changes 47   All Vehicles V0 1 OB U s need to provide an interface to gather situ ational data ( e. g. , OB D- II, CAN b u s) from a vehicle. This situational data is used to populate connected vehicle messages, such as B SM Part 1 and Part 2, and DN. V0 2 OB U s need to access positioning and timing data to popu late connected vehicle messages. Accurate positioning and timing information is an important element of many connected vehicle messages. V0 3 OB U s need to provide the ab ility to su pport additional privileges for special - u se vehicles, su ch as emergency/ pu b lic safety vehicles and maintenance/ constru ction vehicles. These vehicles may use special interfaces or privileges, such as traffic signal preemption. V0 4 Onb oard U nits ( OB U s) need to b e ab le to b roadcast messages in accordance with connected vehicle standards ( SAE J 2 7 3 5 ) . The use of standardized connected vehicle messages ensures interoperability with other connected vehicle deployments. V0 5 Onb oard U nits ( Device) need enhanced information ab ou t locations and events where they cou ld intersect with shared u se of the transportation network b y motoriz ed and non- motoriz ed transportation modes. Having enhanced information about motorized and non-motorized modes will support greater driver awareness of surroundings thereby increasing safety and mobility. V0 6 Onb oard U nits ( Devices) need to b e ab le to collect data from IT S R oadway Eq u ipment ab ou t VR U s that are sharing the roadway with the vehicle. VRUs may be present at signalized and non-signalized intersections, at seasonal tourist locations, national parks, or special events along rural corridors. V0 7 Onb oard U nits ( Devices) need to b e ab le to warn travelers and vehicle operators of the presence of VR U s. VRUs may be present at signalized and non-signalized intersections at seasonal tourist locations, national parks, or special events along rural corridors. V0 8 VR U s need enhanced information ab ou t locations and events where they cou ld intersect with shared u se of the transportation network b y motoriz ed and non- motoriz ed transportation modes. VRUs will be sharing roadways with vehicles and other users. V0 9 OB U s need to have physical mou nting locations and ports to su pport power and network connections to the device. Vehicles need to have the proper ports, mounting, and power options for the OB U to be able to function properly. Table 8. Vehicle-specic user needs. 4.2.6 System-Level (SL) User Needs rough the process of identifying user needs, agencies will want to identify what the project stakeholders want from the intended system. ese are SL needs that include environmental and foundational desired capabilities—oen referred to as the “ilities” (e.g., reliability, availability). As such, some sample system needs are listed in Table 9. 4.3 Priorities Among Changes Note to reader: Priorities should be determined by the agency responsible for implementing the new changes or features using the classification scheme presented in this section. The project team that developed this model ConOps is not affiliated with any of the project stakeholders; therefore, the team did not attempt prioritization.

48 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors SL0 1 T he B ack office system needs to protect itself from u nau thoriz ed access b y ex ternal sou rces or entities. This protection addresses both cyberattacks from external sources and unauthorized entry by outside individuals to sensitive operations areas. This includes field, center, vehicle, third-party, and connected vehicle support environments. SL0 2 T he B ack office system needs to protect itself from u nau thoriz ed access b y internal sou rces or entities. This protection addresses cyber attempts to gain access to the B ackoffice and roadside equipment resources, and unauthorized entry by inside individuals to sensitive operations areas. SL0 3 T he B ack office system needs to b e interoperab le among other regional and national connected vehicle systems. This includes using interoperable certificates for signing/validating messages and interoperable wireless communications. Interoperability supports seamless operation, exchange of data, and information sharing. SL0 4 T he B ack office system needs to b e operational 2 4 hou rs a day 3 6 5 days a year. Connected vehicle capabilities need to be consistent with the needs of the deploying agency. SL0 5 T he B ack office system needs to b e capab le of b eing modified to increase its storage or fu nctional capacity ( e. g. , the connected vehicle system shall allow for more devices and more device types to b e added than are originally deployed) . Incorporating connected vehicle technologies and infrastructure will increase the processing demands on and storage capabilities of the system. SL0 6 T he B ack office system needs to b e easily modifiab le to correct fau lts, improve performance or other attrib u tes, or adapt to a changing environment. New connected vehicle capabilities added to the existing system should be maintainable and keep within the constraints of the deploying rural agency. SL0 7 T he B ack office system needs to consistently perform its req u ired fu nctions u nder stated conditions 2 4 hou rs a day 3 6 5 days a year. Operators, administrators, and other users need reliable connected vehicle features and capabilities. SL0 8 T he B ack office system needs to b e easily modifiab le for u se in applications or environments other than those for which it was specifically designed. B e mindful of future features and needs identified by stakeholders, so they can be added with maximum flexibility. SL0 9 T he B ack office system needs to have intu itive, simple interfaces that allow drivers, administrators, and R u ral Agency P ersonnel and other staff to operate, prepare inpu t for, and interpret the ou tpu t of the system. Usable interfaces will ensure maximum use and efficiency by system users. SL1 0 Connected Vehicle devices need to b e ab le to b e configu red remotely b y au thoriz ed personnel. Connected vehicle devices run applications that can be configured remotely to best suit the environment in which they operate. Those configurations should only be able to be made by authorized individuals. Table 9. System-level user needs. Although project stakeholders identied needs and challenges considered most critical and of highest priority (see Section 4.1), determining priority among the changes is best le to the implementing agency. Each user need should be classied as essential, desirable, or optional. (a) Essential needs. Needs that shall be provided by the new or modied system. (b) Desirable needs. Needs that should be provided by the new or modied system. (c) Optional needs. Needs that might be provided by the new or modied system. For any connected vehicle deployment, rural or urban, to be successful, the underlying enabling technologies and critical crosscutting elements—security/SCMS, Positioning and Timing System, and interoperability—and their associated successful practices should be considered as essential. Without these three enabling technologies, the deployed connected vehicle capabilities would be compromised.

Justication for and Nature of Changes 49   • A security system is needed to ensure that users can trust the validity of information received from other system users. e SCMS is a proof-of-concept (POC) message security solution for V2V and V2I communication. It uses a Public Key Infrastructure (PKI)-based approach that employs highly innovative methods of encryption and certicate management to facili- tate trusted communication. • Accurate positioning and coordinated timing information are paramount to the safe and correct functioning of connected vehicles. A Positioning and Timing System is required for accurate information transmittal from vehicles in the BSM as well as to support security requirements. • Interoperability ensures that drivers using connected vehicle applications have a safe, consis- tent experience as they travel from state to state and jurisdiction to jurisdiction. By adhering to key connected vehicle interfaces and standards, vehicles from one manufacturer can communicate with vehicles from another manufacturer and to any vendor-supplied con- nected infrastructure. In addition, recognition of common interfaces and data approaches used for eld infrastructure to enable V2I safety, mobility, and eciency applications is not only an important element of interoperability but behooves deployers to leverage research that has been prototyped and tested. 4.4 Changes Considered but Not Included Note to reader: The needs and features considered but not included in this model ConOps are based on the project stakeholder survey, interviews, and project confirmation webinar feedback. These are the needs that were rated low to medium priority. It is important to document needs and features, even those not selected. If a rural agency’s priorities change and/or additional funding becomes available, the high-priority list can be updated easily. is section presents the needs and features, applications, and use cases that were considered yet not included in the model ConOps. e primary reason for not including them was they were rated as medium to lower priority. Needs considered with a brief justication of why they were not included are presented. • V2V Applications. V2V applications are not discussed because they will likely be imple- mented by automotive original equipment manufacturers (OEMs). • Rural Mobility (Transit). Rural areas can have rural transit that is not xed route that acts as an on-demand service. ese on-demand services and better routing of transit vehicles are desirable and support the needs of the rural community. However, project stakeholders did not indicate rural transit as high/critical priority. Increased eciency and throughput to include methods for transit signal priority and emergency vehicle preemption, while a key need in urban areas, were not motivators for the project stakeholders. However, stakeholders noted the most critical issues aecting rural mobility are lack of communication infrastructure and the limited ability to warn drivers of existing and impending queues. • Rail Crossings. Rail crossing warning is an issue for rural areas; however, it is not always a top priority or prevalent enough to warrant addressing in this model ConOps. It should be noted that addressing roadway-rail crossings will involve agency and rail owner collaboration. • Signalized Intersections or Crossroads. Around one-third of project stakeholders respond- ing to the survey indicated incidents at signalized intersections were high critically; however,

50 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors half of the respondents rated non-signalized intersections as highly critical. ere are rural areas that do not demand a full controlled intersection but still need some type of control. is also applies to national parks, especially with the presence of bicyclists in the parks, and other seasonal tourist spots. • Truck Parking. Survey respondents indicated that limitations in communicating emer- gency truck parking notications were of critical importance. Yet, other truck-related issues, such as bridge strikes and use of runaway truck ramps, came up in multiple discussions. As a result, these were also included in the needs and use cases. • Truck Platooning. Truck platooning was initially thought to be of interest and a possible issue to operators and maintainers of rural corridors; however, stakeholder feedback did not support its inclusion. Corporations/ird-Party Logistics (3PL)/freight carriers are the decisionmakers. Roles for a rural agency are likely limited to awareness and coordination with state agency for compliance with regulations/state law. 4.5 Assumptions and Constraints is section describes any assumptions or constraints applicable to developing capabilities within the system. e focus is on those assumptions or constraints that would impact the design of any part of the system. ese assumptions and constraints include standards, rules, regulations, or processes with which the transportation system must comply. An example of an assumption applicable to most connected vehicle programs would include the following: • Connected vehicle devices (both OBU and RSUs) outside the state/local transportation agencies’ control will comply with the key connected vehicle standards, such as SAE J2735, the SAE J2945/X family of standards, and the IEEE 1609 family of standards. Examples of constraints that may apply to rural transportation agencies include the following: • Communications backhaul networks may be controlled by a separate state agency. e transportation system is limited to these communications protocols/bandwidth constraints, and so forth. A link or reference to the applicable state communications network policies would be appropriate as well. • Parts of the transportation system border or overlap with national parks, tribal lands, and so forth, and require approvals and environmental impact studies before new infrastructure or connected vehicle devices can be installed in those areas. • ITS Infrastructure equipment is compliant with National Transportation Communications for ITS Protocol (NTCIP) dened standards and those devices or entities interfacing with infrastructure equipment must utilize these standardized interfaces.