Introduction to the connected vehicle imsa 2015 annual conference

ITS ePrimer
Module 13: Connected Vehicles
Intelligent Transportation Systems Joint Program Officeg p y g
Research and Innovative Technology Administration, USDOT

Instructor
. Christopher Hill, Ph.D.,
PMP
Senior Associate
Boo Allen HamiltonBooz Allen Hamilton
Washington, DC, USA
2U.S. Department of Transportation

Learning Objectivesg j
1 Provide an overview of the connected vehicle program1. Provide an overview of the connected vehicle program
2. Understand history, evolution, and future direction of
connected vehicle programp g
3. Understand partnership and roles of government and
industry
4 U d t d b i t h l i d t4. Understand basic technologies and core systems
5. Understand key policy, legal, and funding issues

Definition of a Connected Vehicle Environment
Wireless connectivity among vehicles, the infrastructure,y g , ,
and mobile devices, resulting in transformative change
to:
 Highway safety
 Mobility
 Environmental impacts
Source: USDOT

Wireless Communications for Connected Vehicles
Core technology for Connected Vehicle applications
 Safety related systems to be based on Dedicated Short Safety-related systems to be based on Dedicated Short
Range Communications
 Non-safety applications may be based on othery pp y
technologies
 DSRC characteristics:
75 MHz of bandwidth at 5 9 75 MHz of bandwidth at 5.9
GHz
 Low latency
 Limited interference
 Performance under adverse
conditions
Source: USDOT
conditions

Connected Vehicle Benefits
Connected Vehicles will benefit the public good by:
 Reducing highway crashes
□ Potential to address up to 81% of unimpaired crashes
 Improving mobility
 Reducing environmental impact
Additional benefits to public agency transportation system
management and operationsa age e a d ope a o s

Historical Context
Current program results from more than a decade of
research:research:
 2003 – Vehicle Infrastructure Integration (VII) programg ( ) p g
formed by USDOT, AASHTO, and carmakers
 2006 – VII Concept of Operations published by USDOT
2008 2009 VII P f f C t i Mi hi d 2008-2009 – VII Proof-of-Concept in Michigan and
California
 2010-2011 – VII renamed to Connected Vehicle2010 2011 VII renamed to Connected Vehicle
program

Connected Vehicle Program Todayg y
Current research addresses key strategic challenges:
 Remaining technical challenges
 Testing to determine actual benefitsTesting to determine actual benefits
 Determining if benefits are sufficient to warrant
implementation
 Issues of public acceptance

Key Decision Pointsy
 Decisions to be made on core
technologies:technologies:
□ 2013 NHTSA agency decision on
implementation of DSRC in light
vehicles
□ 2014 decision regarding DSRC in
heavy vehiclesheavy vehicles
□ Information to support the
decision will come from multiple
sources, including the Safety
Pilot Model Deployment

Connected Vehicle Safety Piloty
 2,800 vehicles (cars, buses,
and trucks) equipped withand trucks) equipped with
V2V devices
 Provide data for
determining the technologies’
effectiveness at reducing
crashes
 Includes vehicles with
embedded equipment and
th th t ft k tothers that use aftermarket
devices or a simple
communications beacon
Image source: USDOT

Safety Pilot V2V Applicationsy pp
 Applications to be tested
include:include:
□ Forward Collision Warning
□ Electronic Emergencyg y
Brake Lights
□ Blind Spot Warning/Lane
Change WarningChange Warning
□ Intersection Movement Assist
□ Do Not Pass Warning S USDOT
□ Do Not Pass Warning
□ Left Turn Assist
Source: USDOT

V2I Safety Applicationsy pp
 Use data exchanged between
vehicles and roadwayvehicles and roadway
infrastructure to identify high-risk
situations and issue driver alerts
d iand warnings
□ Traffic signals will communicate
signal phase and timing (SPaT)g p g ( )
data to vehicles to deliver active
safety messages to drivers
Source: USDOT

Typical V2I Safety Applicationsyp y pp
 Candidate applications under development include:
Red Light Warning□ Red Light Warning
□ Curve Speed Warning
□ Stop Sign Gap AssistStop Sign Gap Assist
□ Railroad Crossing Violation Warning
□ Spot Weather Impact Warning
□ Oversize Vehicle Warning
□ Reduced Speed/Work Zone Warning
Source: USDOT

Connected Vehicle Mobility Applicationsy pp
 Provide an interconnected, data-rich travel environment
 Used by transportation managers to optimize Used by transportation managers to optimize
operations, focusing on reduced delays and congestion

Potential Dynamic Mobility Applicationsy y pp
 EnableATIS – support
sharing of travel
 INFLO – optimize flow
with queue warning andsharing of travel
information
 IDTO – support transit
with queue warning and
speed harmonization
 R.E.S.C.U.M.E. – support
mobility, operations, and
services
 MMITSS – maximize
incident management
and mass evacuations
 FRATIS – freight-specificMMITSS maximize
arterial flows for transit,
freight, emergency
hi l d d t i
FRATIS freight specific
information systems or
drayage optimization
vehicle, and pedestrians

Connected Vehicle Transit Applicationspp
 Three Integrated Dynamic Transit Operations (IDTO)
applications developed:applications developed:
□ Dynamic Transit Operations (T-DISP)
□ Connect Protection (T-CONNECT)
□ Dynamic Ridesharing (D-RIDE)
 Additional transit safety applications in the Safety Pilot:
Emergency Electronic Brake Lights (EEBL)□ Emergency Electronic Brake Lights (EEBL)
□ Forward Collision Warning (FCW)
□ Vehicle Turning Right in Front of Bus Warning (VTRW)g g g ( )
□ Curve Speed Warning (CSW)
□ Pedestrian in Crosswalk Warning (PCW)

Connected Vehicle Environmental Applications
 Generate and capture relevant, real-time transportation
data to support environmentally friendly travel choicesdata to support environmentally friendly travel choices
for:
□ Travelers
□ Road operating agencies
□ Car, truck, and transit drivers

USDOT AERIS Programg
 Research on connected vehicle environmental
applications conducted within the AERIS programapplications conducted within the AERIS program

Connected Vehicle Environmental Applications
 Generate and capture relevant, real-time transportation
data to support environmentally friendly travel choicesdata to support environmentally friendly travel choices
□ Travelers avoid congestion, take alternate routes or
transit, or reschedule their trip to be more fuel-efficient
□ Operators receive real-time information on vehicle
location, speed, and other operating conditions to
improve system operationimprove system operation
□ Drivers optimize the vehicle's operation and
maintenance for maximum fuel efficiency

Potential AERIS Conceptsp
 Eco-Signal Operations – Optimize roadside and traffic
signal equipment to collect and share relevant positionalsignal equipment to collect and share relevant positional
and emissions data to lessen transportation environmental
impact.
 Dynamic Eco-Lanes – Like HOT and HOV lanes but
optimized to support freight, transit, alternative fuel, or
regular vehicles operating in eco-friendly waysg p g y y
 Dynamic Low Emissions Zones – Similar to cordon
areas with fixed infrastructure but designed to provide
i ti f f i dl d i iincentives for eco-friendly driving

Connected Vehicle Technologygy
 Onboard or mobile
equipment
 Communications systems
 Core systemsequipment
 Roadside equipment
 Core systems
 Support systems
Source: USDOT

Dedicated Short-Range Communicationsg
 Technologies developed for vehicular communications
FCC allocated 75 MHz of spectrum in 5 9 GHz band□ FCC allocated 75 MHz of spectrum in 5.9 GHz band
□ To be used to protect the safety of the traveling public
 A communications protocol similar to WiFiA communications protocol similar to WiFi
□ Derived from the IEEE 802.11 standard
□ DSRC includes WAVE Short Message protocol defined
in IEEE 1609 standard
 Typical range of a DSRC access point is 300 m
T i l i t ll ti t i t ti d th d id□ Typical installations at intersections and other roadside
locations

Key DSRC Functional Capabilitiesy p
 DSRC is the only short-range wireless technology that
provides:provides:
□ Fast network acquisition, low-latency, high-reliability
communications link
□ An ability to work with vehicles operating at high
speeds
An ability to prioritize safety messages□ An ability to prioritize safety messages
□ Tolerance to multipath transmissions typical of
roadway environmentsy
□ Performance that is immune to extreme weather
conditions (e.g., rain, fog, snow)
□ Protection of security and privacy of messages

DSRC for Active Safety Applicationsy pp
Source: USDOT

Cellular Communications
 USDOT committed to DSRC for active safety, but will
explore other wireless technologiesexplore other wireless technologies
 Cellular communications is a candidate for some safety,
mobility, and environmental applications
□ LTE technologies can provide high-speed data rates to
a large number of users simultaneously
Technologies are intended to serve mobile users□ Technologies are intended to serve mobile users
□ Good coverage – all urban areas and most major
highwaysg y

Security Credential Managementy g
 Connected Vehicle Environment relies on the ability to
trust the validity of messages between userstrust the validity of messages between users
□ Accidental or malicious issue of false messages could
have severe consequences
 Users also have expectation of appropriate privacy in
the system
 Current research indicates use of PKI security system Current research indicates use of PKI security system
and exchange of digital certificates

Policy and Institutional Issuesy
 May limit successful deployment
 Collaborative effort among USDOT industry Collaborative effort among USDOT, industry
stakeholders, vehicle manufacturers, state and local
governments, associations, and citizens
 Policy issues and associated research fall into four
categories:
Implementation Policy Options□ Implementation Policy Options
□ Technical Policy Options
□ Legal Policy Options□ Legal Policy Options
□ Implementation Strategies

Implementation Policy Optionsp y p
 Topics to be addressed:
Viable options for financial and investment strategies□ Viable options for financial and investment strategies
□ Analysis and comparisons of communications systems
for data deliveryy
□ Model structures for governance with identified roles
and responsibilities
A l i d t t th NHTSA□ Analyses required to support the NHTSA agency
decision

Technical Policy Optionsy p
 Analysis of technical choices for V2V and V2I
technologies and applicationstechnologies and applications
□ Identify if options require new institutional models or
can leverage existing assets and personnel
 Technical analyses related to Core System, system
interfaces, and device certification and standards

Legal Policy Optionsg y p
 Analysis on the federal role and authority in system
development and deploymentdevelopment and deployment
 Analysis of liability and limitations to risk
 Policy and practices regarding privacyy p g g p y
 Policies on intellectual property and data ownership

Implementation Strategiesp g
 AASHTO conducted a Connected Vehicle Field
Infrastructure Deployment AnalysisInfrastructure Deployment Analysis
□ Infrastructure deployment decisions by state and local
transportation agencies depend on nature and timing
of benefits
□ Benefits depend on availability of Connected Vehicle
equipment installed in vehiclesequipment installed in vehicles
▪ Original equipment
▪ After-market devices

Connected Vehicle Market Growth
Source: USDOT

Funding for Infrastructure Deploymentg p y
 Key task facing state and local DOTs is the need to
identify a funding mechanismidentify a funding mechanism.
□ Capital and ongoing operations and maintenance costs
 Agencies can consider various funding categories tog g g
support deployment.
□ ITS budget or federal/state funds with ITS eligibility
S f t i t□ Safety improvement program
□ Funds set aside for congestion mitigation or air quality
improvement projectsimprovement projects
□ Public–private partnerships

Summaryy
 The Connected Vehicle Environment:
Wireless connectivity among vehicles infrastructure□ Wireless connectivity among vehicles, infrastructure,
and mobile devices
□ Transformative changes in highway safety, mobility,g g y y y
and environmental impact
□ Broad stakeholder base – government, industry,
researchersresearchers
 Potential benefits
□ Use of V2V and V2I may address 81% of unimpaired□ Use of V2V and V2I may address 81% of unimpaired
crashes in all vehicle types
□ Reduce congestion and vehicle emissions

Summary (cont’d)y ( )
 Current strategic challenges – technical, benefits,
deployment public acceptancedeployment, public acceptance
 Connected Vehicle Safety Pilot to support NHTSA
agency decisions in 2013 and 2014
 Applications allow systems and technologies to deliver
services and benefits to users in three broad categories
Safety applications (including those based on V2V or□ Safety applications (including those based on V2V or
V2I communications)
□ Dynamic mobility applicationsy y pp
□ Environmental applications

 DSRC technologies developed specifically for vehicular
communicationscommunications
□ Reserved for transportation safety by the FCC
 DSRC will be used for V2V and V2I active safetyy
□ Cellular communications can be explored for other
safety, mobility, and environmental applications
A P bli K I f t t (PKI) it t A Public Key Infrastructure (PKI) security system,
involving the exchange of digital certificates among
trusted users, can support both the need for message, pp g
security and provide appropriate anonymity to users.

 Policy and institutional issues are topics that may limit or
challenge successful deploymentchallenge successful deployment.
 An AASHTO Connected Vehicle field infrastructure
deployment analysis indicates:
□ Infrastructure deployment decisions of state and local
transportation agencies will be based on the nature
and timing of benefitsand timing of benefits
□ Benefits will depend on the availability of Connected
Vehicle equipment installed in vehicles, either as
original equipment or as after-market devices.

References
 AASHTO Subcommittee on Systems Operations and
Management Web site:Management Web site:
http://ssom.transportation.org/Pages/default.aspx
 ITS America Web site: The Connected Vehicle - Next
Generation ITS,
http://www.itsa.org/industryforums/connectedvehicle
 U S Department of Transportation Research andU.S. Department of Transportation, Research and
Innovative Technologies Administration, Web site:
Connected Vehicle Research,
htt // it d t / t d hi l / t dhttp://www.its.dot.gov/connected_vehicle/connected_ve
hicle.htm

Questions?
1. What types of benefits may accrue from the
implementation of the Connected Vehicleimplementation of the Connected Vehicle
Environment?
2. What are the key inputs to the NHTSA agency
decision to pursue a potential rulemaking?
3. Why is DSRC suitable for Connected Vehicle
applications especially active safety applications?applications, especially active safety applications?
4. How will the Connected Vehicle Environment be
protected against accidental or malicious attacks?
5. What factors will influence the decisions by state and
local agencies to deploy Connected Vehicle field
infrastructure?
infrastructure?

Introduction to the connected vehicle imsa 2015 annual conference

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