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

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84 Operational Scenarios Based on engagement with stakeholders, the project team identied a selection of representa- tive use cases that are likely to be of interest and relevance in rural corridors. e intent of these use cases is not to comprehensively cover all possible needs in rural corridors but rather to provide illustrative and relevant starting points for further tailoring. For example, the ows illustrate how the system may interact with external actors and systems in the operational scenario. However, the content is NOT prescriptive, and multiple variations are possible. ese examples can be leveraged for project-specic concept development in addressing similar needs for a specic corridor. ey can also be used to assist in structuring use cases for other scenarios being targeted beyond the 10 cases that were identied based on stakeholder input. By denition, the content in the use cases is focused on the new capabilities relating to connected vehicles. ese capabilities can augment and be integrated into the existing trac operations and management system. is acknowledges that existing agency and external actors (e.g., third-party service providers, Other Jurisdiction TMS, etc.) have existing protocols and procedures that will be executed as in the current situation. ese are the 10 use cases: 1. General Situational Awareness (collecting and disseminating connected vehicle data) 2. Rural Corridor Trac Management and Operations Strategies 3. Road Weather Management 4. General Freight: Freight-Specic Situational Awareness (data collection and dissemination) 5. Incident Response and Management (distinguish between unplanned events, special events, and emergencies) 6. Freight Event Notication: I2V Freight-Specic Information and Advisories 7. Work Zone Management 8. Animal Crossing Warning 9. Pedestrians and Cyclists 10. Non-Signalized Intersection Safety Common Constraints. ere are oen common constraints and assumptions that aect general operations in a rural corridor. e reader should review Section 4.5, which discusses overall system assumptions and constraints. To enable recognition of these common factors and maximize readability, the use cases identify constraints, geographic scope, and preconditions that relate specically to that particular scenario, while the following overall common constraints and assumptions generally apply to all the use cases: • System components have access to general connected vehicle support environment (Positioning and Timing Systems, SCMS/trust, etc.) • OBU-equipped vehicles meet certain basic requirements, such as positioning accuracy/ performance, and transmission of BSM (e.g., SAE J2945/1). S E C T I O N 6

Operational Scenarios 85   • Connected Vehicle Roadside Equipment is anticipated to be only sparsely located along rural corridors. • Connected Vehicle Roadside Equipment is provisioned to send and receive messages to facilitate information receipt and dissemination. • Connected Vehicle Roadside Equipment meets RSU specification or RSU standard or other (to be determined) minimum performance requirements. • Connected Vehicle Roadside Equipment is strategically located along rural corridors or on approaches to tourist sites and rural transit connection facilities. • Power and backhaul communications to field equipment (Connected Vehicle Roadside Equipment and ITS Roadway Equipment) are likely to be limited. Solar and wireless backhaul may be suitable under certain conditions to be defined by the user. • Market penetration of OBU-equipped vehicles will influence the effectiveness of many connected vehicle applications. For example, there needs to be sufficient penetration of OBU-equipped vehicles that operate within the corridor to serve as probe vehicles (as defined by the user). • Participation and data sharing with third-party service providers depend on acceptable value, proposition, and agreement. • Thresholds for advisory/alert and criteria are determined by OEM or vehicle application owner. • Traditional ITS is assumed to be functioning correctly. The Connected Vehicle scenarios are intended to build on and enhance existing processes. • Geographic referencing is important to a variety of scenarios, and this may depend on the ability to translate consistently between multiple location referencing systems. Note to reader: The use of Connected Vehicle Roadside Equipment and Cloud communications reflects potential communications mechanisms for connectivity between the Backoffice and OBU-equipped vehicles. Depending on communications requirements (such as latency, reliability, range, etc.), one or more of the potential communications solutions may be relevant to the operational scenario. The specific references in the use cases are intended to be illustrative and not prescriptive. Similarly, the flows presented are complementary to existing external processes and systems that may currently exist but which are not repeated here in detail. Other existing resources may also be of value in the development of operational scenarios, and some documents illustrate potential structure and format that have been used for documenting use cases. Examples of these resources include the following: • ISO/TS 19091:2019 Intelligent transport systems—Cooperative ITS—using V2I and I2V communications for applications related to signalized intersections, June 2019. • SAE J3067 Surface Vehicle Information Report: Candidate Improvements to Dedicated Short Range Communications (DSRC) Message Set Dictionary [SAE J2735] Using Systems Engineering Methods, August 2014. • SAE J2735 Dedicated Short Range Communications (DSRC) Message Set Dictionary, March 2016. • SAE J2945/3 Requirements for Road Weather Applications, Draft September 18, 2018 (formal standard issued March 24, 2020). • SAE J2945/4 Road Safety Applications, Work in Progress (WIP), September 30, 2016. • Work Zone Data Initiative [WZDI/Work Zone Data Exchange (WZDx)] Specification. • WYDOT CV Pilot Concept of Operations Phase 2 Update, May 11, 2018.

86 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors 6.1 General Situational Awareness G eneral Situ ational Awareness ( collecting and disseminating connected vehicle data) Short Description This use case describes the collection of current infrastructure and traffic-conditions data from multiple sources that may include existing ITS Roadway Equipment, OB U- equipped vehicles, centers and other systems (e.g., Traveler Information System), and third-party service providers. Probe data can be used to directly measure or infer current conditions. The collected data may be aggregated and fused (which may require reconciling location reference systems) with other sources for further data consolidation and to be disseminated to other systems and vehicle operators. G oal Rural Agency Personnel can use this information to make informed decisions to operate and maintain the rural corridor, coordinate with Other J urisdiction TMSs, and provide accurate and timely information to vehicle operators. Constraints Accuracy of traffic-conditions estimates will depend in part on the proportion of connected vehicles. With few vehicles, values such as speed/travel time can be indicative while volume estimates would be less reliable. G eographic Scope Rural corridors with long stretches of divided highways with limited and long distances between services, limited communications and power, and lack of alternate routes. Rural corridors may be subject to heavy travel during tourist seasons. Actors • OB U-equipped basic vehicles • Connected Vehicle Roadside Equipment • B ackoffice • ITS Roadway Equipment • Satellite service providers/Third-party service providers • Other Ju risdiction TMS(s) Illu stration ( ex ample) P reconditions 1 . B asic OB U-equipped vehicles travel along rural corridor capable of aggregating B SMs for vehicle probe data. Backoffice Other Jurisdiction TMS 2 3 7 8 6a Traveler Information System 4 5 Third-Party Service Provider 6 6 6 Delay in 1 mile Satellite Service Providers 6 2a 9

Operational Scenarios 87   Main F low 1 . B asic vehicle OB U broadcasts B SMs periodically with speed, position, vehicle status, and potentially aggregated recent B SMs (vehicle probe data). 2. Connected Vehicle Roadside Equipment receives B SM and vehicle probe data and relays to B ackoffice. 3 . B ackoffice receives summary traffic information corresponding to particular road segments from third-party service providers. 4 . B ackoffice receives current traffic data (speed, occupancy, etc.) from ITS Roadway Equipment at existing detection locations. 5 . B ackoffice performs data fusion to analyze and determine current conditions and potential issues (e.g., anomalies, potential issues for investigation, etc.) for roadway segments along rural corridor. 6 . B ackoffice reports current conditions for each segment to appropriate Traveler Information System (e.g., website, 5 1 1 system), satellite service providers and third- party service providers for dissemination, and to ITS Roadway Equipment (e.g., DMS) as appropriate for the geographical area. 7 . B ackoffice sends Connected Vehicle Roadside Equipment processed traveler information for dissemination (e.g., recent downstream travel time estimates). 8 . Connected Vehicle Roadside Equipment broadcasts traveler information to OB U- equipped basic vehicles. 9 . OB U-equipped basic vehicles receive traveler information and inform drivers. Alternate F low( s) 2a. Connected Vehicle Roadside Equipment may aggregate/process received B SMs before sending partially processed data (e.g., speed summary over a time interval) to B ackoffice. 6 a. B ackoffice sends or receives current conditions to/from Other Ju risdiction TMS (for downstream conditions to be sent to upstream roadway’ s center). P ost- conditions 1 . Driver of OB U-equipped basic vehicle is informed of upcoming travel conditions and advisories. 2. Rural Agency Centers are provided with current information gathered from vehicles on rural corridor. 3 . Non-OB U-equipped vehicles receive enriched travel information to include alternate routes or diversions via other and traditional ITS means (e.g., radio, portable DMS). Information R eq u irements • OB U-equipped vehicle B SM: location, status (e.g., moving, stopped) • Vehicle probe data (aggregated B SMs) • Traveler Information Advisories R elated U ser N eeds C0 1 , C0 6 , C1 6 , C20 , C21 , C25 , C26 F0 2 SE0 1 , SE0 2, SE0 3 , SE0 4 , SE0 5 , SE0 6 V0 1 , V0 2, V0 4 R u ral Corridor T raffic Management and Operations Strategies Short Description This use case describes actions a transportation agency/system/subsystem may take for management and operations of rural corridors that support harmonizing traffic conditions (e.g., SPD-HARM application). Information, static and dynamic, may be based on data from multiple sources, including existing ITS Roadway Equipment, Connected Vehicle In- Vehicle Systems (OB Us), and other systems (e.g., event promoter). The collected data may be aggregated and fused (which may require reconciling location reference systems) with other sources for further data consolidation to support operations (and possibly decision support). This includes managing ITS Roadway Equipment, and Connected Vehicle Roadside Equipment, and the information systems that notify other systems of the operational strategy. G oal Decision support for the rural corridor operational strategies. Operational strategies include using VSL; alternate routing/detours; and providing information about queues ahead (e.g., Q -WARN application), detours, or road closures due to unplanned events or planned special events, seasonal tourist destinations, and rest stops separated by long distances. Constraints Data fusion and decision support depend on sufficient data and confidence. 6.2 Rural Corridor Trafc Management and Operations Strategies

88 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors P reconditions 1 . Event (planned) data is known. 2. Decision support strategies/alternatives are defined. Main F low 1 . Vehicle OB U transmits B SMs and probe information, such as trajectory/travel conditions and weather-related sensor information (temperature, wiper status, etc.). 2. Connected Vehicle Roadside Equipment receives B SMs and probe information from OB U-equipped vehicles and relays to B ackoffice. 3 . B ackoffice receives input from third-party service providers on roadway conditions. 4 . ITS Roadway Equipment with sensors (e.g., Environmental Sensor Stations, speed loops, cameras) transmit reports to the B ackoffice. 5 . B ackoffice executes data fusion and conducts traffic analysis based on received data, historical/archived data, and roadway network data. 6 . B ackoffice makes current conditions and analysis results available to other management systems (Emergency Management/Public Safety System, Maintenance Management System, Traveler Information System, Other Ju risdiction TMSs, Weather Service System, Fleet and Freight Management System), which determine any warranted actions (e.g., dispatch salt trucks) according to current TMC/agency procedure/protocol. 7 . B ackoffice decision support system determines potential operational and management strategies (e.g., adjustment to VSL based on precipitation detected, alternate routing advisory, etc.) and presents to Rural Agency Personnel to assess in decision support. 8 . Rural Agency Personnel edits/selects approved strategies. 9 . B ackoffice sends information associated with strategies to ITS Roadway Equipment (e.g., set VSL or DMS message), Connected Vehicle Roadside Equipment, satellite service providers, and third-party service providers (e.g., queue advisories, road alternates/event advisories) for dissemination. 1 0 . Connected Vehicle Roadside Equipment/Cloud relays advisories to vehicle OB U, which displays advisory information based on vehicle type (general advisory for basic and commercial vehicle versus specific advisory for public safety vehicle or maintenance and construction vehicle). Driver determines adjustment to speed, travel route, or timing (if necessary/desired). Illu stration ( ex ample) BackofficeFleet and Freight Management System 2 3 9 10 6 Traveler Information System 4 5 Third-Party Service Provider 9 6 9 45 MPH Satellite Service Providers 9 2a 8 EMS/Public Safety System Maintenance Management System Other Jurisdiction TMS Weather Service System 6 6 66 7 10 Event Promoters 7a G eographic Scope Rural corridors with long stretches of divided highways with limited and long distances between services, limited communications and power, and lack of alternate routes. Rural corridors may be subject to heavy travel during tourist seasons. Actors • OB U-equipped vehicles (e.g., agency response, emergency management, travelers) • Connected Vehicle Roadside Equipment/Cloud • B ackoffice • ITS Roadway Equipment • Emergency Management/Public Safety System(s) that may be connected to a CAD system • Maintenance Management System • Traveler Information System • Rural Agency Personnel • Satellite service providers/Third-party service providers • Other Ju risdiction TMS(s) • Weather Service System • Fleet and Freight Management System • Event Promoters

Operational Scenarios 89   Alternate F low( s) 2a. Connected Vehicle Roadside Equipment collects passing B SMs and performs aggregation/processes in addition to vehicle OB U transmitting probe messages. 7 a. B ackoffice receives event-related information (timing/duration, affected segments) from event promoters and considers in decision support system recommended advisories. P ost- conditions 1 . Driver safely completes traversal of affected segment or uses alternate routes based on VSL/advisories. 2. Drivers of non-OB U-equipped vehicles receive enhanced travel information and road conditions via other and traditional ITS means (e.g., radio, portable DMS). Information R eq u irements • Probe/B SM from vehicles • ITS Roadway Equipment sensor reports • Strategy information for ITS Roadway Equipment (VSL/DMS messages) • Advisory information for OB U and third-party systems R elated U ser N eeds C0 1 , C0 4 , C0 6 , C0 9 , C1 4 , C1 5 , C1 6 , C1 7 , C1 8 , C1 9 , C20 , C21 , C22, C23 , C24 , C25 , C26 F0 1 , F0 2 AP0 1 , AP0 2 SE0 1 , SE0 2, SE0 3 , SE0 4 , SE0 5 , SE0 6 V0 1 , V0 2, V0 4 6.3 Road Weather Management R oad Weather Management Short Description This use case describes weather collection, fusion with other sources [ e.g., NWS Forecast Offices Systems fused with RWIS and integrated mobile observations (IMO) ] and dissemination of accurate, timely, location-specific road weather information in the form of advisories and alerts (e.g., SWIW). Environmental data is used to detect unsafe conditions, road closures at specific points, and environmental hazards, such as icy road conditions, high winds, dense fog, so operational centers and DSSs, such as the Enhanced Maintenance Decision Support System (MDSS), can decide on corrective actions to take. The continuing updates of road condition information and current temperatures can be used to more effectively deploy road maintenance resources, issue general traveler advisories, issue location-specific warnings to OB U-equipped vehicles, and aid Rural Agency Personnel in scheduling work activity. This includes collecting road weather data from equipped vehicles (e.g., maintenance and construction vehicles, emergency/public safety vehicles). The alert or warning is communicated to the connected vehicle OB U. If the warning includes road closure, then diversion information can be provided. For non- equipped vehicles, alerts or warnings will be provided via roadway signage. In addition, the roadway equipment may calculate the appropriate speed for current weather conditions and provide this information to the connected vehicle or on roadway signage. Leverage J2 9 4 5 /3 standard that includes requirements for V2I weather applications, and ConOps that contains eight proposed applications and 1 3 operational scenarios (use cases). G oal Effectively deploy road maintenance resources, issue general advisories, and location- specific warnings to travelers and vehicle operators as well as Rural Agency Personnel. Constraints • Locations equipped with Environmental Sensor Stations (ESS) are likely limited to known problem locations. • Reasonable diversion routes may not exist. G eographic Scope Rural corridors with long stretches of divided highways with limited and long distances between services, limited communications and power, and lack of alternate routes. Rural corridors may be subject to heavy travel during tourist seasons.

90 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors P reconditions 1 . Impending or current weather event or conditions that affect travel. Main F low 1 . OB U-equipped vehicles transmit sensor data (probe reports with information such as wiper status, temperature) with detected hazards (e.g., icy, freezing road surface conditions) to roadside equipment. 2. Connected Vehicle Roadside Equipment relays probe report to the B ackoffice. 3 . ITS Roadway Equipment (e.g., ESS) detects weather condition (e.g., ice, fog) and transmits field weather report to the B ackoffice. The Weather Service System transmits information to the B ackoffice. 4 . B ackoffice conducts weather analysis to assess and validate weather reports from received sources and determines advisories (or changes to advisories) for affected roadways, and which, if any, alternate routes to include if conditions are suitable. 5 . B ackoffice communicates with Other Centers (Emergency Management/Public Safety System, Maintenance Management System, Traveler Information System, Fleet and Freight Management System, Other Ju risdiction TMS) to share weather analysis results for potential awareness/action. 6 . Rural Agency Personnel interact with B ackoffice to review/approve advisories. Rural Agency Personnel may also transmit dispatch action to agency snowplows/salt/sand trucks of non-equipped vehicles according to current procedures/protocols. 7 . B ackoffice transmits advisories to ITS Roadway Equipment (for DMS/adjusted VSL) and Connected Vehicle Roadside Equipment at locations approaching the affected area (upstream). 8 . Upstream Connected Vehicle Roadside Equipment broadcasts weather advisory TIM to OB U-equipped vehicles. 9 . Vehicle OB U receives TIM and compares the intended routing with the reported affected area. Vehicle OB U provides advisory/alert to driver based on routing or trajectory. Driver diverts or slows down based on advisory/alert as needed. 1 0 . B ackoffice transmits advisories to the Cloud, satellite service providers, and third- party service providers to widely disseminate to affected travelers. Illu stration ( ex ample) Actors 1 . OB U-equipped vehicles (e.g., agency response, emergency management, travelers) 2. Connected Vehicle Roadside Equipment/Cloud 3 . B ackoffice 4 . ITS Roadway Equipment 5 . Emergency Management/Public Safety System(s) that may be connected to a CAD system 6 . Maintenance Management System 7 . Traveler Information System 8 . Satellite service providers/Third-party service providers 9 . Other Ju risdiction TMS(s) 1 0 . Weather Service System 1 1 . Fleet and Freight Management System Backoffice Fleet and Freight Management System 2 3 5 Traveler Information System 4a Third-Party Service Provider 5 9 45 MPH Satellite Service Providers 10 1a 8 EMS/Public Safety System Maintenance Management System Other Jurisdiction TMS Weather Service System 5 5 6 5 7 3 8 10 6a 4 8a2a 2a2a 1a

Operational Scenarios 91   P ost- conditions 1 . Weather conditions improve to normal and B ackoffice ceases or cancels advisories. Information R eq u irements • ESS condition report • Vehicle sensor/probe report • Weather Advisories TIM/VSL • Dispatch action R elated U ser N eeds C0 4 , C0 9 , C1 4 , C1 5 , C1 6 , C1 8 , C20 , C21 , C22, C23 , C25 F0 2 AP0 1 , AP0 2 SE0 1 , SE0 2, SE0 3 , SE0 4 , SE0 5 , SE0 6 V0 1 , V0 2, V0 4 Alternate F low( s) 1 a. OB U-equipped maintenance and construction vehicle (agency snowplows/salt trucks) transmits location and status (and/or Maintenance Management System provides location/status) to B ackoffice to incorporate position into weather analysis response. 2a. Connected Vehicle Roadside Equipment may provide basic data that inform speed decisions to OB U-equipped vehicles and/or basic generic advisory (e.g., Caution Possible Icy Roads) directly to ITS Roadway Equipment without approval process. 4 a. B ackoffice generates recommended mitigation/treatment plan based on weather analysis and location/status of agency trucks from Maintenance Management System. 6 a. Rural Agency Personnel review/alter/approve dispatch actions. 8 a. Maintenance and construction vehicle (e.g., OB U-equipped snowplow) receives dispatch action and presents to driver. Agency driver reviews and acts on dispatch action as safe and appropriate. 6.4 General Freight: Freight-Specic Situational Awareness General Freight: Freight-Specific Situational Awareness (data collection and dissemination) Short Description The Backoffice collects current infrastructure conditions, which includes 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, Maintenance Management System). As commercial vehicles approach roadway exits with key facilities (e.g., truck parking) or approach restricted routes, real-time and static information can be provided directly to Fleet and Freight Management System, commercial vehicle operators (who send to onboard mobile devices), or directly to commercial vehicle OBUs. Alternative Operational Scenarios: Provide oversize/overweight permit information to commercial managers. Goal Enable enhanced situational awareness for general freight traveling in rural corridors to assist in routing on appropriate routes and provide information on truck-related services to facilitate safe and efficient commercial vehicle operations. Constraints • Relies on detection or other up-to-date status information for truck parking, etc. • Truck/freight route restrictions need to be defined and geographically encoded. Geographic Scope Rural corridors with long stretches of divided highways with limited and long distances between services, limited communications and power, and lack of alternate routes. Rural corridors may be subject to heavy travel during tourist seasons.

92 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors P reconditions 1 . G eneral freight-related information and databases are defined with applicable locations (e.g., truck parking, route constraints). Main F low 1 . Commercial vehicle OB U broadcasts B SM (Parts 1 and 2) to Connected Vehicle Roadside Equipment. 2. Connected Vehicle Roadside Equipment transmits information to the B ackoffice. 3 . Fleet and Freight Management Systems, third-party service providers, and Maintenance Management System provide B ackoffice with current status of truck parking, truck-specific services, route restrictions, etc. 4 . B ackoffice processes and analyzes geographically relevant information based on each corridor segment and corresponding Connected Vehicle Roadside Equipment locations. 5 . B ackoffice periodically communicates updated status of freight-specific information to Connected Vehicle Roadside Equipment, satellite service providers, third-party service providers, Traveler Information System, and Other J urisdiction TMSs. If freight-specific information is of significance, B ackoffice sends ITS Roadway Equipment advisory message for display on DMS. 6 . Connected Vehicle Roadside Equipment/Cloud broadcasts freight-specific information to Commercial vehicle OB U. 7 . Commercial vehicle OB U processes and displays downstream advisories and status to truck driver as needed based on trajectory and planned route. If commercial vehicle OB U approaches restricted route from freight-specific information, alert is provided to truck driver. Alternate F low( s) 1 a. Fleet and Freight Management System queries B ackoffice with a planned oversize/overweight route and timing. 3 a. B ackoffice reports to Fleet and Freight Management System all freight-specific information corresponding to planned route and restrictions/guidance with geographic location specifics. 4 a. Fleet and Freight Management System issues permit if appropriate and informs driver/escort personnel with specific route details. 5 a. Fleet and Freight Management System loads equipped commercial vehicle OB U with specific route details. P ost- conditions 1 . Trucks use freight-specific services/facilities as needed. 2. Trucks avoid restricted routes. Information R eq u irements • Freight-specific information—se rvices/facilities and status • Freight-specific information—r estricted routes and status R elated U ser N eeds C1 1 , C1 6 , C1 7 , C20 , C21 , C23 , C25 SE0 1 , SE0 2, SE0 3 , SE0 4 , SE0 5 , SE0 6 V0 2 Actors • OB U-equipped vehicles (e.g., agency response, emergency management, travelers) • Connected Vehicle Roadside Equipment/Cloud • B ackoffice • ITS Roadway Equipment • Traveler Information System • Satellite service providers/Third-party service providers • Other Ju risdiction TMS(s) • Maintenance Management System • Fleet and Freight Management System Illu stration ( ex ample) Other Jurisdiction TMS Backoffice Fleet and Freight Management System 2 5 Traveler Information System 4 Third-Party Service Provider 5 Detour Ahead Satellite Service Providers 5 1 6 3 5 5 7 55 Maintenance Management System 3 3 5a 1a3a4a

Operational Scenarios 93   6.5 Incident Response and Management Illu stration ( ex ample) Backoffice EMS/Public Safety System Other Jurisdiction TMS 1 2 3 7 8 6 Maintenance Management System 4 5 1a Third-Party Service Provider 2a 4a 5a 3a 8 Incident R esponse and Management ( distingu ish b etween u nplanned events, special events, and emergencies) Short Description This use case describes using connected vehicles to supplement traditional ITS thereby potentially providing faster and more accurate detection (using connected vehicles implementing DN) and verification of incidents, and detailed information about the incident. 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, first responders, agency maintenance fleet) via Connected Vehicle Roadside Equipment. Additionally, this information can be provided to traditional ITS (e.g., emergency response agencies, other jurisdictions, DMS, 5 1 1 , website). The incorporation of connected vehicles can aid in quicker incident response and more timely information to travelers. G oal Improved incident detection, verification, and dissemination of more accurate near real- time incident information to responders and travelers. Non-equipped travelers benefit from faster reporting of incidents, verification, and more accurate information. Constraints Other traditional ITS Roadway Equipment is located along the corridor; however, given the rural setting, it does not provide full coverage (e.g., DMS and detectors are sparse, and camera coverage is limited to verify incidents). G eographic Scope Rural corridors with long stretches of divided highways with limited and long distances between services, limited communications and power, and lack of alternate routes. Rural corridors may be subject to heavy travel during tourist seasons. Actors • OB U-equipped vehicles (e.g., agency response, emergency management, travelers) • Connected Vehicle Roadside Equipment/Cloud • B ackoffice • ITS Roadway Equipment • Emergency Management/Public Safety System(s) that may be connected to a CAD system • Maintenance Management System • Satellite service providers/Third-party service providers • Other Ju risdiction TMS(s) P reconditions 1 . Connected Vehicle Roadside Equipment located along rural corridor may be operated by a TMC or partnership thereof (e.g., tourist venue, rural transit agency).

94 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors Main F low 1 . The use case begins when (a) an OB U-equipped vehicle has been involved in an incident and transmits/triggers a DN (e.g., mayday message). If the OB U-equipped vehicle involved in the incident is not within broadcast range of Connected Vehicle Roadside Equipment, when the next OB U-equipped vehicle comes within broadcast range, it receives the DN (or mayday message) from the OB U-equipped incident vehicle. See Alternate Flow(s) for two additional ways the use case may begin. 2. The Connected Vehicle Roadside Equipment receives the DN message from the OB U-equipped vehicle. 3 . The Connected Vehicle Roadside Equipment transmits the DN message to the B ackoffice. 4 . The B ackoffice operator (Rural Agency Personnel) may be prompted to act when a DN or mayday message is received. The B ackoffice also fuses B SM and probe message data from OB U-equipped connected vehicles with traditional ITS data at the B ackoffice. Together, this information is used to identify potential backups or delays near the incident. Other data sources for incident detection may be used to help detect or verify this incident, including information from CAD system, ITS Roadway Equipment (sensors, CCTV cameras), and third-party service providers [ traveler reported, (e.g., crowdsourced data provided through smartphone apps)] . 5 . Location data from the OB U-equipped vehicle may be used to verify location of incident or support verification. The B ackoffice/Rural Agency Personnel operator may use other traditional data sources from the Emergency Management/Public Safety System to verify the incident (e.g., CAD system, state police/patrol on the scene). 6 . The B ackoffice provides incident location information and other known information about the incident (e.g., severity, vehicle types) to Emergency Management/Public Safety System(s) and Maintenance Management System(s). Emergency Management/Public Safety System(s) conduct response per TMC/agency procedure/protocol. The B ackoffice may communicate/coordinate with neighboring jurisdictions (i.e., Other Ju risdiction TMS) to get the nearest equipment to the scene. 7 . The B ackoffice sends TIMs about the incident to vehicle OB Us via Connected Vehicle Roadside Equipment/Cloud. This information would include the incident location, warnings to expect delays, and alternate routes/diversions. Information may be sent to OB U-equipped vehicles and connected automated vehicles (CAVs). Traveler information updates are also sent to ITS Roadway Equipment (DMS), website, 5 1 1 system, and satellite service providers/third-party service providers as another mechanism for informing travelers of the incident. Using the incident location, the B ackoffice can determine how far out messages need to be shared to account for limited or lack of alternate routes or diversions. 8 . Incident information can be updated as appropriate once Emergency Management/Public Safety System(s) and Maintenance Management System(s) personnel are on scene. Alternate F low( s) 1 a. An OB U-equipped automated vehicle detects slowed traffic and captures images of surroundings and sends message directly to B ackoffice via the Cloud, and/or through third-party data provider then to B ackoffice. 2a. An OB U-equipped vehicle transmits probe vehicle data message to Connected Vehicle Roadside Equipment indicating a data event snapshot (e.g., braking possibly indicating slowed traffic due to an event). 3 a. The Connected Vehicle Roadside Equipment transmits the probe data message to the B ackoffice. 4 a. An incident could be detected possibly from probe vehicle data. 5 a. An incident could be detected possibly from an automated vehicle. P ost- conditions 1 . The Emergency Management/Public Safety System(s) and Maintenance Management System(s) personnel provide incident management and response according to TMC procedure/protocol (e.g., incident clearance, traffic management, and rerouting as required). 2. The OB U-equipped vehicle under distress is cleared according to normal traffic management procedure/protocol. 3 . OB U-equipped vehicles proceed with travel following alternate routes or diversions as information is provided to the OB U application(s). 4 . Non-OB U-equipped vehicles receive travel information to include alternate routes or diversions via other and traditional ITS means (e.g., radio, portable DMS, state police/patrol on scene). Information R eq u irements • OB U-equipped distressed vehicle location • OB U-equipped distress vehicle status (e.g., moving, stopped) • Vehicle probe data • B SMs

Operational Scenarios 95   6.6 Freight Events Notication: I2V Freight-Specic Information and Advisories F reight Events N otification: I2 V F reight- Specific Information and Advisories Short Description This use case describes providing freight-specific information in high-risk areas and the monitoring and timely reporting of freight-related infrastructure events. The B ackoffice provides freight-specific information to commercial vehicle OB Us using Connected Vehicle Roadside Equipment at strategic or high-risk locations to support in-vehicle determination of whether an alert/warning is necessary. For unequipped commercial vehicles, information is provided using ITS Roadway Equipment. Alternative Operational Scenarios: Oversize/overheight vehicle warning to truck drivers of potential infrastructure (e.g., bridge, tunnel). In cases of actual bridge strikes, the commercial vehicle OB U could transmit a mayday, or some form of infrastructure monitoring could alert the B ackoffice of the situation to include location and severity. Excessive speed warning when approaching sharp curve to alert truck drivers of possible sharp curve or another road geometry, such as steep grade. Provide advanced notification of runaway truck ramp locations. In cases of actual ramp use, notify B ackoffice of truck ramp use and detailed information of event (e.g., crash, injuries, property damage, and need for towing service or emergency services). G oal Provide advanced notification of freight-related events. Constraints Strategic or high-risk locations rely on prior history/knowledge or encoded database of locations (e.g., bridge clearances). G eographic Scope Rural corridors with long stretches of divided highways with limited and long distances between services, limited communications and power, and lack of alternate routes. Rural corridors may be subject to heavy travel during tourist seasons. Actors • Commercial Vehicle OB U • B ackoffice • Connected Vehicle Roadside Equipment/Cloud • Rural Agency Personnel • ITS Roadway Equipment • Fleet and Freight Management System • Maintenance Management System • Emergency Management/Public Safety System(s) that may be connected to a CAD system Illu stration ( ex ample) P reconditions 1 . Potential freight-specific hazard locations known and geographically defined. R elated U ser N eeds C0 1 , C0 3 , C0 6 , C0 8 , C1 4 , C1 8 , C1 9 , C20 , C21 , C25 , C26 F0 1 , F0 2 AP0 1 , AP0 2 SE0 1 , SE0 2, SE0 3 , SE0 4 , SE0 5 , SE0 6 V0 1 , V0 2, V0 4

96 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors Main F low 1 . Commercial vehicle OB U approaches hazard location broadcasting B SMs. 2. Connected Vehicle Roadside Equipment/Cloud broadcasts potential freight-specific hazard information. 3 . Connected Vehicle Roadside Equipment provides ITS Roadway Equipment with display message for unequipped vehicles. 4 . Commercial vehicle OB U receives potential hazard information and compares it with vehicle information (speed, height, etc.). 5 . Equipped commercial vehicle OB U provides advisory/alert to driver if warranted (e.g., runaway ramp location/distance). 6 . Connected Vehicle Roadside Equipment receives B SMs from commercial vehicle OB U. 7 . Connected Vehicle Roadside Equipment relays information to B ackoffice. 8 . If B ackoffice detects potential adverse trajectory from truck B SMs, notification of potential incident to assess is provided to Rural Agency Personnel, and agency procedure/protocol is followed. Alternate F low( s) 2a. B ackoffice provides Fleet and Freight Management System with access to potential hazards (static) to inform and prepare. 5 a. If commercial vehicle OB U detects incident (crash, sudden deceleration, etc.), transmits DN. 6 a. Connected Vehicle Roadside Equipment receives DN and relays to B ackoffice, noting location (e.g., within low-clearance risk area). 8 a. B ackoffice notifies Rural Agency Personnel (for approval if needed) and Maintenance Management System (e.g., to inspect structure, re-grade runaway ramp), Emergency Management/Public Safety System (to dispatch appropriate response vehicles), and Fleet and Freight Management System with geographic location, available characteristics/information, and DN information. P ost- 1 . Agency staff are dispatched to location with freight-specific equipment as needed. conditions Information R eq u irements • Freight-specific hazard location and details • Display message for DMS • DN information and details R elated U ser N eeds C0 3 , C0 5 , C0 8 , C1 0 , C1 1 , C1 8 , C1 9 , C23 F0 1 AP0 1 SE0 1 , SE0 2, SE0 3 , SE0 4 , SE0 5 , SE0 6 V0 1 , V0 2, V0 4 6.7 Work Zone Management Work Z one Management Short Description The Rural Agency B ackoffice manages work zones, controlling traffic in areas of the roadway where planned maintenance, construction, and utility work activities are underway. Work zone durations could range from several days to several months. Traffic conditions are monitored using available ITS Roadway Equipment/Devices (e.g., smart work zone systems) and Connected Vehicle Roadside Equipment, which may be constrained in rural environments with limited infrastructure and power. Traffic conditions are controlled using ITS Roadway Equipment (including smart cones). Accurate, specific, timely work zone information is coordinated with other systems (e.g., Maintenance Management System, Fleet and Freight Management System, third-party service providers, and, as appropriate, Other Ju risdiction TMSs). OB U-equipped vehicles can use this work zone information conveyed in TIM to alert drivers when the vehicle trajectory warrants (e.g., providing RSZ W). When special events are held concurrent with planned work zones, the B ackoffice coordinates with Event Promotor and possibly transit providers during the special events. Alternative Operational Scenarios: OB U-equipped vehicles provide additional near real-time traffic-conditions data to the B ackoffice and Maintenance Management System via the Connected Vehicle Roadside Equipment. Rural Agency Maintenance Personnel use smart infrastructure tools, such as work zone mapping tools, to define the work zone (e.g., to obtain accurate lane closure and location data that is sent to the B ackoffice and the Maintenance Management System). Leverage Work Z one Data Exchange (WZ Dx) Specification and RSZ W/WZ W applications as well as Road Safety Applications.

Operational Scenarios 97   Illu stration ( ex ample) P reconditions 1 . Work zone plan defined in advance per normal processes and encoded into B ackoffice database/messages from Maintenance Management System. 2. Work zone crew set up with mobile Connected Vehicle Roadside Equipment and connectivity to B ackoffice. 3 . Rural Agency Personnel (rural work zone crew) has validated that encoded work zone configuration matches actual field setup (including geographic extent) and informs Maintenance Management System. Main F low 1 . Maintenance Management System sends active work zone information to B ackoffice. 2. Rural Agency Personnel confirms and authorizes B ackoffice system to disseminate work zone information. 3 . B ackoffice transmits work zone information and updates status/time to Connected Vehicle Roadside Equipment, satellite service providers, and third-party service providers. 4 . Connected Vehicle Roadside Equipment transmits work zone information to vehicle OB Us. 5 . Vehicle OB U compares geographic extent in work zone information with current trajectory. Vehicle OB U provides work zone advisory to driver. If vehicle OB U detects potential conflict with work zone information (e.g., overspeed, approaching lane taper, etc.), alert to driver is presented. 6 . When work zone activity is complete, work zone crew prepares to return to normal configuration per agency procedure/protocol. Work zone crew notifies Maintenance Management System. 7 . Maintenance Management System informs B ackoffice. 8 . B ackoffice changes work zone information to advisory status, zone being taken down within geographic zone. 9 . B ackoffice detects shutdown of Connected Vehicle Roadside Equipment and ceases sending work zone information. EMS/Public Safety System Backoffice Fleet and Freight Management System 1 2 3 4 5 Third-Party Service Provider 9 Satellite Service Providers 3 10a8 Maintenance Management System 6 7 Event Promoters 3 5a 1a 6a 6b 6b Other Jurisdiction TMS 6b 6b 6c 6c 6c G oal To provide accurate, specific, timely work zone speeds and delays to travelers before they enter work zones via Connected Vehicle Roadside Equipment and ITS Roadway Equipment. Constraints • This use case focuses on static work zones, not rolling work zones. • Limited fixed field infrastructure (DMS), which may or may not be part of work zone. G eographic Scope Rural corridors with long stretches of divided highways with limited and long distances between services, limited communications and power, and lack of alternate routes. Rural corridors may be subject to heavy travel during tourist seasons. Actors • B ackoffice • Rural Agency Personnel • OB U-equipped vehicles (e.g., agency response, emergency management, travelers) • Connected Vehicle Roadside Equipment • ITS Roadway Equipment • Emergency Management/Public Safety System(s) that may be connected to a CAD system • Maintenance Management System • Satellite service providers/Third-party service providers • Other Ju risdiction TMS(s) • Fleet and Freight Management System • Event Promoters

98 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors Alternate F low( s) 1 a. B ackoffice receives event information from event promoters and fuses it with other information for review by Rural Agency Personnel. 5 a. Vehicle OB U approaching work zone sends speed and location (B SM) to Connected Vehicle Roadside Equipment for analysis of approaching vehicle trajectories and lane closure accuracy. 6 a. B ackoffice receives message from Connected Vehicle Roadside Equipment. If warranted (queue, stopped traffic, etc.), B ackoffice adjusts work zone information to add advisory with current time. 6 b. If Connected Vehicle Roadside Equipment or ITS Roadway Equipment detects approaching maneuver of risk to work zone personnel, warning alert to other devices is sent (for both travelers and personnel), or if a likely incursion into work zone personnel area, notification sent to B ackoffice for potential investigation by Emergency Management/Public Safety System (following agency protocol/procedure). 6 c. B ackoffice sends adjusted work zone information to Connected Vehicle Roadside Equipment, third-party system, and Other Ju risdiction TMSs, if appropriate. 1 0 a.Vehicle OB U receives adjusted work zone information and advises driver of stopped traffic ahead of work zone. P ost- conditions 1 . Rural Agency Personnel (work zone crew) leaves area. 2. Normal traffic proceeds through former work zone area. Information R eq u irements • Work zone information with geographic extent and MAP, lane/speed advisories, work zone timeframe (TIM) • Vehicle OB U speed/location (B SM) R elated U ser N eeds C0 1 , C0 2, C0 7 , C0 8 , C1 5 , C1 8 , C20 , C24 , C25 F0 1 , F0 2 AP0 1 , AP0 2 SE0 1 , SE0 2, SE0 3 , SE0 4 , SE0 5 , SE0 6 V0 1 , V0 2, V0 4 , V0 6 6.8 Animal Crossing Warning Animal Crossing Warning Short Description This use case supports the sensing and warning systems used to detect the presence of animals/wildlife in areas prone to high counts of vehicle-wildlife incidents and areas with heavy concentrations of wildlife frequently crossing sections of rural corridors. Wildlife can be detected by infrastructure-based systems (e.g., ITS Roadway Equipment for animal detection using radar or infrared, and roadside signage warning systems to warn vehicle operators). These systems allow automated warning or active protection for animals/wildlife by warning vehicle operators. The intent is to help drivers avoid collisions with wildlife. Alternative Operational Scenarios: Use in-vehicle sensors (e.g., radar, infrared) to detect large animals (e.g., deer, bear, moose) and then relay the warning to other equipped vehicles and Connected Vehicle Roadside Equipment. The identified presence of animals would need to be trusted by others, based on factors to be determined, and be time-stamped and location-specific. The detection report would need to have the means to determine a useful/relevant timeframe to avoid false positives after the wildlife are no longer present. G oal Improved safety by avoiding drivers’ collisions with wildlife. Constraints Wildlife considered in this use case is limited to those of significant size to be readily detectable and pose a hazard to vehicles. Rural corridors with long stretches of divided highways with limited and long distances between services, limited communications and power, and lack of alternate routes. Rural corridors may be subject to heavy travel during tourist seasons. Roadways may have limited visibility (horizontal curves) and little or no buffer between forest and other obstructions. Focus on areas where there is a history of vehicle-wildlife collisions. G eographic Scope

Operational Scenarios 99   P reconditions 1 . High-conflict wildlife area defined geographically and temporally (e.g., season, time of day). Main F low 1 . OB U-equipped vehicle approaches defined high-risk wildlife conflict area. 2. Connected Vehicle Roadside Equipment near conflict area broadcasts geographic extent of coverage by sensors. 3 . ITS Roadway Equipment (field infrastructure sensors) detect wildlife location (precise or zone-based) and sends time of detection to Connected Vehicle Roadside Equipment. 4 . Connected Vehicle Roadside Equipment notifies ITS Roadway Equipment to activate roadway signage warning system (if present) while wildlife is actively detected. 5 . Vehicle OB U matches location with geographic extent of coverage to determine approach/entry into high-risk area. 6 . Connected Vehicle Roadside Equipment broadcasts report of current/recent (based on relevance threshold) wildlife sensed to OB U-equipped vehicle. 7 . Vehicle OB U compares location and current trajectory with locations and time reported in wildlife report. 8 . Vehicle OB U provides advisory/alert to driver based on last relative position if wildlife present within OEM-configurable timing/assessment (to determine if recent detection threshold is relevant/useful). 9 . Vehicle driver slows or acts based on advisory/alert as needed. Alternate F low( s) 5 a. OB U-equipped vehicle with sensors (forward camera) approaches location where wildlife is present in or near roadway. Vehicle OEM sensors detect location of wildlife relative to vehicle. Vehicle calculates estimated actual position of wildlife using vehicle location. Vehicle OB U generates observed wildlife report with location and time, consistent with trust criteria. 5 b. Vehicle OB U transmits observed wildlife report to Connected Vehicle Roadside Equipment (if in range) and other OB U-equipped vehicles in the area. 6 a. Connected Vehicle Roadside Equipment either confirms existing detection or broadcasts that there has been a vehicle-based (relayed) detection. 7 a. Other OB U-equipped vehicles in short range wireless communications receive report and compare trajectory with reported locations. 8 a. Vehicle alerts driver if OEM vehicle system determines the need. 9 a. If Connected Vehicle Roadside Equipment analyses of passing vehicles suggest struck animal, message sent to the B ackoffice for potential investigation/confirmation to inform Maintenance Management System/Rural Agency Personnel per agency protocol/procedure. Actors • OB U-equipped vehicles (basic passenger vehicle, commercial vehicle, public safety vehicle, maintenance and construction vehicles) • Connected Vehicle Roadside Equipment • B ackoffice • ITS Roadway Equipment • B ackoffice/Maintenance Management System Illu stration ( ex ample)

100 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors 6.9 Pedestrians and Cyclists P edestrians and Cyclists Short Description This use case supports the sensing and warning systems used to interact with pedestrians, cyclists, and other non-motorized users that operate on rural roadways, or on pathways that intersect the main vehicle roadways, specifically near national parks and other tourist and seasonal venues. These systems allow automated warning or active protection for pedestrians and cyclists. It integrates traffic, pedestrian, and cyclist information from roadside or intersection detectors, and new forms of data from wirelessly connected, non- motorized traveler-carried mobile devices [ e.g., providing real-time location via Personal Safety Message (PSM)] to assist non-motorized travelers crossing and maintaining alignment with the crosswalk or pathway based on real-time SPaT, and MAP information if traffic signal controller is present. 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. Leverage J 29 4 5 /9 VRUs recommended practice that covers performance requirements for VRUs and pedestrian devices. G oal Improved safety in areas where pedestrians cross rural roadways. Constraints Positioning accuracy limitations for personal mobile devices can constrain the usefulness of applications dependent on pedestrian location. G eographic Scope Rural corridors with long stretches of divided highways with limited and long distances between services, limited communications and power, and lack of alternate routes. Rural corridors may be subject to heavy travel during tourist seasons. Actors • Device (accessed by VRUs) • OB U-equipped vehicles (e.g., agency response, emergency management, travelers) • Connected Vehicle Roadside Equipment/ITS Roadway Equipment Illu stration ( ex ample) P ost- conditions 1 . Vehicle leaves defined high-risk wildlife conflict area. Information R eq u irements • Wildlife detected location and time • G eographic extent of high-risk/coverage area • Confidence value in detection R elated U ser N eeds C0 8 , C1 4 F0 1 , F0 2 SE0 1 , SE0 2, SE0 3 , SE0 4 , SE0 5 , SE0 6 V0 1 , V0 2, V0 4

Operational Scenarios 101   P reconditions 1 . Location with pedestrian crossing traffic is set up with ITS Roadway Equipment, portable roadside equipment, and detectors or pushbutton call. 2. MAP created showing location of crossing pedestrians. Main F low 1 . Pedestrian desiring to cross roadway activates ITS Roadway Equipment pushbutton call or is detected by infrastructure sensors. 2. ITS Roadway Equipment sends Connected Vehicle Roadside Equipment information to populate message (SPaT or TIM) with pedestrian crossing and time of call or detection and activates crossing beacon if present. 3 . Connected Vehicle Roadside Equipment broadcasts messages to OB U-equipped vehicles in range. 4 . Vehicle OB U receives messages. Vehicle OB U processes received messages to identify pedestrian crossing location with respect to current trajectory. Vehicle OB U provides advisory/alert to driver based on relative position to reported pedestrian crossing. 5 . Connected Vehicle Roadside Equipment ceases broadcast when call or detection timed out (duration of how long to transmit after call needs to be considered). Alternate F low( s) 1 a. Pedestrian carrying an equipped VRU device with short range wireless communication activates pedestrian crossing beacon. 3 a. VRU device determines current location/time and broadcasts PSM to vehicles in vicinity. 4 a. Vehicle OB U receives PSM. Vehicle OB U compares geographic information and time in PSM with respect to current trajectory. Vehicle OB U provides advisory/alert to driver based on relative position to reported pedestrian location. 5 a. Pedestrian deactivates pedestrian crossing beacon on equipped VRU device after crossing road. P ost- conditions Pedestrian completes crossing of the roadway. Information • Location/MAP of pedestrian crossing area • Detection information of pedestrian locationR eq u irements • Pedestrian crossing status R elated U ser N eeds F0 1 SE0 1 , SE0 2, SE0 3 , SE0 4 , SE0 5 , SE0 6 V0 1 , V0 2, V0 4 , V0 5 , V0 6 , V0 7 , V0 8 6.10 Non-Signalized Intersection Safety Short Description This use case describes improving safety at high-risk non-signalized intersections on rural corridors where only the minor road has posted stop signs and includes divided highways with no posted stop signs on the major road. It includes vehicle OB Us, Connected Vehicle Roadside Equipment, and ITS Roadway Equipment (e.g., vehicle detection, such as inductive loops, radar, LiDAR, cameras, and roadside signage warning systems) for non-equipped vehicles. The intent is to help drivers on a minor road stopped at an intersection or turning off a divided highway understand the state of activities associated with that intersection by providing a warning of unsafe gaps on the major road. All available sensor information (major road, minor road, and median sensors) data is collected and used to compute the dynamic state of the intersection to issue appropriate warnings and alerts. If an OB U-equipped vehicle can detect a crash, a DN can be transmitted. Alternate flow includes scenario where mainline and minor road vehicles are both OB U-equipped with IMA or LTA applications. G oal Improved safety at high-risk non-signalized intersections. Constraints • Requires field detection capability of sufficient reliability. • Field of view (obstructions/curvature of approaches) may be a limitation depending on sensors. N on- Signalize d Intersection Safety

102 Initiating the Systems Engineering Process for Rural Connected Vehicle Corridors P reconditions 1 . Field infrastructure sensors (e.g., radar, camera) installed to sense approaching vehicles. 2. Roadside equipment configured with data (geometry, etc.) on roadway approaches. Main F low 1 . ITS Roadway Equipment (field sensors) gathers data on speed and location of approaching vehicles on major road and provides that to the Connected Vehicle Roadside Equipment. 2. Connected Vehicle Roadside Equipment processes field sensor data and assesses conflict traffic state. 3 . Connected Vehicle Roadside Equipment broadcasts unsafe-to-cross status message. 4 . Connected Vehicle Roadside Equipment sends unsafe-to-cross status to ITS Roadway Equipment (indicator/DMS/etc.) with timing. 5 . Vehicle OB U on minor road receives unsafe-to-cross status message and assesses time and own trajectory. Vehicle OB U provides advisory of intersection status to driver. Vehicle OB U provides alert to driver if driver begins to cross while unsafe status is active. 6 . Vehicle OB U clears advisory to driver when unsafe status ceases. 7 . Connected Vehicle Roadside Equipment assesses data for potential crashes (e.g., rapid deceleration) and relays to B ackoffice. If a crash occurs, the OB U could broadcast a mayday or DN. 8 . B ackoffice provides sensed data to Emergency Management/Public Safety System for assessment and potential further investigation. The agency’ s incident response protocol/procedure is followed. Alternate F low( s) 1 a. Equipped vehicles with IMA/LTA application approach a non-signalized intersection. 3 a. Vehicle OB Us repeatedly broadcast B SM to each other. 5 a. Vehicle OB U determines trajectory of other vehicles approaching intersection based on B SMs. Vehicle OB U assesses whether a potential conflict exists based on its trajectory versus other vehicles. Vehicle OB U provides advisory/alert to driver if driver does not already take action to stop. P ost- conditions Vehicles complete passage through intersection. Information • B SM • Unsafe-to-cross status messageR eq u irements R elated U ser N eeds C0 1 , C0 3 , C0 8 , C1 8 F0 1 , F0 2 SE0 1 , SE0 2, SE0 3 , S0 4 , SE0 5 , SE0 6 V0 1 , V0 2, V0 4 G eographic Scope Rural corridors with long stretches of divided highways with limited and long distances between services, limited communications, and limited power. May involve long stretches of rural roadway where intersecting roads are sparse, often giving the driver a false sense of awareness of surrounding traffic. These are areas with high rates of incidents. Rural corridors may be subject to heavy travel during tourist seasons. Actors • OB U-equipped vehicles (e.g., agency response, emergency management, travelers) • Connected Vehicle Roadside Equipment • B ackoffice • ITS Roadway Equipment • Emergency Management/Public Safety System(s) that may be connected to a CAD system Illu stration ( ex ample)