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

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51   Concepts for the Proposed System is section describes the proposed connected vehicle system for a rural corridor. e proposed system described is intended to serve as a model that agencies can customize to meet their specic needs. e proposed system is based on the desired changes or user needs specied in Section 4 of the ConOps. e proposed system is described in a high-level manner, indicating the operational features that are to be provided without specifying design details. 5.1 Background and Scope is section provides background information relevant to the new or modied system. Back- ground information may include a site map detailing the various connected vehicle devices and areas of interest. It should be noted that information about specic type, number, and place- ment of connected vehicle devices might not be available at this stage, because they might be nalized through planning activities in early phases. In addition to providing the background for the proposed system, this section provides a summary of the motivation/objectives for deploying connected vehicles. While each rural corridor may have unique objectives, deploying connected vehicle systems tends to have opera- tional objectives that are based on enabling new capabilities for the agency. At its core, these objectives can be summarized as follows: • Collect new data from connected vehicles. e deployment of connected vehicles can allow the agencies to collect more robust and granular data, reducing the latency and increasing the coverage of road condition reports. • Disseminate data to connected vehicles. Direct and constant communication with vehicles and drivers through advisories can support mobility and safety-oriented strategies, such as speed management, detours, parking, and presence of maintenance and emergency vehicles. • Improve accuracy of data disseminated to all travelers. Non-connected vehicle drivers will benet from receiving more accurate information through more traditional modes of communication (e.g., 511, mobile apps, and DMS). • Improve agency decision support capabilities. When fused with other data, connected vehicle data will enable agencies to improve their decision support capabilities. More granular data is expected to improve decisionmaking for operating the transportation system. More timely and accurate data can also be shared with other agencies (e.g., adjacent TMCs, emer- gency responders, third-party service providers, etc.) to improve trac operations, incident response, and traveler information capabilities. In some cases, agencies may develop new connected vehicle applications, or improve exist- ing ones, to address challenges specic to their region that are not fully addressed by existing applications. S E C T I O N 5

52 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors 5.2 Description of the Proposed System Connected vehicles will enable vehicles, roads and other infrastructure, and smartphones to communicate and share vital transportation information through advanced wireless commu- nication technology. In the future, vehicles on the road will be using some wireless technology and Global Positioning System (GPS) to attain 360-degree awareness of nearby vehicles. is equipment will continually transmit position, direction, and speed, as well as other information, to other vehicles. is technology will also empower vehicles to “talk” to equipment installed along the road and other infrastructure, such as trac signals. Connected vehicles can address some of the biggest challenges in the surface transportation industry—including challenges in the areas of safety, mobility, and environment. Safety appli- cations center on the BSM, a packet of data that contains information about vehicle position, heading, speed, and other information relating to a vehicle’s state and predicted path. Mobility applications will be “opt-in” applications where the traveler decides which, if any, of the appli- cations to use. A key enabler to connected vehicles is wireless communication, which allows a vehicle to communicate with other vehicles, roadside equipment, and/or pedestrians and bicyclists. e underlying assumption for connected vehicle communications is the direct communication between devices used in the communications chain without the involvement of network infra- structure, such as access points or base stations. Two classes of devices exist in a connected vehicle ecosystem—OBUs, located on or within vehicles, and RSUs, deployed in stationary locations near roadway facilities. An RSU is a wire- less communications transceiver that is mounted along a roadway. RSUs broadcast data to OBUs or exchange data with OBUs in their communications zone. OBUs are devices located in vehicles to collect data from the vehicle and/or provide an interface through which ITS services (e.g., travel information and warnings) can be provided to the driver. RSUs also provide channel assignments and operating instructions to OBUs in their communications zone, when required. RSUs prepare and transmit messages to the vehicles and receive messages from the vehicles to support the V2I applications. e underlying set of general communications paths includes (a) V2V, (b) V2I, and (c) V2X communications as shown in Figure 16. To function safely, a connected vehicle needs to ensure the trustworthiness of communications between vehicles. e source of each message needs to be trusted, and message content needs to be protected from outside interference. Considering these stringent requirements, in a wire- less environment with sometimes harsh radio conditions—including multipath interference limitations—connected vehicles must support high-speed, low-latency wireless communica- tions. In addition, the location accuracy for devices is required for several of these applications to work. SCMS is a critical component of a connected vehicle environment, serving as a message security solution for V2X. It uses a PKI-based approach that employs specialized methods of encryption and certicate management optimized for anonymization to facilitate trusted communication. V2X devices enroll into the SCMS aer completing device certication pro- cesses that validate the devices as trusted players in the system; obtain security certicates from certicate authorities (CAs); and attach those certicates to their transmitted messages as part of a digital signature. Authorized system participants use digital certicates issued by the SCMS to authenticate and validate the safety and mobility messages that form the foun- dation for connected vehicle technologies. e SCMS also plays a key function in protecting the content of each message by identifying and removing misbehaving devices, while still maintaining privacy.

Concepts for the Proposed System 53   e proposed system builds on the capabilities described in Section 3 for the current system. It is expected that these new connected vehicle capabilities will be integrated with existing ITS systems, adding the ability to collect more granular and timely information directly from vehicles and to disseminate warnings, advisories, and other messages directly to vehicles rather than posting messages on DMS and more conventional ITS devices. Figure 17 provides a sample context diagram that showcases the actors and components of the proposed system. e context diagram shows the system components and interconnection among these components and external interfaces for a typical rural agency to enable connected vehicle deployment. e white boxes in this context diagram are the actors. e Backoce in the center of the gure represents the Backoce system with the addition of connected vehicle infrastructure and components that a rural agency would use to operate and manage the transportation system. e connected vehicle ecosystem includes the Connected Vehicle Roadside Equipment (e.g., RSUs) and communication system between the RSUs and OBU (V2I) and OBUs to OBUs (V2V). In some rural cases, the OBUs are also connected to the Backoce via satellite because RSU deployments may be cost-prohibitive throughout the agency’s area of operations. e Backoce represents the agency’s TMS. e TMS may be located at a TMC or may simply be a workstation in a rural agency’s oces. e Backoce has several functions (depicted as ovals in Figure 17). It collects data from multiple sources, including Other Centers, third-party service providers, ITS Roadway Equipment (e.g., trac detectors, environmental sensors, etc.), and connected vehicle infrastructure, connected eets, and VRUs via the Cloud connection and RSUs. Data collected from connected vehicles includes probe data originating from BSMs that transmit data at a rate of 10 Hz and includes location, speed, and other trajectory information. Other data may be collected as well. For example, agency eet vehicles, such as maintenance and construction vehicles, may be augmented with equipment beyond basic AVL to support near real-time traction data and atmospheric and roadway current conditions data collection and transmission to the Backoce. (Source: Noblis 2020.) Figure 16. Connected and automated vehicles communications modes.

54 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors Once collected, the data is fused, allowing systems to gain more insights into how the rural corridor is operating. For more sophisticated systems, decision support systems (DSS) may leverage the fused data to determine response plans. e Backoce also monitors and controls ITS Roadway Equipment located along the roadway as well as new Connected Vehicle Roadside Equipment. e Backoce will store the data it collects and oen the actions taken by agency personnel interacting with the TMS. e Backoce also plays a critical role in disseminating information. Information dis- semination may take various forms. Information may be shared with Other Centers (denoted in the box on the far le of Figure 17) and with third-party service providers. ese centers and third-party service providers may in turn disseminate the information to travelers and vehicles through smartphone apps, in-vehicle navigation systems, 511 systems, and websites. With the addition of connected vehicles, the Backoce exchanges data with vehicles with rich capa- bilities and improved performance over the current system described in Section 3. In addi- tion, the Backoce can send information in near real time to the connected vehicle eet about closures, truck parking, current and forecast weather conditions, blow-over risk for light high-prole vehicles, and work zone information. As depicted in Figure 17, there will be new actors that are necessary parts of a rural connected vehicle deployment. A short description of each actor, their responsibilities, and their inter- action with the system is provided. For ITS Roadway Equipment and VRU actors that are part of the current system, the changes to their responsibilities and their interaction with the system are provided as well. To be consistent with prior connected vehicle projects and U.S. DOT-funded projects, the denitions are closely drawn from the U.S. DOT’s ARC-IT Physical Objects (https://local.iteris.com/arc-it/html/physobjects/physobjects.html) and are consistent with SAE J3067 Surface Vehicle Information Report—Candidate Improvements to Dedicated (Source: Noblis 2020.) Figure 17. Context diagram for the proposed system.

Concepts for the Proposed System 55   Short Range Communications (DSRC) Message Set Dictionary [SAE J2735] Using Systems Engineering Methods. It is important to note that some actors might not change signicantly from their current situation, dened in Section 3.3 and Appendix A. However, new actors need to be added to correctly dene the connected vehicle system (or system of interest)—as shown in Table 10. e following sections describe specic processes and strategies for how a rural agency can augment operations in a connected vehicle environment. e changes in the following areas are discussed: • Trac Management • Work Zone Management • Road Weather Management • Incident Response and Management • Rural Safety Strategies • Freight Operations CON N ECT ED VEH ICLE SY ST EM ( SY ST EM OF IN T ER EST ) R u ral Connected Vehicle Actor Definition B ack office Connected Vehicle System B ackoffice Connected Vehicle System is responsible for the B ackoffice functionality of the connected vehicle system. Key functionality includes collecting, disseminating, and managing connected vehicle devices and data exchanges. The B ackoffice Connected Vehicle System may be included as a subsystem within a rural agency’ s existing TMS or be its system. IT S R oadway ITS Roadway Equipment represents new ITS equipment that may be deployed Eq u ipment by rural agencies to augment connected vehicle deployments. For example, ITS equipment may be deployed along with connected vehicle field devices (e.g., RSUs) on and along the roadway that it monitors and controls to collect weather-related data. Data collected from these sensors could in turn feed information to the RSU for broadcasting alerts to equipped vehicles. Potential ITS Roadway Equipment that agencies may deploy in support of connected vehicle deployments include pedestrian/cyclist detectors (camera/LiDAR), animal detection systems, and other field devices that may be used to detect the presence of objects. This actor may also include environmental sensors deployed along with connected vehicle infrastructure that collect and disseminate information about environmental conditions (e.g., fog, flooding, etc.). Connected Vehicle R oadside Eq u ipment Connected Vehicle Roadside Equipment represents the connected vehicle roadside devices that are used to send messages to, and receive messages from, nearby vehicles using DSRC or other alternative wireless communications technologies (e.g., C-V2X ). Communications with adjacent field equipment and B ackoffice centers that monitor and control the RSU are also supported. This device operates from a fixed position and may be permanently deployed or be a portable device that is located temporarily in the vicinity of a traffic incident, road construction, or a special event. It includes a processor, data storage, and communications capabilities that support secure communications with passing vehicles, other field equipment, and centers. Clou d The Cloud serves as a mechanism for rural agencies to store and communicate information that can be accessed by PIDs and OB Us. For example, a rural agency may upload SPaT and MAP information to the Cloud that OB Us can access and download. Information disseminated through the Cloud would typically not have the same latency requirement to support active safety applications. Table 10. New actors of the proposed system. (continued on next page)

56 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors B asic Vehicle OB U B asic vehicle OB U is onboard equipment that provides the vehicle-based sensory, processing, storage, and communications functions that support efficient, safe, and convenient travel. The basic vehicle OB U includes general capabilities that apply to passenger cars, trucks, and motorcycles. Many of these capabilities apply to all vehicle types, including personal vehicles, commercial vehicles, emergency vehicles, transit vehicles, and maintenance vehicles. The basic vehicle OB U includes the common interfaces and functions that apply to all motorized vehicles. The radio(s) supporting V2V and V2I communications are a key component of the basic vehicle OB U. B oth one-way and two-way communications options support a spectrum of information services from basic broadcast to advanced personalized information services. Route guidance capabilities assist in formulation of an optimal route and step- by-step guidance along the travel route. Advanced sensors, processors, enhanced driver interfaces, and actuators complement the driver information services so that, in addition to making informed mode and route selections, the driver travels these routes more safely and consistently. The OB U could support all six levels of driving automation as defined in SAE J3 0 1 6 . Initial collision avoidance functions provide “ vigilant co-pilot” driver warning capabilities. More advanced functions assume limited control of the vehicle to maintain lane position and safe headways. In the most advanced implementations, the OB U supports full automation of all aspects of the driving task, aided by communications with other vehicles in the vicinity and in coordination with supporting infrastructure subsystems. Commercial Vehicle OB U Commercial vehicle OB U is onboard equipment that resides in a commercial vehicle and provides the sensory, processing, storage, and communications functions necessary to support safe and efficient commercial vehicle operations. It provides two-way communications between the commercial vehicle drivers, their fleet managers, attached freight equipment, and roadside officials. P u b lic Safety Vehicle OB U Public safety vehicle OB U is onboard equipment that resides in a public safety vehicle and provides processing, storage, and communications functions that support public safety-related connected vehicle applications. It includes two- way communications to support a coordinated response to emergencies. Maintenance and Constru ction Vehicle OB U Maintenance and construction vehicle OB U is onboard equipment that resides in maintenance and construction vehicles [ e.g., agency fleet/maintenance and supervisory vehicles, snowplows (agency-owned and contracted)] and provides processing, storage, and communications functions that support highway maintenance. It includes two-way communications to support a coordinated response to emergencies. It also provides two-way communications between drivers/operators and dispatchers and maintains and communicates current location and status information. A wide range of operational status is monitored, measured, and made available depending on the specific type of vehicle or equipment. It may include sensors that monitor environmental conditions, such as road condition and surface-weather information. The snowplow could monitor whether the plow is up or down and material usage information. This can include a diverse set of mobile environmental sensing platforms, including wheeled vehicles and any other vehicle that collects and reports environmental information. R u ral Connected Vehicle Actor Definition Satellite Service P roviders Satellite service providers represent providers of map databases used to support ITS services and information service providers, such as SiriusX M, that can broadcast agency-developed traveler information messages (TIMs). They provide the map data that is used directly by vehicles (e.g., roadway and intersection geometry data sets); travelers (e.g., navigable maps used for route guidance and display maps used at traveler information points); and system operators (e.g., map data used by Rural Agency Personnel to monitor and manage the road network, and map data used by fleet managers to manage a vehicle fleet). Satellite service providers also provide agencies with updated maps services. Table 10. (Continued).

Concepts for the Proposed System 57   ese processes are intended to describe high-level processes that should apply to most rural agencies. Rural agencies should tailor these sections to ensure that they accurately describe the systems, actors, and processes being planned for connected vehicle use within their rural cor- ridors. For each of the six process areas, a table summarizing rural considerations is provided. e tables are intended to be standalone; therefore, some information in the tables may be duplicative. 5.2.1 Trafc Management Rural corridors serve as a bridge to other states, support the agriculture and energy indus- tries, connect economically challenged citizens in remote locations to employers, enable the movement of people and freight, and provide access to America’s tourist attractions. Congestion in rural areas is oen related to incidents, stalled vehicles, tourism, or special events. With connected vehicles, rural agencies can access probe data sets that can enhance their operational and planning capabilities. Agencies can leverage the data and connected vehicle applications to provide better management of their facilities and greater situational awareness for drivers. With connected vehicles, rural agencies will also have access to a greater set of information useful for optimizing system operations. Agencies will have continuous access to each vehicle to disseminate traveler information. Connected vehicles oer the potential to address mobility challenges in rural areas on both arterials and freeways. On arterials, connected vehicles allow rural agencies to collect more robust probe data sets to enable greater accuracy in signal control operations, including more adaptive/responsive trac signal systems. Additionally, these technologies can enable new methods for transit signal priority and emergency vehicle preemption systems. On freeways, Table 10. (Continued). Vu lnerab le R oad U ser ( VR U ) VRU is an individual riding a bicycle or using human power to move (walk) who shares use of the transportation network with motorized and non-motorized transportation modes. It represents those using non-motorized travel modes that sometimes share motor vehicle lanes. Cyclists and pedestrians provide input (e.g., a call signal requesting right of way at an intersection) and may be detected by connected vehicle and ITS services to improve safety. Individuals may be carrying a device that provides the capability to send and receive formatted traveler information based on personal input and personal updates. Capabilities include traveler information, trip planning, and route guidance. Frequently, the handheld device (e.g., a smartphone) provides travelers with the capability to receive route planning and other personally focused transportation services from the infrastructure in the field, at home, at work, or while en route. The device may operate independently or may be linked with connected vehicle equipment. Secu rity Credential Management System ( SCMS) The SCMS is a high-level aggregate representation of the interconnected systems that enable trusted communications between mobile devices and other mobile devices, roadside devices, and centers, and protect data they handle from unauthorized access. Representing the different interconnected systems that make up a PKI, this actor represents an end-user view of the credentials management system with focus on the exchanges between the SCMS and user devices that support the secure distribution, use, and revocation of trust credentials. P ositioning and T iming Systems Positioning and Timing Systems represent systems that provide accurate location and time to ITS devices and systems. R u ral Connected Vehicle Actor Definition

58 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors these technologies can be used to improve roadway throughput and reduce crashes using frequently collected and rapidly disseminated data drawn from connected vehicles, travelers, and infrastructure. For example, speed harmonization can be used to dynamically adjust and coordinate maximum appropriate vehicle speed in response to downstream congestion, incidents, and weather or road conditions to maximize traffic throughput and reduce crashes. As discussed in Section 3, connected vehicles can also be used to enhance ICM strategies. Potential connected vehicle applications to assist with data collection are summarized as follows: • The Probe Data Enabled Traffic Monitoring (PDETM) application uses communication technology to transmit real-time traffic data between vehicles and the Backoffice. Potential connected vehicle applications to assist rural agencies with traffic management on arterials are summarized as follows: • The Intelligent Traffic Signal System (I-SIG) application uses connected data from vehicles, pedestrians, and non-motorized travelers. This is an overarching system optimization application that accommodates transit or freight signal priority, preemption, and pedestrian movements to maximize overall network performance. • The Transit Signal Priority (TSP) applications provide signal priority to transit vehicles at intersections and along arterial corridors. Potential connected vehicle applications for freeway management are summarized as follows: • The Dynamic Speed Harmonization (SPD-HARM) application recommends target speeds in response to congestion, incidents, and road conditions to maximize throughput and reduce crashes (see Figure 18). • The Queue Warning (Q-WARN) application provides drivers timely warnings of existing and impending queues. Additional information about these applications can be found on the Connected Vehicle Pilots website.25 Proposed Traffic Management Processes and Situation Figure  19 depicts new capabilities that may augment and enhance traffic management activities. These new capabilities are summarized as follows: 1. Connected vehicles will enhance Backoffice collection of situation awareness data from vehicles to support traffic management and response capabilities described in Section 3 for arterials and freeways. BSMs and other data can be collected from vehicles leveraging Connected Vehicle Roadside Equipment deployed along the roadway. Alternatively, communications with vehicles may occur through the Cloud or third-party providers. More advanced connected and automated vehicles may provide the capability to collect detailed information about traffic conditions using advanced sensors (e.g., cameras and LiDAR) located on the vehicle. The data could then be packaged and sent to the Backoffice. 2. The additional data collected may be aggregated and fused with existing sources at the Backoffice. The Backoffice will have new capabilities for decision support for traffic manage- ment strategies. More timely, accurate, and granular data collected from connected vehicles 25 https://www.its.dot.gov/pilots/pilots_mobility.htm.

Concepts for the Proposed System 59   can be used by the TMC to support more advanced trac signal timing strategies, variable speeds, queue detection, and warnings. 3. e Backoce may implement advanced trac management strategies through existing ITS Roadway Equipment (e.g., trac signals, DMS, etc.) or through Connected Vehicle Roadside Equipment. Where DMS, HAR, and 511 systems are currently used to convey information to motorists, connected vehicles allow the information to be communicated more directly. For example, the Backoce could send queue warning and speed harmonization- related messages directly to vehicles using Connected Vehicle Roadside Equipment, the Cloud, and third-party providers. 4. Opportunities also exist for ITS Roadway Equipment to interface directly with Connected Vehicle Roadside Equipment to support localized operational strategies in the eld. For example, data collected from connected vehicles could be processed in the eld to determine queue lengths or VSLs. Messages could then be disseminated to motorists through con- nected vehicle messages and DMS. 5. Connected vehicle data may also be shared with Other Centers, including Other Jurisdic- tion TMS and Traveler Information System, to support more coordinated and integrated trac management strategies. (Source: U.S.DOT.) Figure 18. Visual depiction of the dynamic speed harmonization application.

60 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors Agency response, emergency management, and maintenance eets may be outtted with additional agency-specic sensors to support trac management that send probe data to the Backoce in support of local concerns (like traction support in snowy climates). Table 11 contains connected vehicle trac management considerations for rural corridors. 5.2.2 Work Zone Management Connected vehicles will augment rural agency work zone management processes and strate- gies (Section 3) allowing for improved data collection; improved opportunities to disseminate information about work zones directly to motorists; and implement advanced work zone opera- tional strategies. ese data sets can signicantly improve operational analyses and the quality of decision support and information dissemination. Additionally, Backoce systems will have the ability to directly communicate with motorists to provide work zone information and warnings to improve safety and mobility. As depicted in Figure 20, the Wyoming CV Pilot is deploying a work zone warning (WZW) application.26 e WZW application provides information about the conditions that exist in a work zone that the host vehicle is approaching. is capability provides approaching vehicles with information about work zone activities that could present unsafe conditions for the workers or the host vehicle, such as obstructions in the vehicle’s travel lane, lane closures, lane shis, speed reductions, or vehicles entering/exiting the work zone. (Source: Noblis 2020.) Figure 19. Proposed concept: Trafc management. 26 Connected Vehicle Pilot Deployment Program Phase 1, Concept of Operations (ConOps), WYDOT.

N ew Connected Vehicle Messages ( and Data) Rural agencies will have access to new connected vehicle messages and data including the following: • B asic Safety Messages ( B SMs) : Messages that contain information about vehicle position, heading, speed, and other information relating to a vehicle’ s state and predicted path. B SM data may provide indications of traffic flow and potential queue formation, based on a sample of equipped vehicles. • P rob e Vehicle Data ( P VD) : Message to capture vehicle trajectory data using a series of periodic reports. These reports enable gathering of vehicle data corresponding to road segments along the corridor. • Signal R eq u est Message ( SR M) : Message communicating request for signalized intersection priority for transit or freight, and preemption for emergency vehicles, consistent with agency traffic management policies. Category Description Au gmenting Ex isting T raffic Management Capab ilities Rural corridors often have very limited traffic detection installed to measure and report traffic conditions. With access to sufficient connected vehicle probe data, traffic management capabilities will be able to monitor traffic for potential incidents or conditions that support both traveler information and event actions as well as normal monitoring for planning. Real-time data, such as B SMs, can be fused with existing sensor data to detect or confirm potential queues or localized road condition impacts. N eeds for Increased Coordination Existing sources of traffic data, such as from detectors and third-party service providers, may vary in access, timing, coverage, and format. Processes will need to consider how the data may be shared and fused for traffic management purposes, including integration of new data with existing TMSs. Connected vehicles will need a coordinated process to accumulate and report probe data in a compatible fashion across various agencies. Disseminating Information to Connected Vehicles • T raveler Information Message ( T IM) : Message used to disseminate advisory information to connected vehicles for safety and mobility. Traffic management functions can generate messages that are geographically fenced so that vehicles can determine relevance and potential actions or alerts for drivers. TIM or other message types may be used to convey potential speed harmonization, VSLs, and queue advisory/warning supporting information. • Signal Statu s Message ( SSM) : Message conveying status of traffic signal priority and preemption requests to enable vehicles to plan route and anticipate potential need to adjust trajectory. • P rob e Data Management ( P DM) Message: Message conveying type of probe data desired to be collected and reported in probe vehicle data messages. Overcoming Infrastru ctu re Challenges for Connected Vehicle T raffic Management In rural corridors, the presence of traffic detection equipment is likely to be limited and widely spaced. The introduction of connected vehicles provides a means of gathering trajectory and probe information that can be used for a variety of traffic management purposes. While accumulated probe data could cover a long corridor before being reported to infrastructure, there is still a reliance on a means of communication, such as Connected Vehicle Roadside Equipment along the corridor or Cloud supported by cellular communication coverage. Spacing of equipment along the corridor is expected to remain sparse; however, by reporting a probe history of travel conditions, information on a longer segment can be gathered with a tradeoff of latency. Through the use of data fusion techniques, traffic-conditions data from third-party service providers, connected vehicles, and existing detection can be intelligently combined to form a better understanding of conditions throughout the corridor and enable new detection algorithms and decision support capabilities. Conveying information to travelers through DMS and HAR can be limited due to the location and coverage in rural corridors. Connected Vehicle Roadside Equipment, the Cloud, and third-party service providers provide the ability to communicate more detailed messages that can be combined at the vehicle with other data sources, such as the vehicle’ s location, to focus on relevant and timely actions. Where communications coverage is limited along the corridor, connected vehicles themselves may provide capabilities to relay messages, using V2V, that could communicate through multiple hops and in both directions of flow. Equipped agency-connected vehicles could play a significant role in gathering and reporting data through their onboard sensors as well as relayed data from other vehicles’ messages, such as B SMs, DNs, and other relayed messages. Table 11. Rural trafc management summary.

62 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors U.S. DOT’s Work Zone Data Exchange (WZDx) Specication27 enables infrastructure owners and operators (IOOs) agencies to make harmonized work zone data available for third- party use. Improving access to work zone data is one of the top needs identied through the U.S. DOT’s Data for Automated Vehicle Integration (DAVI) eort. Up-to-date information about dynamic conditions occurring on roads, such as construction events, can help automated driving systems (ADS) and humans navigate safely and eciently. Many IOOs maintain data on work zone activity. However, a lack of common data standards and convening mechanisms makes it dicult and costly for third parties, including OEMs and navigation applications, to access and use the data across various jurisdictions. e specication describes a set of common core data concepts or data elements needed for most possible work zone data use cases. e specications include elements that data producers (e.g., state transportation agencies and other IOOs) are already producing and those that may not be currently produced. e goal is to use these data elements to support specic work zone use cases now and in the future. Proposed Work Zone Management Processes and Situation Figure 21 depicts new capabilities that may augment and enhance work zone management activities. ese new capabilities are summarized as follows: 1. Connected vehicles will enhance Backoce collection of situational awareness data from vehicles to support work zone management strategies described in Section 3. BSMs and other data can be collected from vehicles leveraging Connected Vehicle Roadside Equip- ment deployed along the roadway. Alternatively, communications with vehicles may occur through the Cloud or third-party providers. It is expected that equipped maintenance and construction vehicles at the work zone could convey information about the work zone (e.g., location, number of lanes closed, worker presence information, and other work-zone- related information) to the Backoce. More advanced connected and automated vehicles may provide the capability to collect detailed information about the work zone using advanced sensors (e.g., cameras and LiDAR) located on the vehicle. e data could then be packaged and sent to the Backoce. 2. e additional work zone data collected may be aggregated and fused with existing sources at the Backoce. e Backoce will have new capabilities for decision support for work (Source: Wyoming Department of Transportation.) Figure 20. Wyoming CV Pilot’s work zone warning concept diagram. 27 https://www.transportation.gov/av/data/wzdx.

Concepts for the Proposed System 63   zone management strategies, including queue warning systems, VSL, and work zone advisory messages and warnings. 3. e Backoce may implement advanced work zone management strategies through exist- ing ITS Roadway Equipment (e.g., DMS, etc.) or through Connected Vehicle Roadside Equipment. Where DMS, HAR, and 511 systems are currently used to convey information to motorists, connected vehicles allow the information to be communicated more directly. For example, the Backoce could send messages about the location of the work zone directly to vehicles using Connected Vehicle Roadside Equipment, the Cloud, and third-party providers. More advanced strategies may include VSLs and queue warning messages sent directly to vehicles. 4. Opportunities also exist for ITS Roadway Equipment to interface directly with Connected Vehicle Roadside Equipment to support localized operational strategies in the eld. For example, data collected from connected vehicles could be processed in the eld to determine queue lengths or VSLs. Messages could then be disseminated to motorists through con- nected vehicle messages and DMS. 5. Connected vehicle data may also be shared with Other Centers, including Other Jurisdiction TMS, Maintenance Management System and Traveler Information System, to support more coordinated and integrated work zone management strategies. Table  12 contains connected vehicle work zone management considerations for rural corridors. 5.2.3 Road Weather Management Connected vehicles enhance the collection of atmospheric and surface conditions to augment road weather management strategies described in Section 3 for arterials and freeways with data (Source: Noblis 2020.) Figure 21. Proposed concept: Work zone management

64 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors N ew Connected Vehicle Messages and Data Rural agencies will have access to new connected vehicle messages and data including the following: • B asic Safety Messages ( B SMs) : Messages that contain information about vehicle position, heading, speed, and other information relating to a vehicle’ s state and predicted path. B SM data may provide indications of where a work zone is located based on changes in vehicle speeds and travel flow through specific lanes. • P rob e Vehicle Data ( P VD) : Message to capture vehicle trajectory data using a series of periodic reports. These reports enable gathering of vehicle data corresponding to road segments along the corridor that could be correlated with suspected maintenance activities. Au gmenting Ex isting Work Z one Management Capab ilities Current work zone management capabilities primarily involve sharing work-zone- related information between TMCs and other entities using the Traffic Management Data Dictionary. Connected vehicle technologies augment that by providing a mechanism for distributing work zone information to vehicles operating within the environment. This allows vehicle operators to decide whether they should avoid that work zone and take an alternate path. This can also make work zones safer for workers, alerting vehicles to where workers may be within the work zone. N eeds for Increased Coordination Many state and local agencies have only broad construction windows when work on a specific roadway may take place. Additionally, most do not have detailed maps showing where lanes are closed or shifted. This information may also change daily. To take full advantage of connected vehicle enhancements to work zone management, there will need to be closer coordination between construction crews and state and local operators on precise times for work zone activities and the generation of accurate work zone maps. Disseminating Information to Connected Vehicles • T raveler Information Message ( T IM) : Message communicating information about work zones to connected vehicles operating in the environment. • R oadside Safety Message ( R SM) : A new message that provides greater flexibility of information content, including work zone information, to connected vehicles operating in the environment. • Map Message ( MAP ) : A message that provides detailed mapping information, including lane locations, lane closings, and so forth. These messages can be sent with a TIM or RSM to define in detail how the work zone affects the roadway. Category Description Overcoming Infrastru ctu re Challenges for Connected Vehicle Work Z one Management In rural areas, infrastructure necessary to power Connected Vehicle Roadside Equipment may be limited. The use of portable Connected Vehicle Roadside Equipment may be an ideal solution because it can be positioned at the work zones. Additionally, in the Wyoming Department of Transportation (WY DOT) CV Pilot, satellite delivery of TIMs to connected vehicles was shown to be effective in rural areas and is cost-effective for places where installing RSUs is prohibitive. This may allow for a wider distribution of work-zone-related TIM and RSM messages, allowing freight or other users more time to make decisions to avoid work zones if necessary. Creating work-zone-related MAP messages can be a challenge. The Crash Avoidance Metrics Partnership (CAMP) created a tool for use with work-zone- related messages. That tool can be found at this site: https: //www.campllc.org/software-tools/. There is a separately funded effort to update this V2X Work Z one tool that is also under development that can be found at the following link: ITS CodeHub | Home (dot.gov). Table 12. Rural work zone management summary.

Concepts for the Proposed System 65   from BSMs, probe information, and weather-related information (temperature, wiper status, etc.) to support more accurate current and forecast conditions. e additional data collected may be aggregated and fused with existing sources to support operations and decisions disseminated through existing ITS equipment and connected vehicles in support of traveler safety. With connected vehicles, rural agencies can collect vehicle sensor data (e.g., precipita- tion, pavement temperature, ambient temperature, wiper activation, etc.) and probe data to better manage roadway resources. With additional data sets from the vehicle, rural agencies can analyze travel conditions wherever vehicles are traveling. is signicantly increases 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 informa- tion and warnings to improve safety and mobility. Rural agencies can also use connected vehicle systems to collect vehicle positioning information from equipped vehicles (e.g., snow- plows, ineld supervisory resources) to better plan and manage operational eorts due to weather impacts. Potential connected vehicle applications identied by the U.S. DOT’s Road Weather Manage- ment (RWM) Program include the following:28 • e Enhanced Maintenance Decision Support System (MDSS) application acquires road weather data from connected and other general public vehicles to recommend treatment plans and weather response plans to snowplow operators and drivers of maintenance vehicles (see Figure 22). • e Vehicle Data Translator (VDT) application that, when installed on road-service vehicles, such as snowplows, collects road and atmospheric conditions data and transmits it to other portions of the road weather management network. • e Weather Response Trac Information (WxTINFO) application that uses connected vehicle data and communications systems to enhance the operation of variable speed limit systems and improve work zone safety during severe weather events. (Source: U.S. DOT.) Figure 22. Visual depiction of the enhanced MDSS application. 28 https://www.its.dot.gov/pilots/pilots_roadweather.htm.

66 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors • The Motorist Advisories and Warnings (MAW) application uses road weather data from connected vehicles to provide information to travelers on deteriorating road and weather conditions on specific roadway segments. • The Spot Weather Information Warning (SWIW) application uses standalone weather systems to warn drivers about inclement weather conditions (i.e., fog, wind, adverse surface condi- tions, etc.) that may impact travel conditions. A major component of the Connected Vehicle Pilot being deployed by the WYDOT is the Pikalert® system that creates highly detailed weather and road condition output (e.g., “nowcasts” and forecasts of pavement and atmospheric conditions).29 Road weather is a significant concern for the 402-mile stretch of Interstate I-80 across Wyoming, where winter snowstorms and windstorms frequently create conditions that result in multi-vehicle collisions. WYDOT plans to use the Pikalert system to provide real-time alerts and advisories and other actions related to road weather conditions. Using the “nowcast” and forecast information, the Wyoming Traffic Management Center, the hub for WYDOT’s Connected Vehicle Pilot, can send Spot Weather Impact Warnings and speed recommendations via DSRC to connected vehicles on the inter- state, including commercial truck fleets and state maintenance vehicles, based on their current location. CDOT is currently using the insights and lessons learned from the Wyoming CV Pilot to build an “Internet of Roads” connected system that aims to leverage DSRC and C-V2X to facilitate communication between vehicles and roadway infrastructure.30 The CDOT Con- nected Vehicle Pilot program is planning to equip more than 700 CDOT snowplows, and first responder, ski shuttle, and commercial vehicles that frequently travel along I-70 with onboard units that transmit information on road conditions, traffic, and closures. Additionally, DSRC and C-V2X devices will be installed on roadside infrastructure to collect data on traffic volume, travel speeds, and incidents. CDOT hopes that such communications can provide early warning notifications related to icy roads, obstructions, and car accidents. The Utah Department of Transportation (UDOT), an awardee of an FHWA Advanced Transportation and Congestion Management Technologies Deployment (ATCMTD) grant, is deploying a connected vehicle project that serves a range of geographic locations, including the rural section of I-15 and US 6. The US 6 highway corridor is a mountainous connection from I-15 south of Salt Lake City to I-70.31 Both are truck-heavy routes that are also subject to severe winter weather. The project will equip snowplows with connected vehicle devices to increase their efficiency of snow removal. The expansion of road weather communications equipment along these routes will improve the ability to monitor road weather conditions in real time, allowing UDOT to provide timely weather condition information to travelers. Minnesota Department of Transportation (MnDOT) is planning to deploy SPaT at approxi- mately 20 traffic signals along corridors between I-494 and I-94 to support a Snow Plan Signal Priority (SPSP) system that will provide snowplows the ability to request extended green or early green phases at traffic signals along snowplow routes via DSRC. A high-level view of the overarching system is described in the ConOps for the project.32 29 Integration of Pikalert® into the Wyoming CV Pilots Will Save Lives and Reduce Delay. ITS JPO. https://www.its.dot.gov/ pilots/wydot_pikalert.htm. 30 Basic Infrastructure Message Development and Standards Support for Connected Vehicle Applications. SwRI. http://www.cts. virginia.edu/wp-content/uploads/2018/12/Whitepaper1-C-V2X-DSRC-20180425_Final.pdf. 31 ATCMTD Grant Technical Application. Utah Department of Transportation. https://ops.fhwa.dot.gov/fastact/atcmtd/2017/ applications/utahdot2/utahdot2redacted.pdf. 32 Connected Corridor System ConOps. MnDOT. https://www.dot.state.mn.us/its/projects/2016-2020/connectedcorridors/ conopsfinal.pdf.

Concepts for the Proposed System 67   Proposed Road Weather Management Processes and Situation Figure 23 depicts new capabilities that may augment and enhance road weather management activities. ese new capabilities are summarized as follows: 1. Connected vehicles will enhance Backoce collection of situation awareness data from vehicles to support work zone management strategies described in Section 3. BSMs and weather-related information (temperature, wiper status, etc.) may be collected from all vehicles leveraging Connected Vehicle Roadside Equipment deployed along the roadway. Alterna- tively, communications with vehicles may occur through the Cloud or third-party providers. Maintenance and construction vehicles may be equipped with vehicle sensors that collect data (e.g., precipitation, pavement temperature, ambient temperature, wiper activation, etc.) to support integrated mobile observations data collection for microclimates that send probe data to the Backoce in support of local concerns (like traction support in snowy climates). During winter weather conditions, snowplows may be equipped with vehicle sensors to provide salt levels, roadway conditions, and vehicle location information with the Backoce. e Backoce would use the data to better support snow removal operations. 2. e additional road weather data collected may be aggregated and fused with existing sources at the Backoce. e Backoce will have new capabilities for enhanced maintenance decision support that would allow the agency to recommend treatment plans and weather response plans to snowplow operators and drivers of maintenance vehicles. In addition, the Backoce may also use the data it collects to identify more granular weather-related issues that in turn could be communicated to vehicles. 3. e Backoce may implement advanced road weather management strategies through existing ITS Roadway Equipment (e.g., DMS, etc.) or through Connected Vehicle Roadside (Source: Noblis 2020.) Figure 23. Proposed concept: Road weather management.

68 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors Category Description N ew Connected V ehicle M essages Rural agencies will have access to new connected vehicle messages and data including the following: (and Data) • B asic Safety M essages (B SM s): Messages that contain information about vehicle position, heading, speed, and other information relating to a vehicle’ s state and predicted path. BSM data may provide indications of temperature, wiper status, pavement temperature, precipitation, and ambient temperature, based on a sample of eq uipped vehicles. • P rob e V ehicle Data (P V D): Message to capture vehicle trajectory data using a series of periodic reports. These reports enable gathering of vehicle, atmospheric and road data corresponding to road segments along the corridor. Augmenting E x isting R oad W eather M anagement Capab ilities The additional data collected may be aggregated and fused with existing sources (N W S, radar, RW I S, C C TV , etc.) to support operations and decisions disseminated through existing I TS eq uipment and connected vehicles in support of augmenting existing road weather management capabilities. N eeds for I ncreased Coordination W ith connected vehicles, rural agencies can collect vehicle sensor data (e.g., precipitation, pavement temperature, ambient temperature, wiper activation, etc.) and probe data to better manage roadway resources. W ith additional data sets from the vehicle, rural agencies can analyze travel conditions wherever vehicles are traveling. This significantly increases the number of environmental sensor data points from which to draw weather information. These increased data sets can significantly improve operational analyses and the q uality of decision support and information dissemination. Additionally, rural agencies will have the ability to directly communicate with vehicle occupants to provide weather-related traffic information and warnings to improve safety and mobility. Rural agencies can also use connected vehicle systems to collect vehicle positioning information from eq uipped vehicles (e.g., snowplows, infield supervisory resources) to better plan and manage operational efforts due to weather impacts. Disseminating I nformation to Connected V ehicles T raveler I nformation M essages (T I M s): TI Ms allow the TMC to send weather- related messages to vehicles. W here D MS, H AR, and 5 1 1 systems are currently used to convey information about weather, incidents, detours, and closures to motorists, connected vehicles allow the information to be communicated more directly to the driver. TI Ms have an advantage over traditional communications systems in that they can be very specific for location geofences making them ideal for spot weather. Table 13. Rural road weather management operations summary. Equipment. Where DMS, HAR, and 511 systems are currently used to convey weather condi- tions (i.e., fog, wind, adverse surface conditions, etc.) to motorists, connected vehicles allow the information to be communicated more directly. For example, the Backoce could send messages about the location of spot weather advisories directly to vehicles using Connected Vehicle Roadside Equipment, the Cloud, and third-party providers. More advanced strate- gies may include weather-related advisories (e.g., icy roads ahead or fog ahead) or variable speeds to improve safety in adverse weather conditions. 4. Opportunities also exist for ITS eld devices to interface directly with Connected Vehicle Roadside Equipment to support localized weather conditions in the eld. For example, data collected from connected vehicles could be processed in the eld to determine ice or fog conditions and post updates for VSLs. Messages could then be disseminated to motorists through connected vehicle messages and DMS. 5. Connected vehicle data may also be shared with Other Centers, including the Weather System, Other Jurisdiction TMS, Maintenance Management System, and Traveler Information System, to support more coordinated and integrated work zone management strategies. Table  13 contains connected vehicle road weather management considerations for rural corridors.

Concepts for the Proposed System 69   Category Description Through the use of data fusion techniques, weather condition data from third-party service providers, connected vehicles, and existing detection can be combined to form a better understanding of conditions throughout the corridor, and enable new forecast algorithms and decision support capabilities. Conveying information to travelers through DMS and HAR can be limited due to the location and coverage in rural corridors. Connected Vehicle Roadside Equipment, the Cloud, and third-party service providers provide the ability to communicate more detailed messages that can be combined at the vehicle with other data sources, such as the vehicle’ s location, to focus on relevant and timely actions. Where communications coverage is limited along the corridor, connected vehicles themselves may provide capabilities to relay messages, using V2V, that could communicate through multiple hops and in both directions of flow. Equipped agency-connected vehicles could play a significant role in gathering and reporting data through their onboard sensors as well as relayed data from other vehicles’ messages, such as B SMs, DNs, and other relayed messages. Satellite delivery of TIMs to connected vehicles is effective in rural areas as shown in the WY DOT CV Pilot and is cost-effective where installing RSUs can be prohibitive. Overcoming Infrastru ctu re Challenges for Connected Vehicle R oad Weather Management In rural corridors, the presence of RWIS equipment is likely to be limited and widely spaced. The introduction of connected vehicles provides a means of gathering trajectory and probe information that can be used for a variety of road weather management purposes. While accumulated probe data could cover a long corridor before being reported to infrastructure, there is still a reliance on a means of communication, such as Connected Vehicle Roadside Equipment along the corridor or the Cloud supported by cellular communication coverage. Spacing of equipment along the corridor is expected to remain sparse; however, by reporting a probe history (store and forward) of road and atmospheric weather conditions, information on a longer segment can be gathered with a tradeoff of latency. Table 13. (Continued). 5.2.4 Incident Response and Management Rural areas are vulnerable to long incident and emergency response times. is is due to a lack of situational awareness across the rural roadway network and limited resources for emer- gency response, combined with longer travel distances and sometimes unforgiving roadways. Connected vehicles oer the potential to improve incident and emergency management and response. With connected vehicles, rural agencies will be able to 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. is area focuses on incident and emergency response needs in rural areas that may lack communication, have long response times, dicult detours, and challenges in collecting incident data. Connected vehicles may provide faster and more accurate detection and verication of incidents, and detailed information about the incident augmenting strategies described in Section 3 for arterials and freeways with data from BSMs, probe information, and mayday-/ distress-related information. Information from connected vehicles can be fused with other sources of data to support emergency management with a richer more accurate and detailed incident response (e.g., location, severity, alternate routes). Incident information can be sent to equipped connected vehicles (e.g., travelers, rst responders, agency maintenance eet) via Connected Vehicle Roadside Equipment. Additionally, this information can be provided to traditional ITS (e.g., emergency response agencies, other jurisdictions, DMS, 511, website). e

70 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors incorporation of connected vehicles can aid in quicker incident response and more timely infor- mation to travelers. Led by the WYDOT, the Wyoming CV Pilot is deploying a DN application that uses V2V and V2I communication to warn drivers in the vicinity and alert the TMC operators of a distressed vehicle (e.g., air bag deployed, vehicle disabled).33 Although this application is loosely based on the mayday application description from J3067 Section 2.5.3.3, it is built on a higher prior- ity TIM communication using J2735 March 2016, Section 5.16, Part 3, International Traveler Information System (ITIS) advisory elements: • DN information messages need to be quickly disseminated to nearby connected vehicles to reduce the number of vehicles involved in cascading crashes. The data is not proprietary. • These information flows indicate a distressed situation has occurred and where it is located. For other connected vehicles as well as emergency responders to respond promptly, the infor- mation needs to be accurate and complete. If the information does not meet the required level of integrity, response time may be affected. • Ideally, this application would have high availability to both surrounding vehicles and the TMC to notify oncoming vehicles of distressed vehicles ahead and to be able to notify emer- gency responders to distress situations as quickly as possible. However, this is not currently possible because this application will only be able to use DSRC and have a limited number of roadside units to communicate with the TMC. Additionally, the density of connected vehicles will reduce the effectiveness of this application because it will only be able to disseminate the DN to connected vehicles. The New York City CV Pilot is deploying an Emergency Communications and Evacuation Information (EVACINFO) application to alert the drivers within the area of influence in the form of spoken warning.34 This application will use the information from the NYC Office of Emergency Management and the NYCDOT Office of Emergency Response (OER) and transmit it to the vehicles. The information may include location-specific directions for evacuation, location restrictions for entry, global emergency information, and route-specific information. Currently, the NYC Office of Emergency Management provides emergency-related infor- mation through an incident-based distribution program. For the EVACINFO application, the TMC will receive this information feed, which will then be provided to the OER for coordinating emergency response management activities and distribution through traveler information dis- played on DMS. Also, the OER will send the information on its response plans and actions to the TMC, which will communicate the information feed to the OBU-equipped vehicles. When incidents occur, emergency response information, such as evacuation orders, routing infor- mation, and areas to avoid can be transmitted to the vehicles through the RSUs by evacuation zones. The messages will be reviewed at the TMC before being sent to the RSUs and broadcast to the aftermarket safety devices in vehicles. If the vehicle is within the area of influence, the messages may be alerted to the drivers in the form of a spoken warning. Proposed Incident Response and Management Processes and Situation Figure 24 depicts new capabilities that may augment and enhance incident response and management activities. 33 Connected Vehicle Pilot Deployment Program Phase 1, Concept of Operations (ConOps)—ICF/Wyoming, Phase 2 Update, May 11, 2018 (FHWA-JPO-16-287). 34 Connected Vehicle Pilot Deployment Program Phase 1, Concept of Operations (ConOps)—New York City, Final ConOps, April 18, 2016 (FHWA-JPO-16-299).

Concepts for the Proposed System 71   ese new capabilities are summarized as follows: 1. Connected vehicles will enhance Backoce collection of situation awareness data from vehicles to support incident management and response capabilities described in Section 3 for arterials and freeways. BSMs, DNs, and mayday alerts can be collected from vehicles leveraging Connected Vehicle Roadside Equipment deployed along the roadway. Alter- natively, communications with vehicles may occur through the Cloud or third-party providers. 2. e Backoce will have new capabilities for receipt of mayday and DN messaging. These messages may be fused with other connected vehicle data from probe data and BSMs with traditional ITS data sets described in Section 3 to support decisionmaking to identify potential backups or delays near the incident. The Backoffice will have new capabilities for decision support for incident management strategies. The data may be used to better identify incident locations, delays, alternate routes, or diversions around incidents. This data could then be disseminated to motorists through connected vehicle messages and DMS. 3. Where DMS, HAR, and 511 systems are currently used to convey information about inci- dents and delays to motorists, connected vehicles allow the information to be communicated more directly. In addition, connected vehicles also provide new opportunities to collect probe data from vehicles that can be combined with other incident data to more accurately and timely detect, verify, and monitor incidents. Information may be collected leveraging RSUs deployed along the roadway. Alternatively, communications with vehicles may occur through the Cloud or satellite communications. 4. Opportunities also exist for ITS eld devices to interface directly with Connected Vehicle Roadside Equipment to support rapid data collection of probe and mayday and distress (Source: Noblis 2020.) Figure 24. Proposed concept: Incident response and management.

72 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors messages in the eld. For example, data collected from connected vehicles could be pro- cessed in the eld to determine delays, alternate routes, or diversions around incidents. Messages could then be disseminated to motorists through connected vehicle messages and DMS. 5. Connected vehicle data may also be shared with Other Centers, including Emergency Management/Public Safety System, Other Jurisdiction TMS, and Traveler Information System, to support more coordinated and integrated incident management and response strategies. Table 14 contains connected vehicle incident response and management considerations for rural corridors. Category Description N ew Connected V ehicle M essages (and Data) Rural agencies will have access to new connected vehicle messages and data including the following: • B asic Safety M essages (B SM s): Messages that contain information about vehicle position, heading, speed, and other information relating to a vehicle’ s state and predicted path. BSMs are broadcast by vehicle at 1 0 H z to support V 2 V safety applications and may be collected from RSUs in the vicinity of the vehicle. • DN s and M ay day Alerts: Alerts sent by vehicles that communicate a distress status when the vehicle' s sensors detect an event that might req uire assistance from others or the vehicle' s operator manually initiates a distress status. Augmenting E x isting I ncident R esponse and M anagement Capab ilities TMSs fuse connected vehicle data with existing data sources to improve incident detection, verification, and monitoring of incidents. Existing data sources might include data collected from loop detectors, C C TV cameras, crowdsourced data from third-party data providers, and information collected from 9 1 1 C AD systems. BSMs may be used to identify reductions in speed along roadways to support the detection, verification, and monitoring of incidents. Algorithms may be applied to detect incidents or bottlenecks. C ombining connected vehicle data with other/existing data sources is likely to result in improved detection capabilities. D N and mayday alerts will also support improved incident detection and verification. These messages will augment data collected from 9 1 1 C AD , C C TV cameras, third-party data providers, SSPs, and first responders. I t is expected that these messages may reduce detection and verification times by augmenting existing data sources. N eeds for I ncreased Coordination I ncident response and management req uire coordination with several partnering agencies. Once data is fused, TMC s can share incident-related information with other systems and partners, including police, fire, EMS, third-party data providers, and Other Ju risdiction TMC s. I t is expected that data collected by a rural agency will be shared with its partners to further augment incident response and management activities. G iven the long distances to respond to rural incidents, rural agencies may establish partnerships with neighboring jurisdictions to help reduce response times. For example, agencies may coordinate with neighboring jurisdictions to send the nearest response vehicle to the scene of the incident. Disseminating I nformation to Connected T raveler I nformation M essages (T I M s): TI Ms allow the TMC to send incident- related messages to vehicles. W here D MS, H AR, and 5 1 1 systems are currently used to convey information about incidents, detours, and delays to motorists, V ehicles connected vehicles allow the information to be communicated more directly to the driver. Table 14. Rural incident response and management summary.

Concepts for the Proposed System 73   5.2.5 Rural Safety Strategies With the use of TIMs about weather, incidents, closures, and so forth, connected vehicles may provide faster and more accurate information to drivers about situational awareness for additional safety in rural areas to augment strategies described in Section 3 for arterials and freeways. is can include sensing and warning systems used to interact with pedestrians, cyclists, and other non-motorized users that intersect the main vehicle roadways, specically near national parks and other tourist and seasonal venues. ese systems allow automated warning or active protection for pedestrians and cyclists. It integrates trac, pedestrian, and cyclist information from roadside or intersection detectors. In addition, it integrates new forms of data from wirelessly connected, non-motorized traveler-carried mobile devices to request right of way or to inform non-motorized travelers when to cross. When crossing, it can inform travelers how to remain aligned with the crosswalk or pathway based on real-time SPaT, if a trac signal controller is present, and MAP information is available. In some cases, priority will be given to non-motorized travelers, such as persons with disabilities who need additional crossing time, or in special conditions (e.g., large crowds) where non-motorized travelers may warrant priority or additional crossing time. It also provides warnings to the non-motorized user of possible infringement of the crossing or pathway by approaching vehicles. is is done with the collection of current infrastructure and trac-conditions data from multiple sources that may include existing ITS Roadway Equipment, OBU-equipped vehicles, and other systems (e.g., Rural Agency Traveler Information System). Data can be used to directly measure or Category Description Overcoming Infrastru ctu re Challenges for Connected Vehicle Incident R esponse and Management Rural corridors have unique characteristics, including long distances between services, limited communications and power, and a lack of alternate routes. For incident response and management, many of these corridors lack infrastructure to detect and verify incidents. B ecause of these long distances, response times may be longer. Rural corridors may also be subject to heavy truck volumes. Incidents involving trucks may be more severe and result in longer response times. A lack of alternative routes also requires information to be disseminated to travelers well in advance of the incident. Connected vehicle technologies allow rural agencies to send information about incidents and alternative routes well in advance of the incident. It is unlikely that rural agencies will deploy RSUs densely along rural corridors to support incident response and management. Funding to deploy, operate, and maintain the devices is a major challenge. In addition, a lack of backhaul in rural areas may severely limit both the functionality of a system for connected vehicle applications and the system’ s ability to capture and aggregate real-time incident data and send it back to the TMC. To support incident response and management, it is likely that rural agencies will deploy RSUs at strategic locations that experience higher levels of crashes/incidents, or at locations in advance of major detours. Agencies may also consider deploying devices at locations where existing ITS infrastructure needs to be augmented, or where there are gaps with collecting incident data using more traditional technologies. For messages that do not require low-latency communications, such as information about detours, satellite communications may be a viable option for communications. Disabled vehicles may send DNs and mayday alerts directly to nearby RSUs. If RSUs are not in the vicinity of the vehicle, messages may be sent through cellular or satellite communications. If the vehicle is located where there are no communications, alerts may be sent to nearby vehicles using V2V communications. The receiving vehicle could then pass the DN or mayday alert to an RSU when it comes in range. Table 14. (Continued).

74 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors infer current conditions. The collected data may be aggregated and fused with other sources for further data consolidation to be disseminated to other systems, travelers, and vehicle operators. The U.S. DOT V2I Safety Program identified several applications that can be adapted to address the needs of rural corridors. The first three connected vehicle V2I safety applications relate to intersection and roadway safety: • The Red-Light Violation Warning (RLVW) application warns drivers that they may violate an upcoming red light based on their speed and distance to the signalized intersection. • The Stop Sign Gap Assist (SSGA) application warns stopped drivers at a stop-controlled inter- section of oncoming cross traffic. • The Curve Speed Warning (CSW) application warns drivers that the vehicle’s current speed may be too high to safely traverse one or more upcoming curves, potentially leading to loss of control and roadway departure. Later, five additional V2I safety applications related to intersection and roadway safety were developed: • The Stop Sign Violation Warning (SSVW) application warns drivers that they may violate an upcoming stop sign based on their speed and distance to the stop sign. • The Railroad Crossing Violation Warning (RCVW) application warns drivers of the need to stop for crossing or approaching trains at an at-grade rail crossing. • The Reduced Speed Zone Warning (RSZW) application warns drivers of excessive speed compared with the posted speed limit in reduced speed zones and changed roadway configurations. • Safe Intersection Crossing application uses connected vehicle infrastructure to connect pedestrians with the traffic signal system to improve the safety of intersection crossings and increase independent mobility. Proposed Rural Safety Strategies Processes and Situation Figure 25 depicts new capabilities that may augment and enhance rural safety strategies activities. These new capabilities are summarized as follows: 1. The Backoffice will have new capabilities to provide safety messages directly to vehicles. Where DMS, HAR, and flashing beacons have been used in the past to provide warn- ings of curves, reduced speed areas, steep grades, railroad crossings, and other situations, connected vehicles allow the information to be communicated more directly. Connected vehicles may receive warnings from messages being broadcast by Connected Vehicle Roadside Equipment and applications located in the vehicle can issue warnings to drivers of potential safety issues. 2. Opportunities also exist for ITS field devices to interface directly with Connected Vehicle Roadside Equipment to support safety applications. For example, SPaT data could be sent from the traffic signal controller to an RSU that would broadcast the data to vehicles. Vehicles would receive the data to provide RLVWs to drivers. Another example for rural corridors might include roadway sensors that could detect the presence of animals (using cameras or other sensors) along the roadway. In areas with high volumes of animal crossings, Connected Vehicle Roadside Equipment could be used to broadcast messages to vehicles when animals are present. Table 15 contains connected vehicle safety strategies considerations for rural corridors.

Concepts for the Proposed System 75   (Source: Noblis 2020.) Figure 25. Proposed concept: Rural safety strategies. Category Description N ew Connected Vehicle Messages ( and Data) Rural agencies and vehicles will have access to new connected vehicle messages and data such as the following: • B asic Safety Messages ( B SMs) : Messages that contain information about vehicle position, heading, speed, and other information relating to a vehicle’ s state and predicted path. B SMs are broadcast by vehicle at 1 0 Hz to support V2V safety applications, such as Forward Collision Warning (FCW) and Intersection Movement Assist (IMA). • DN s and Mayday Alerts: Assistance can be dispatched for vehicles that communicate a distress status when the vehicle' s sensors detect an event that might require assistance from others or the vehicle' s operator manually initiates a distress status. • T raveler Information and Sensor R eports R elating to H aza rds: Advisories and supporting data relating to potential hazards (weather, stopped traffic, unsuitable conditions/roadways, etc.) can be communicated with connected vehicles to enable drivers to plan and avoid or reduce hazards. • Collision R isk Information: Information on the presence and location of potential wildlife in the roadway can be collected and disseminated to connected vehicles. • P ersonal Safety Messages: Messages generated from equipped devices carried by VRUs that can advise nearby vehicles to increase awareness and provide alerts. Table 15. Rural safety strategies summary. (continued on next page)

76 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors Category Description Overcoming I nfrastructure Challenges for C ommunications availability is important for connected vehicle applications. W hile V 2 V safety applications can function without any V 2 I infrastructure or cellular coverage, the full potential of connected vehicle safety applications is enabled by Connected V ehicle Safety Strategies data flows between infrastructure systems and vehicles. I n areas where cellular coverage is present, communications via the C loud and third-party service providers may support linking infrastructure data and vehicle data, provided that processes exist to support data sharing and interchange. Along rural corridors, prioritizing C onnected V ehicle Roadside Eq uipment at critical locations (e.g., near known potential hazards) could support application-specific needs, while regular spacing at wide intervals could provide for relay of data in both directions for a variety of applications that are not as latency-sensitive (e.g., advisories). I n locations without easy access to power and wireline communications, deployment of field infrastructure may rely on wireless backhaul (point-to-point) communications and solar power even if cellular coverage is not available. There can also be situations where a temporary deployment of portable C onnected V ehicle Roadside Eq uipment can be beneficial, such as when there is a large gathering for a special event. For example, this type of deployment could support applications relating to pedestrians crossing roadways where normal travel patterns ordinarily involve high-speed traffic and drivers do not expect pedestrians to be present. Augmenting E x isting Safety Strategies Capab ilities C urrent safety advisories to drivers, such as hazardous road conditions, have the potential to be significantly improved in terms of precision and location. D ata from connected vehicles and infrastructure will be associated with an accurate location and timing, which can enhance the reliability and timeliness of advisories through data fusion. V ehicle-based sensing can also detect hazards and relay information where infrastructure sensors are not present. N eeds for I ncreased Coordination C oordination of the data to and from various sources, including third-party service providers, will be necessary to fuse data of varying formats and characteristics. For vehicle-based safety applications, there is a reliance on automotive OEMs to have common processes in place to trust data for purposes of issuing warnings or advisories. Disseminating I nformation to Connected V ehicles • T raveler I nformation M essages (T I M s): I nformation from TI Ms can inform vehicles of downstream potential hazards, which can be filtered for relevancy only if applicable to the vehicle’ s type, location, and trajectory. For example, TI Ms could warn drivers of slow-moving traffic, such as areas near bus stops, areas with Amish horses and buggies, and areas through which farm eq uipment moves. Some additional TI Ms could be used for a hazard area as a result of natural causes like forest fires, floods, fog, or dust storms. • B asic Safety M essages (B SM s): Trajectory information from other connected vehicles can enable safety applications for crash avoidance in areas without infrastructure. • P ersonal Safety M essages: L ocation information from V RUs can be transmitted to approaching vehicles where pedestrians may not be expected. Table 15. (Continued).

Concepts for the Proposed System 77   5.2.6 Freight Operations Rural congestion can have a significant impact on freight movement, manufacturing pro- cesses, competitiveness, and productivity. The needs for rural freight corridors include parking, specific traveler information, and road conditions, such as weather, alternate routes/diversions, height/weight restrictions, and WIM/e-Permitting. Connected vehicles have the potential to help improve freight operation safety, efficiency, and mobility along these corridors. Connected vehicle applications can provide truck drivers with timely, accurate information, and combined with connected vehicle applications, can improve communication and coordination with state/ local DOT TMCs and fleet operation centers. Connected vehicle messages may provide faster and more accurate information for freight vehicles in rural areas augmenting strategies described in Section 3 for arterials and freeways with TIMs about truck parking, weather, incidents, and closures. The TMS collects current infrastructure conditions (e.g., information, such as truck parking locations, current status, and truck/freight route restrictions) from multiple sources that may include other systems (e.g., Fleet and Freight Management System, third-party service providers). The information, both real-time and static, can be provided directly to the Fleet and Freight Management System, commercial vehicle operator to mobile devices, or directly to commercial vehicle OBU as commercial vehicles approach roadway exits with key facilities such as parking or approach restricted routes. Finally, connected vehicles can support safety. Oversize Vehicle Warning (OVW) applications may provide warnings to drivers of oversize vehicles (overheight/overlength/overwidth) for restricted clearances (e.g., tunnel and bridge clearances) ahead. In addition, trucks that may have to use runaway ramps at steep grades may be able to send DNs to the Backoffice. Proposed Freight Operations Processes and Situation Figure 26 depicts new capabilities that may augment and enhance rural freight operations. These new capabilities are summarized as follows: 1. The Backoffice will have new capabilities to receive data from commercial vehicles. Potential data may include DNs when a truck strikes a bridge or if the vehicle uses a runaway ramp. Additionally, vehicles may convey location and parking information leveraging Connected Vehicle Roadside Equipment deployed along the roadway. Alternatively, communications with vehicles may occur through the Cloud or satellite communications. 2. Opportunities also exist for ITS field devices to interface directly with Connected Vehicle Roadside Equipment to support safety-related messages, including messages about lower data dissemination in the field. For example, data collected from connected vehicles could be processed in the field to determine delays, alternate routes, or diversions for closures, weather, or other freight-related concerns. Messages could then be disseminated to motorists through connected vehicle messages and DMS. 3. The Backoffice will have new capabilities to send TIMs to assist rural freight operations. Connected vehicle messages may provide faster and more accurate information for freight vehicles in rural areas augmenting the strategies described in Section 3 for arterials and freeways with TIMs about truck parking, weather, incidents, and closures. The TMS collects current infrastructure conditions, which includes information such as truck parking loca- tions, current status, and truck/freight route restrictions. 4. Connected vehicle data may also be shared with Other Centers, including the Emergency Management/Public Safety System (for DNs), and the Freight and Freight Management System, to support more coordinated and integrated freight operations. Table 16 contains connected vehicle freight operations considerations for rural corridors.

78 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors Category Description N ew Connected Vehicle Messages ( and Data) Rural agencies will have access to new connected vehicle messages and data including the following: • DN s and Mayday Alerts: Alerts sent from vehicles that communicate a distress status when the vehicle' s sensors detect an event that might require assistance from others, or the vehicle' s operator manually initiates a distress status. This can also be used for bridge strikes or runaway truck ramps. • P ark ing Availab ility: Truck drivers can send parking status for spaces being available, full, or close to capacity. • Signal R eq u est Message ( SR M) : Message communicating request for signalized intersection priority for transit or freight consistent with agency traffic management policies. Au gmenting Ex isting F reight Operations Capab ilities B ackoffice will have new capabilities to fuse commercial vehicle data with existing data sources to improve truck parking, distressed commercial vehicles, and runaway ramp use. Existing data sources might include data collected from crowdsourced data from third-party data providers, field devices, and fleet managers. DN and mayday alerts support improved freight operations capabilities with notification of distressed commercial vehicles, bridge strikes, and runaway ramp use to the B ackoffice and other vehicle traffic. Parking availability messages can be used to collect information about open spaces and advertise availability. SRMs can be used to give priority to trucks with late deliveries to just-in-time delivery factories. Table 16. Rural freight operations summary. (Source: Noblis 2020.) Figure 26. Proposed concept: Freight operations.

Concepts for the Proposed System 79   Category Description Overcoming Infrastru ctu re Challenges for Rural corridors have unique characteristics, including long distances between services, limited communications and power, and a lack of alternate routes. For freight operations, many of these corridors lack infrastructure to send and receive Connected Vehicle F reight Operations messages with trucks via RSU. Rural corridors may also be subject to heavy truck volumes. DN messages for trucks may be delayed, resulting in longer response times. A lack of alternative routes also requires parking availability information to be disseminated to travelers well in advance of the parking area. Connected vehicle technologies allow rural agencies to send information about distressed vehicles, alternative routes, and parking availability well in advance of the distressed vehicle or parking area. It is unlikely that rural agencies will deploy RSUs densely along rural corridors to support freight operations. Funding to deploy, operate, and maintain the devices is a major challenge. In addition, a lack of backhaul in rural areas may severely limit both the functionality of a system of connected vehicle applications and the system’ s ability to capture and aggregate real-time vehicle data and send it back to the TMC. To support freight operations, it is likely that rural agencies will deploy RSUs at strategic locations that experience higher levels of congestion and distressed vehicles, or at locations in advance of truck parking areas. Agencies may also consider deploying devices at locations where existing ITS infrastructure needs to be augmented, or where there are gaps with collecting freight data using more traditional technologies. For messages that do not require low-latency communications, such as information about detours, satellite communications may be a viable option for communications. Disabled vehicles may send DNs and mayday alerts directly to nearby RSUs. If RSUs are not in the vicinity of the vehicle, messages may be sent through cellular communications and be able to receive information from satellite communications. If the vehicle is located where there are no communications, alerts may be sent to nearby vehicles using V2V communications. The receiving vehicle could then pass the DN or mayday alert to an RSU when it comes in range. N eeds for Increased Coordination Freight operations require coordination with several partnering agencies. Once data is fused, TMCs can share distressed vehicle notifications, parking notifications, and late delivery status with the B ackoffice and other agencies. It is expected that data collected by a rural agency will be shared with its partners to further augment freight operation activities. Disseminating Information to Connected Vehicles • T raveler Information Messages ( T IMs) : TIMs allow the TMC to send distressed vehicle locations, closures, alternative routes, weather conditions, work zone information, and parking availability messages to freight vehicles. Where DMS, HAR, and 5 1 1 systems are currently used to convey information for freight vehicles about detours and delays to motorists, connected vehicles allow the information to be communicated more directly to the driver. • Signal Statu s Messages ( SSMs) : SSMs give the freight vehicle status of the SRM to enable trucks to plan trajectory through intersections. SRM supports freight movement, competitiveness, and productivity. Table 16. (Continued). 5.3 Stakeholders and Actors of the Proposed System is section describes typical user classes of the proposed system. In detail, this section includes but is not limited to the following: • A list of stakeholders of the proposed system and their user prole. • A description of the interaction among the users (if applicable). • An updated organizational structure (if necessary). • Other personnel involved with the proposed system. • e support environment for the proposed system.

80 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors Note to reader: Table 17 is an example based on the proposed system context diagram that includes new actors and the same set of stakeholders as the current system stakeholders. The table should not be interpreted as a prescriptive description of the relationship between stakeholders and actors. Each state/ agency will be different and will need to assess this relationship based on their list of stakeholders, their roles, and how they define the different actors. Agencies should consider updating their current organization structure/chart when revising/ tailoring their specific ConOps. Table 17 lists stakeholders and how they relate to the proposed system actors. 5.4 Support Environment is section describes the support concepts and environment for the proposed system. Note that the elements from the support environment detailed in Section 3.4 could still apply here. New elements could include the following: • External evaluation support and new agreements made with private sector (e.g., SLA and information exchange) and/or other public agencies. • Operations and management of the SCMS and maintenance of associated SCMS soware and hardware. • Connected vehicle service monitoring capabilities deployed that could include soware and hardware installed at the TMC and connected vehicle equipment installed in the eld. • Additional equipment maintenance for connected vehicle equipment and any ITS equip- ment installed to supplement the connected vehicle functionality. • New communications monitoring capabilities to observe and track bandwidth, backhaul usage, and maintenance. • New capabilities to process new data in near real time and distribute and store large data sets. A lack of backhaul may limit both the functionality of a system of connected vehicle applications and the system’s ability to capture and aggregate real-time incident data and send it back to the TMC. To implement connected vehicle solutions, rural agencies may decide to deploy RSUs at strategic locations (e.g., where power and backhaul are available) and augment their DSRC or C-V2X infrastructure with satellite and cellular communications. Rural areas, especially those with extreme terrain, tend to have sporadic cellular coverage. Certain wireless carriers have decided not to deploy cellular infrastructure in certain rural areas because they estimate that it does not generate sucient prot, due to the low popu- lation densities. However, other carriers have committed to rolling out coverage in rural areas, so cellular coverage may not be an issue by the time connected vehicle technology is in common use. 5.5 Modes of Operation for Proposed System is section details the dierent modes in which the agency operates under the proposed system. ese modes could encompass several operational or management cases under normal or adverse conditions. Table 18 provides examples of these modes of operation. Agencies may choose to add/delete as appropriate for their situation.

State DOT: Maintenance Staff Security Credential Management System Providers Third-Party Service Providers Weather Provider (e.g., NWS) Stakeholders Involved B ac ko ffi ce M ai nt en an ce M an ag em en tS ys te m Em er ge nc y M an ag em en t/ Pu bl ic S af et y Sy st em Fl ee t a nd F re ig ht M an ag em en t S ys te m Tr av el er In fo S ys te m O th er J ur is di ct io n TM S W ea th er S er vi ce Sy st em Ev en tP ro m ot er s Sa te lli te S er vi ce Pr ov id er s Th ird -P ar ty Se rv ic e Pr ov id er s Se cu rit y C re de nt ia l M an ag em en t S ys te m Po si tio ni ng a nd Ti m in g Sy st em C om m er ci al Ve hi cl e O B U Pu bl ic S af et y Ve hi cl e O B U M ai nt en an ce a nd C on st ru ct io n Ve hi cl e O B U B as ic P as se ng er Ve hi cl e O B U Vu ln er ab le R oa d U se r IT S R oa dw ay Eq ui pm en t R ur al A ge nc y Pe rs on ne l C on ne ct ed V eh ic le R oa ds id e Eq ui pm en t 911 Dispatchers Automotive OEMs Adjacent State DOT City DOT Cloud Providers Commercial Vehicle Operators Connected Vehicle Vendors Police: State and Local Event Promoters Fire and Rescue General Public Positioning and Timing Providers Satellite Service Providers State DOT: Operations C lo ud Table 17. Trace of proposed system stakeholders to actors.

82 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors 5.6 Operational Policies and Constraints is section describes any operational policies and constraints that apply to the proposed system or situation. Examples of operational constraints might include the following: • Hours of operation of the system or sta (e.g., limited services evenings, weekends, seasons). • Restrictive IT-related policies that must be followed. • Policies regarding the responsibilities of the deploying agency’s divisions that play a role in supporting connected vehicle equipment. • New agreements or modications to existing SLAs to support connected vehicle deploy- ments and prioritize maintenance and support of the connected vehicle environment during the real-world demonstration phase. • Evaluation of executive sta/agency leadership and legislative priorities is necessary to continue budgetary support and buy-in from decisionmakers. • Work force constraints require a careful analysis of job function changes due to the new connected vehicle deployment. • Development of clear memorandums of understanding on roles and responsibilities when collaborating with internal and external entities. Table 18. Modes of operation of the proposed system. Mode Definition Mode 1 : Normal Operating Conditions Indicates that all key systems and equipment are operating correctly, as described in Section 5 .2. Some secondary systems and equipment may be partially or fully non-operational due to a localized failure or scheduled maintenance; however, overall operations and management of the system are not significantly impacted, and remediation actions are already in place (e.g., maintenance personnel were notified). Mode 2: Degraded A subsection of key systems and equipment is not functioning as intended. Depending on the nature of the degradation, several primary functionalities and processes may be unavailable. Some situations that could lead to this include but are not limited to the following: • Diminished Communications — Loss of connectivity between roadside infrastructure devices — DSRC/C-V2X attenuation — DSRC/C-V2X channel congestion — Unpowered device • Deficient OB U Data Q uality — Inaccurate G lobal Navigation Satellite System (G NSS) data (e.g., position, speed, and heading) — Unsynchronized devices (time) — Inability to process data promptly While this mode does not typically result in a safety issue, diminished management and operations capabilities may impact overall mobility and functionality of the system. Mode 3 : Failure Indicates a complete failure of systems and equipment. This primarily occurs due to exacerbated issues listed in the degrade mode, such as regional loss of power or system-wide software malfunction. Due to the risk associated with a malfunctioning B ackoffice system, all use cases would be suspended and the proposed system would revert to pre-connected vehicle state of operations described in Section 3 .

Concepts for the Proposed System 83   • Limited access to proprietary information due to competitiveness concerns, especially when using different vendors. • Time and seasonal constraints for testing (e.g., having only one winter within the pilot timeframe to test impact of the system on winter crashes). • Potential of adding in-vehicle distraction to drivers. • Lack of reliable, cost-effective commercial power and communications services in areas within the scope of the pilot. • Connected vehicle technology is continuously evolving, as well as the standards used to build the proposed system. As such, system requirements (and design) will continue to evolve. This section also details assumptions made early in the planning stage to enable a clear definition of the proposed system. Examples of assumptions include the following: • The number of connected vehicles that will be available for testing and demonstration. • Connected vehicle users are expected to adhere to existing/new regulations associated with in-vehicle alerts and warnings. • The penetration rate of connected vehicles and the impact this may have on the proposed system (e.g., higher number of roadside units and improved Backoffice system). • The role of expert staff within the agency on developing forecasts or operational strategies by segment based on the information produced by the proposed system. • Cost-effective real-time monitoring of key assets across the deployment area can be accom- plished to support the proposed system.