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1. The V2I safety roadmap was recently updated, and this Workshop is the first opportunity to gather Stakeholder input. This morning I will present the overall roadmap and elements. It will be discussed in greater detail on Thursday morning. Following any revisions that are required as a result of this Workshop, it will be posted on the IntelliDrive web site (www.IntelliDriveUSA.org).
The V2I safety roadmap was recently updated, and this Workshop is the first opportunity to gather Stakeholder input. This morning I will present the overall roadmap and elements. It will be discussed in greater detail on Thursday morning. Following any revisions that are required as a result of this Workshop, it will be posted on the IntelliDrive web site (www.IntelliDriveUSA.org).
3. I would like to acknowledge everyone who has worked so hard to move the IntelliDrive program forward, but I’m sure we would probably have to tack on another hour to what is already going to be a looong presentation.
So instead, I’d like to simply thank the following individuals, who were instrumental in preparing the V2I roadmap and this presentation.
I want you to know that my involvement with the IntelliDrive program spans a little over one month. So while I am now a supporter of the overall program and designated champion of the V2I roadmap, I am by no means a subject-matter expert… yet.
However, the individuals whose names are highlighted above are some of the technical experts for the V2I Safety roadmap and thankfully (for you and for me) they will be here to help answer any questions you may have at the conclusion of this presentation as well as during the breakout session on Thursday.I would like to acknowledge everyone who has worked so hard to move the IntelliDrive program forward, but I’m sure we would probably have to tack on another hour to what is already going to be a looong presentation.
So instead, I’d like to simply thank the following individuals, who were instrumental in preparing the V2I roadmap and this presentation.
I want you to know that my involvement with the IntelliDrive program spans a little over one month. So while I am now a supporter of the overall program and designated champion of the V2I roadmap, I am by no means a subject-matter expert… yet.
However, the individuals whose names are highlighted above are some of the technical experts for the V2I Safety roadmap and thankfully (for you and for me) they will be here to help answer any questions you may have at the conclusion of this presentation as well as during the breakout session on Thursday.
4. The focus is on crash prevention through low-latency DSRC safety applications. Even though this is the focus we realize that post-crash safety benefits will also be obtained using DSRC technology, such as improved emergency response.
The term “V2I” Communication does not imply directionality. Communication and/or data may flow to or from vehicles, infrastructure, and nomadic and aftermarket devices such as portable navigations systems and smart phones.The focus is on crash prevention through low-latency DSRC safety applications. Even though this is the focus we realize that post-crash safety benefits will also be obtained using DSRC technology, such as improved emergency response.
The term “V2I” Communication does not imply directionality. Communication and/or data may flow to or from vehicles, infrastructure, and nomadic and aftermarket devices such as portable navigations systems and smart phones.
5. These are the four initial areas that were given consideration for V2I safety applications under the IntelliDrive Program. This list, however, does not exclude other areas that can or should be considered. Transit, for example, might be focused on pedestrian safety.These are the four initial areas that were given consideration for V2I safety applications under the IntelliDrive Program. This list, however, does not exclude other areas that can or should be considered. Transit, for example, might be focused on pedestrian safety.
6. The V2I Safety Research Plan Roadmap has five “tracks” as shown. These tracks are interrelated, as outcomes from one track will serve as inputs to another. In general, they can be defined as follows:
Track 1 – Applications Analysis will help identify high priority crash types that prove to be technically feasible and cost-effective for research investment.
Track 2 – Prototype Development includes the development of a concept of operations for V2I safety and development of prototype applications derived from the concept of operations. The prototyping will include the development of system engineering documents and unit testing in order to determine a particular safety application’s functionality and feasibility.
Track 3 – Infrastructure Communications/Interoperability includes all the technical work required to enable safety applications that use SPaT. It also includes other activities such as mapping, positioning, and communication requirements. I will discuss track 3 and SPaT related activities in greater detail later in my presentation. But, for now I want to emphasize that these activities will lead to a major milestone in the 2nd Qtr of 2013, when FHWA will issue Policy Guidance for SPaT deployment.
Track 4 – Benefits Assessment includes an assessment of safety applications through the use of Field Operational Tests and/or simulation, where applicable.
Track 5 – Deployment Planning includes activities to define and develop public agency requirements, and to develop guidelines, and recommendations for practitioners that will assist in the implementation and deployment of the required infrastructure in order to make V2I safety applications functional. In essence, we are developing a “toolbox” that will help State and local agencies through the process of procurement and deployment of IntelliDrive infrastructure devices and roadside equipment.
Please note that some of the activities on this technical roadmap will depend on results generated from the IntelliDriveSM Policy Roadmaps. The policy roadmaps will be discussed in greater detail on Wednesday.
So let’s take a look at the actual V2I Safety Applications Roadmap.
The V2I Safety Research Plan Roadmap has five “tracks” as shown. These tracks are interrelated, as outcomes from one track will serve as inputs to another. In general, they can be defined as follows:
Track 1 – Applications Analysis will help identify high priority crash types that prove to be technically feasible and cost-effective for research investment.
Track 2 – Prototype Development includes the development of a concept of operations for V2I safety and development of prototype applications derived from the concept of operations. The prototyping will include the development of system engineering documents and unit testing in order to determine a particular safety application’s functionality and feasibility.
Track 3 – Infrastructure Communications/Interoperability includes all the technical work required to enable safety applications that use SPaT. It also includes other activities such as mapping, positioning, and communication requirements. I will discuss track 3 and SPaT related activities in greater detail later in my presentation. But, for now I want to emphasize that these activities will lead to a major milestone in the 2nd Qtr of 2013, when FHWA will issue Policy Guidance for SPaT deployment.
Track 4 – Benefits Assessment includes an assessment of safety applications through the use of Field Operational Tests and/or simulation, where applicable.
Track 5 – Deployment Planning includes activities to define and develop public agency requirements, and to develop guidelines, and recommendations for practitioners that will assist in the implementation and deployment of the required infrastructure in order to make V2I safety applications functional. In essence, we are developing a “toolbox” that will help State and local agencies through the process of procurement and deployment of IntelliDrive infrastructure devices and roadside equipment.
Please note that some of the activities on this technical roadmap will depend on results generated from the IntelliDriveSM Policy Roadmaps. The policy roadmaps will be discussed in greater detail on Wednesday.
So let’s take a look at the actual V2I Safety Applications Roadmap.
7. Here is the overall V2I Safety Applications Roadmap, as of July 12, 2010. I will go over each track separately, but first
I’d like to point out that there are several “Stakeholder Engagement Opportunities” identified on the roadmap. These represent specific events where FHWA will actively request your input on projects and concepts before proceeding. They are not intended to be the only opportunities to provide feedback.
Now let’s look at each track individually.
Here is the overall V2I Safety Applications Roadmap, as of July 12, 2010. I will go over each track separately, but first
I’d like to point out that there are several “Stakeholder Engagement Opportunities” identified on the roadmap. These represent specific events where FHWA will actively request your input on projects and concepts before proceeding. They are not intended to be the only opportunities to provide feedback.
Now let’s look at each track individually.
8. This first track is intended to determine where, and to what degree, V2I may improve safety, and to establish a process for selecting proposed applications for further development and evaluation. Note that the output from the track is primarily a set of potential applications that will be further developed under Track 2.
The specific items in Track 1 are:
Completion of the Cooperative Intersection Collision Avoidance System – Signalized Left-Turn Assist (CICAS-SLTA);
A series of independent analyses that will provide a way to evaluate proposed V2I safety applications across modes; and
The selection process that will be used to identify promising concepts for further development under Track 2.
The grayed arrow is an indication that this is not a one-time process. As new information becomes available we will use this same process to determine if other applications should be considered for development and evaluation in the future.
This roadmap establishes the process by which V2I safety applications will be developed, evaluated and deployed using DSRC and IntelliDrive funding. However, as new technologies and concepts are developed, we want to remain flexible enough to adapt. Additional funding and projects from other sources
This first track is intended to determine where, and to what degree, V2I may improve safety, and to establish a process for selecting proposed applications for further development and evaluation. Note that the output from the track is primarily a set of potential applications that will be further developed under Track 2.
The specific items in Track 1 are:
Completion of the Cooperative Intersection Collision Avoidance System – Signalized Left-Turn Assist (CICAS-SLTA);
A series of independent analyses that will provide a way to evaluate proposed V2I safety applications across modes; and
The selection process that will be used to identify promising concepts for further development under Track 2.
The grayed arrow is an indication that this is not a one-time process. As new information becomes available we will use this same process to determine if other applications should be considered for development and evaluation in the future.
This roadmap establishes the process by which V2I safety applications will be developed, evaluated and deployed using DSRC and IntelliDrive funding. However, as new technologies and concepts are developed, we want to remain flexible enough to adapt. Additional funding and projects from other sources
9. The CICAS-SLTA project will investigate and develop a V2I system for warning drivers when it is unsafe to make a left turn on a permissive green at signalized intersections.
The output of Phase 1 will be a warning algorithm that will be tested for effectiveness and reliability. If the algorithm proves sufficient to address this type of crash scenario (as indicated by the go/no go milestone), then Phase 2 will begin prototyping the application to determine feasibility for implementation.
The start date for the project is July 1, 2010, with anticipated completion of Phase 1 in January 2011.
Phase 2 will begin in the 2nd Qtr of 2011, depending on the outcome of the Go/No Go decision.
This project is part of an existing Cooperative Agreement between FHWA and CalTrans, and is being conducted by PATH at UC Berkeley. The CICAS-SLTA project will investigate and develop a V2I system for warning drivers when it is unsafe to make a left turn on a permissive green at signalized intersections.
The output of Phase 1 will be a warning algorithm that will be tested for effectiveness and reliability. If the algorithm proves sufficient to address this type of crash scenario (as indicated by the go/no go milestone), then Phase 2 will begin prototyping the application to determine feasibility for implementation.
The start date for the project is July 1, 2010, with anticipated completion of Phase 1 in January 2011.
Phase 2 will begin in the 2nd Qtr of 2011, depending on the outcome of the Go/No Go decision.
This project is part of an existing Cooperative Agreement between FHWA and CalTrans, and is being conducted by PATH at UC Berkeley.
10. The Multimodal Applications Analyses include four independent projects that will develop inputs to a process for selecting potential V2I applications.
The Crash factors study is a comprehensive examination of crash types and crash scenarios among all vehicle types and all forms of modal transport. The analysis is based on injuries, fatalities, and societal costs, and is intended to identify crash scenarios that could be significantly impacted by V2I safety countermeasures. Identifying these scenarios will be instrumental in selecting and comparing potential countermeasures.
This study started in the 4th Qtr of 2009, and is scheduled for completion by September 2010.
The output will be tables containing the most costly crash scenarios, based on injuries and fatalities, and will include crashes involving light vehicles, trucks, transit and pedestrians.
The final report will provide input to the Analysis and Selection of Initial Applications in Track 1.
The Migration study will analyze current infrastructure-based safety countermeasures and determine which ones could be significantly improved by migrating to a V2I connected environment.
The anticipated start date is August 2010, with completion expected by the end of the calendar year.
A final report will present infrastructure-only systems that may benefit from migrating to a V2I environment.
The recommendations from this study will provide input to the Analysis and Selection of Initial Applications.
< Notes continued on next hidden slide.>The Multimodal Applications Analyses include four independent projects that will develop inputs to a process for selecting potential V2I applications.
The Crash factors study is a comprehensive examination of crash types and crash scenarios among all vehicle types and all forms of modal transport. The analysis is based on injuries, fatalities, and societal costs, and is intended to identify crash scenarios that could be significantly impacted by V2I safety countermeasures. Identifying these scenarios will be instrumental in selecting and comparing potential countermeasures.
This study started in the 4th Qtr of 2009, and is scheduled for completion by September 2010.
The output will be tables containing the most costly crash scenarios, based on injuries and fatalities, and will include crashes involving light vehicles, trucks, transit and pedestrians.
The final report will provide input to the Analysis and Selection of Initial Applications in Track 1.
The Migration study will analyze current infrastructure-based safety countermeasures and determine which ones could be significantly improved by migrating to a V2I connected environment.
The anticipated start date is August 2010, with completion expected by the end of the calendar year.
A final report will present infrastructure-only systems that may benefit from migrating to a V2I environment.
The recommendations from this study will provide input to the Analysis and Selection of Initial Applications.
< Notes continued on next hidden slide.>
11. <Continuation of Speaker Notes for this slide.>
Transit Analysis involves a review of existing documentation from prior Transit IntelliDrive research with respect to Transit user needs. It is included in the effort for “Concept Development for Transit.”
An RFP is anticipated for release during the 3rd Qtr of 2010, with a completion date at the end of 2010 or early 2011.
The final report will provide recommendations for V2I applications directed at Transit.
Smart Roadside Analysis includes an assessment of existing, deployed projects and systems and an assessment of Smart Roadside Initiative (SRI) related research projects. The intent is to gain a clear understanding of what works, what research results are complete and available, and what additional research is required for deployment of proposed applications for commercial vehicle operations.
Work on this effort is anticipated to start in September 2010 with a completion date at the end of the calendar year.
The report will describe applications that are recommended for further development under the IntelliDrive program.<Continuation of Speaker Notes for this slide.>
Transit Analysis involves a review of existing documentation from prior Transit IntelliDrive research with respect to Transit user needs. It is included in the effort for “Concept Development for Transit.”
An RFP is anticipated for release during the 3rd Qtr of 2010, with a completion date at the end of 2010 or early 2011.
The final report will provide recommendations for V2I applications directed at Transit.
Smart Roadside Analysis includes an assessment of existing, deployed projects and systems and an assessment of Smart Roadside Initiative (SRI) related research projects. The intent is to gain a clear understanding of what works, what research results are complete and available, and what additional research is required for deployment of proposed applications for commercial vehicle operations.
Work on this effort is anticipated to start in September 2010 with a completion date at the end of the calendar year.
The report will describe applications that are recommended for further development under the IntelliDrive program.
12. The analysis and selection of potential V2I safety applications will be an iterative process involving the US DOT and Stakeholders.
The process will use a formula, to be developed by the FHWA and designed to allow for an objective selection of applications that are best suited for early deployment, based on preliminary cost and benefit estimates.
There are two major opportunities for Stakeholder Engagement:
the first is during the selection of an initial list of potential applications for early implementation and research, using the process developed from the previous analyses.
The initial list will undergo additional review in order to select the applications that show the most promise in terms of their benefit/cost ratios for deployment. Stakeholders will also be asked to help determine this final list of V2I safety applications.
Other safety applications may be added as they are identified through subsequent analyses.The analysis and selection of potential V2I safety applications will be an iterative process involving the US DOT and Stakeholders.
The process will use a formula, to be developed by the FHWA and designed to allow for an objective selection of applications that are best suited for early deployment, based on preliminary cost and benefit estimates.
There are two major opportunities for Stakeholder Engagement:
the first is during the selection of an initial list of potential applications for early implementation and research, using the process developed from the previous analyses.
The initial list will undergo additional review in order to select the applications that show the most promise in terms of their benefit/cost ratios for deployment. Stakeholders will also be asked to help determine this final list of V2I safety applications.
Other safety applications may be added as they are identified through subsequent analyses.
13. Track 2 will result in development of prototypes for V2I safety applications, which will be evaluated in Track 4.
The specific items in Track 2 include:
Development and documentation of the Concepts of Operations for Transit, Safety, and Smart Roadside for Commercial Vehicle Operations, which will be the bases for developing the proposed applications; and
Development of Prototype Applications.
Defining the architecture and design of each application will lead to the identification of requirements related to positioning, mapping, security and communications, which will be used as inputs to the appropriate activities in Track 3.
Track 2 will result in development of prototypes for V2I safety applications, which will be evaluated in Track 4.
The specific items in Track 2 include:
Development and documentation of the Concepts of Operations for Transit, Safety, and Smart Roadside for Commercial Vehicle Operations, which will be the bases for developing the proposed applications; and
Development of Prototype Applications.
Defining the architecture and design of each application will lead to the identification of requirements related to positioning, mapping, security and communications, which will be used as inputs to the appropriate activities in Track 3.
14. Users’ needs will be incorporated into the Smart Roadside Analysis from track 1 to develop The Smart Roadside Concept of Operations.
This will lead to development of the Prototype Smart Roadside Application, which will include, at a minimum, the following four capabilities:
Wireless Roadside Inspections;
Universal Truck Identification;
Virtual Weigh Station or Electronic Screening; and
Truck Parking Programs.
This activity will be conducted under a comprehensive Smart Roadside Task, beginning in early 2011.
The anticipated completion date for the Concept of Operations is May 2011.
The comprehensive task includes development and documentation of the Prototype Smart Roadside Application, based on the completed Concept of Operations.
The Transit Concept of Operations will evaluate the unique issues for transit related safety, mobility and environmental applications. It will define how safety applications in the transit sector will work in the V2I environment.
Work on this concept of operations is scheduled to begin in late 2011, with completion by the end of the 3rd Qtr in 2011.
< Notes continued on next hidden slide.>
Users’ needs will be incorporated into the Smart Roadside Analysis from track 1 to develop The Smart Roadside Concept of Operations.
This will lead to development of the Prototype Smart Roadside Application, which will include, at a minimum, the following four capabilities:
Wireless Roadside Inspections;
Universal Truck Identification;
Virtual Weigh Station or Electronic Screening; and
Truck Parking Programs.
This activity will be conducted under a comprehensive Smart Roadside Task, beginning in early 2011.
The anticipated completion date for the Concept of Operations is May 2011.
The comprehensive task includes development and documentation of the Prototype Smart Roadside Application, based on the completed Concept of Operations.
The Transit Concept of Operations will evaluate the unique issues for transit related safety, mobility and environmental applications. It will define how safety applications in the transit sector will work in the V2I environment.
Work on this concept of operations is scheduled to begin in late 2011, with completion by the end of the 3rd Qtr in 2011.
< Notes continued on next hidden slide.>
15.
<Continuation of Speaker Notes for this slide.>
The Safety Concept of Operations is envisioned to cover all safety V2I applications, including infrastructure-based applications and situations involving light vehicles, trucks, and transit. It will define how safety applications operate within the V2I environment, and will incorporate applicable portions of all of other Concepts of Operations documents as they become available.
Work on the Safety Concept of Operations is scheduled to begin in the 4th quarter of 2010 and be completed by mid-3rd quarter 2011.
<Continuation of Speaker Notes for this slide.>
The Safety Concept of Operations is envisioned to cover all safety V2I applications, including infrastructure-based applications and situations involving light vehicles, trucks, and transit. It will define how safety applications operate within the V2I environment, and will incorporate applicable portions of all of other Concepts of Operations documents as they become available.
Work on the Safety Concept of Operations is scheduled to begin in the 4th quarter of 2010 and be completed by mid-3rd quarter 2011.
16. This project is intended to develop the actual prototype V2I safety applications that will be evaluated in Track 3 for potential deployment under the IntelliDrive program.
Requirements for proposed applications will be defined. As mentioned earlier, positioning, mapping, security, and communications requirements will be used as inputs to Track 3.
Based on the requirements for a proposed application, the architecture will be defined and the design of selected applications will be completed.
A Stakeholder Engagement Opportunity will be provided to review the proposed applications requirements and provide input on which ones should proceed through design.
Technical feasibility will be a major component of this selection process.
The proposed applications that move through design will be working prototypes.
A subset of the working prototypes will be selected for field operational testing under Track 4. Note that SPaT enabled safety applications will first require integration and testing under Track 3.
The anticipated start date for this project is early 3rd Qtr 2011 with completion expected during the 4th Qtr of 2012.
This project is intended to develop the actual prototype V2I safety applications that will be evaluated in Track 3 for potential deployment under the IntelliDrive program.
Requirements for proposed applications will be defined. As mentioned earlier, positioning, mapping, security, and communications requirements will be used as inputs to Track 3.
Based on the requirements for a proposed application, the architecture will be defined and the design of selected applications will be completed.
A Stakeholder Engagement Opportunity will be provided to review the proposed applications requirements and provide input on which ones should proceed through design.
Technical feasibility will be a major component of this selection process.
The proposed applications that move through design will be working prototypes.
A subset of the working prototypes will be selected for field operational testing under Track 4. Note that SPaT enabled safety applications will first require integration and testing under Track 3.
The anticipated start date for this project is early 3rd Qtr 2011 with completion expected during the 4th Qtr of 2012.
17. Track 3 will provide the critical technology underpinnings that allow V2I safety applications to be deployed nationally and across jurisdictional lines.
The outcome of Track 3 will be a foundation for V2I that includes communications; Signal, Phase & Timing; mapping; positioning; and security, to enable multiple systems or components to exchange useful data and information. The final product is an Integrated V2I Infrastructure System that will serve as the reference implementation for the infrastructure component of V2I.
Successful completion of Track 3 relies on:
Revision of the IntelliDrive Systems Engineering Concept of Operations and architecture definition; and
Definition of requirements and solutions for V2V communications, positioning, and security.
This section of the V2I roadmap includes:
Final definition and policy guidance for SPaT;
Development of the Infrastructure Systems Interoperability and Communications requirements, including Security;
Definition of the Integrated V2I Infrastructure System, also known as the Reference Implementation; and
The Certification Requirements for V2I Safety Applications.
I want to stress that to be truly interoperable, this work cannot focus solely on the infrastructure requirements, but must incorporate the capabilities and communications & security requirements of the vehicle-based systems.
Track 3 will provide the critical technology underpinnings that allow V2I safety applications to be deployed nationally and across jurisdictional lines.
The outcome of Track 3 will be a foundation for V2I that includes communications; Signal, Phase & Timing; mapping; positioning; and security, to enable multiple systems or components to exchange useful data and information. The final product is an Integrated V2I Infrastructure System that will serve as the reference implementation for the infrastructure component of V2I.
Successful completion of Track 3 relies on:
Revision of the IntelliDrive Systems Engineering Concept of Operations and architecture definition; and
Definition of requirements and solutions for V2V communications, positioning, and security.
This section of the V2I roadmap includes:
Final definition and policy guidance for SPaT;
Development of the Infrastructure Systems Interoperability and Communications requirements, including Security;
Definition of the Integrated V2I Infrastructure System, also known as the Reference Implementation; and
The Certification Requirements for V2I Safety Applications.
I want to stress that to be truly interoperable, this work cannot focus solely on the infrastructure requirements, but must incorporate the capabilities and communications & security requirements of the vehicle-based systems.
18. The Definition of Signal Phase and Timing (SPaT) Interface and Policy Guidance will involve development, testing & evaluation, and refinement of a SPaT Prototype.
Development of a SPaT Prototype will be based on an open interface definition between signal controllers and mobile devices. It will use existing standards (NTCIP 1202 for the controller equipment and J2735 for the mobile devices) to define the objects and message sets that will pass the information between the devices. The information will include the signal state for each phase and the time remaining in the phase.
The anticipated start date for this project is in the 3rd Qtr. of 2010, with completion in 4th Qtr. of 2011.
The output from this project is the Interface definition and a working prototype using signal controllers from two manufacturers.
There is a Stakeholder Engagement Opportunity for review of the initial concept of the SPaT Interface.
The prototype SPaT Interface definition will be a result of the project and Stakeholder input.
Testing and Evaluation of the SPaT Prototype will refine the interface and facilitate the modification of controller software and firmware for the remaining signal control equipment vendors.
The anticipated start date for test and evaluation is the 1st Qtr. of 2012, with completion in the 3rd Qtr. of 2013.
This project will provide the Final SPaT Interface Definition, which will lead to the development of Policy Guidance in the 4th Qtr. of 2013.
The Definition of Signal Phase and Timing (SPaT) Interface and Policy Guidance will involve development, testing & evaluation, and refinement of a SPaT Prototype.
Development of a SPaT Prototype will be based on an open interface definition between signal controllers and mobile devices. It will use existing standards (NTCIP 1202 for the controller equipment and J2735 for the mobile devices) to define the objects and message sets that will pass the information between the devices. The information will include the signal state for each phase and the time remaining in the phase.
The anticipated start date for this project is in the 3rd Qtr. of 2010, with completion in 4th Qtr. of 2011.
The output from this project is the Interface definition and a working prototype using signal controllers from two manufacturers.
There is a Stakeholder Engagement Opportunity for review of the initial concept of the SPaT Interface.
The prototype SPaT Interface definition will be a result of the project and Stakeholder input.
Testing and Evaluation of the SPaT Prototype will refine the interface and facilitate the modification of controller software and firmware for the remaining signal control equipment vendors.
The anticipated start date for test and evaluation is the 1st Qtr. of 2012, with completion in the 3rd Qtr. of 2013.
This project will provide the Final SPaT Interface Definition, which will lead to the development of Policy Guidance in the 4th Qtr. of 2013.
19. Activities under the Infrastructure Systems Interoperability and Communications address the technological issues required to develop an Integrated V2I Infrastructure System. The individual projects will require interaction with the V2V program, because as I mentioned earlier, communications may flow to or from the vehicles, infrastructure, and nomadic and aftermarket other devices. Thus, the elements for positioning, communications and security must be interoperable between these possible nodes, and the V2I system must ensure that the requirements to enable applications can be met. For example, the Integrated V2I Infrastructure System may be required to provide correction information to vehicle positioning data to insure correct positioning within the system world map.
There are six projects under this activity:
The Roadway Geometry and Inventory (RG&I) Trade Study was undertaken to examine the state of practice in the mapping industry, from both public and private sectors, and to determine the level of detail for roadway features that’s currently available in electronic mapping databases.
This study was initiated in the 3rd Qtr of 2009, and will be completed in the 3rd Qtr of 2010.
A Revised Final Report, detailing the findings of the study, was submitted on June 9, 2010. The report provides recommendations for moving to an integrated mapping solution that will meet the requirements for the Geometric Roadway Map Prototype.
< Notes continued on next hidden slide.>
Activities under the Infrastructure Systems Interoperability and Communications address the technological issues required to develop an Integrated V2I Infrastructure System. The individual projects will require interaction with the V2V program, because as I mentioned earlier, communications may flow to or from the vehicles, infrastructure, and nomadic and aftermarket other devices. Thus, the elements for positioning, communications and security must be interoperable between these possible nodes, and the V2I system must ensure that the requirements to enable applications can be met. For example, the Integrated V2I Infrastructure System may be required to provide correction information to vehicle positioning data to insure correct positioning within the system world map.
There are six projects under this activity:
The Roadway Geometry and Inventory (RG&I) Trade Study was undertaken to examine the state of practice in the mapping industry, from both public and private sectors, and to determine the level of detail for roadway features that’s currently available in electronic mapping databases.
This study was initiated in the 3rd Qtr of 2009, and will be completed in the 3rd Qtr of 2010.
A Revised Final Report, detailing the findings of the study, was submitted on June 9, 2010. The report provides recommendations for moving to an integrated mapping solution that will meet the requirements for the Geometric Roadway Map Prototype.
< Notes continued on next hidden slide.>
20. <Continuation of Speaker notes from previous slide.>
The Geometric Roadway Map Prototype will use the results of the RG&I trade study to direct research solutions for developing, producing, and maintaining roadway maps of sufficient resolution to meet IntelliDrive SM application requirements.
The anticipated start date for this project is 4th Qtr 2010, with completion in 2012.
The outcome of this project will be mapping solutions that meet the needs of the IntelliDrive program, including accuracy, resolution and deployability.
The Positioning Prototype will incorporate a trade study to quantify the resolution and capabilities of current positioning technologies, including differentially corrected GPS. This project will assess the positioning needs for intersection safety applications and will result in a selection of the positioning technology that can fill those requirements. Unit testing will be conducted at the Turner-Fairbank Highway Research Center (TFHRC).
This project is anticipated to start in the 3rd Qtr. of 2010 with completion in 1st or 2nd Qtr. of 2012.
The outcome of this project will include potential solutions to providing the positioning requirements of V2I intersection safety applications.
< Notes continued on next hidden slide.>
<Continuation of Speaker notes from previous slide.>
The Geometric Roadway Map Prototype will use the results of the RG&I trade study to direct research solutions for developing, producing, and maintaining roadway maps of sufficient resolution to meet IntelliDrive SM application requirements.
The anticipated start date for this project is 4th Qtr 2010, with completion in 2012.
The outcome of this project will be mapping solutions that meet the needs of the IntelliDrive program, including accuracy, resolution and deployability.
The Positioning Prototype will incorporate a trade study to quantify the resolution and capabilities of current positioning technologies, including differentially corrected GPS. This project will assess the positioning needs for intersection safety applications and will result in a selection of the positioning technology that can fill those requirements. Unit testing will be conducted at the Turner-Fairbank Highway Research Center (TFHRC).
This project is anticipated to start in the 3rd Qtr. of 2010 with completion in 1st or 2nd Qtr. of 2012.
The outcome of this project will include potential solutions to providing the positioning requirements of V2I intersection safety applications.
< Notes continued on next hidden slide.>
21. <Continuation of Speaker notes from previous slide.>
The Communications Trade Study will evaluate and document the capabilities of existing communications technologies that could be used in the IntelliDrive program. A matrix will be developed that will allow users to select an appropriate communications technology for an application based on the requirements of that application, including latency, message size, transmission frequency, etc.
The trade study is anticipated to begin in the 3rd Qtr of 2010, with completion in the 1st Qtr of 2011.
The outcome of the trade study will identify the capabilities of available communications technologies in a format that can be used for selection of an appropriate technology for a given application.
The Communications Requirements project will assess the telecommunications requirements for each IntelliDrive application and select an appropriate communications technology for each application, based on the Trade Study. Even though it has been decided that DSRC will be used for Safety applications, an assessment needs to be done for mobility and environmental applications.
This project is anticipated to start in 1st Qtr of 2011, with completion a year later.
It will provide recommendations on technologies to meet the communications requirements of V2I applications.
The V2I Security Requirements project will be coordinated with the V2V Security . This will address the Certificate Authority for messages, validation of messages, verifying sources of messages and other data transfer security issues as they relate to infrastructure components and to backhaul networks.
This project is anticipated to start in the 1st Qtr of 2011 and will be completed a year later.
It will identify and document information required for security activities within the IntelliDriveSM program as well as the Infrastructure Study / Footprint Analysis in Track 5.
<Continuation of Speaker notes from previous slide.>
The Communications Trade Study will evaluate and document the capabilities of existing communications technologies that could be used in the IntelliDrive program. A matrix will be developed that will allow users to select an appropriate communications technology for an application based on the requirements of that application, including latency, message size, transmission frequency, etc.
The trade study is anticipated to begin in the 3rd Qtr of 2010, with completion in the 1st Qtr of 2011.
The outcome of the trade study will identify the capabilities of available communications technologies in a format that can be used for selection of an appropriate technology for a given application.
The Communications Requirements project will assess the telecommunications requirements for each IntelliDrive application and select an appropriate communications technology for each application, based on the Trade Study. Even though it has been decided that DSRC will be used for Safety applications, an assessment needs to be done for mobility and environmental applications.
This project is anticipated to start in 1st Qtr of 2011, with completion a year later.
It will provide recommendations on technologies to meet the communications requirements of V2I applications.
The V2I Security Requirements project will be coordinated with the V2V Security . This will address the Certificate Authority for messages, validation of messages, verifying sources of messages and other data transfer security issues as they relate to infrastructure components and to backhaul networks.
This project is anticipated to start in the 1st Qtr of 2011 and will be completed a year later.
It will identify and document information required for security activities within the IntelliDriveSM program as well as the Infrastructure Study / Footprint Analysis in Track 5.
22. The Integrated V2I Infrastructure System project is designed to develop a “reference implementation,” which is defined as a working model that will serve as an example for how to deploy SPaT, mapping, positioning, security and communications, to enable V2I applications.
Developing an Integrated V2I Infrastructure System will require taking the outputs from each of those components and ,
Formatting the outputs so that the pieces work together as a unit, that can be deployed to enable IntelliDrive applications.
This “reference implementation” will be a model thatjurisdictions interested in deploying IntelliDrive can use as a guide.
The anticipated start date is 2nd Qtr of 2012, with completion in the 4th Qtr of 2012.
The outcome of this project is a document that will provide the reference implementation.
The Integrated V2I Infrastructure System project is designed to develop a “reference implementation,” which is defined as a working model that will serve as an example for how to deploy SPaT, mapping, positioning, security and communications, to enable V2I applications.
Developing an Integrated V2I Infrastructure System will require taking the outputs from each of those components and ,
Formatting the outputs so that the pieces work together as a unit, that can be deployed to enable IntelliDrive applications.
This “reference implementation” will be a model thatjurisdictions interested in deploying IntelliDrive can use as a guide.
The anticipated start date is 2nd Qtr of 2012, with completion in the 4th Qtr of 2012.
The outcome of this project is a document that will provide the reference implementation.
23. The Applications Certification Requirements project is necessary to ensure V2I safety applications meet the requirements of the IntelliDrive program.
Applications will involve multiple components, including hardware, firmware, software and algorithms. The Applications Certification Requirements will describe how certification of these systems should be approached.
This project will not provide a certification process for any given component.
An equipment certification process is being developed elsewhere under the IntelliDrive program.
Equipment certification alone is not adequate for the certification of applications. <Do we need to say what else is needed?>
Project progress:
The anticipated start date for this effort is 2nd Qtr of 2011 with completion a year later.
This project will result in a report that establishes certification requirements for V2I safety applications.The Applications Certification Requirements project is necessary to ensure V2I safety applications meet the requirements of the IntelliDrive program.
Applications will involve multiple components, including hardware, firmware, software and algorithms. The Applications Certification Requirements will describe how certification of these systems should be approached.
This project will not provide a certification process for any given component.
An equipment certification process is being developed elsewhere under the IntelliDrive program.
Equipment certification alone is not adequate for the certification of applications. <Do we need to say what else is needed?>
Project progress:
The anticipated start date for this effort is 2nd Qtr of 2011 with completion a year later.
This project will result in a report that establishes certification requirements for V2I safety applications.
24. In Track 4, the primary tasks are:
To conduct evaluations of the prototype applications identified in Track 2, and
To conduct analyses in order to define and understand the benefits, user acceptance, unintended consequences, and risks of the applications and the IntelliDrive system.
The evaluations can be Field Operational Tests or simulations and modeling, as appropriate for the given prototype application. This track includes projects to plan, build, and run the FOTs and simulations for specific safety applications in order to develop the data required for the benefit and risk analyses.
The evaluations and benefit & risks analyses will result in identification of specific deployment recommendations for Safety Applications.
In Track 4, the primary tasks are:
To conduct evaluations of the prototype applications identified in Track 2, and
To conduct analyses in order to define and understand the benefits, user acceptance, unintended consequences, and risks of the applications and the IntelliDrive system.
The evaluations can be Field Operational Tests or simulations and modeling, as appropriate for the given prototype application. This track includes projects to plan, build, and run the FOTs and simulations for specific safety applications in order to develop the data required for the benefit and risk analyses.
The evaluations and benefit & risks analyses will result in identification of specific deployment recommendations for Safety Applications.
25. There are three basic parts to the Prototype Applications Evaluations:
The Field Operational Tests & Simulation Analysis will determine the appropriateness of conducting FOTs or simulations for prototype safety applications. It includes establishing the experimental designs, the site selection process for conducting FOTs, working out the logistics for subject recruitment and equipment procurement, and developing the data collection and analysis plans.
This activity is anticipated to start in the 2nd Qtr of 2011 with completion in the 3rd Qtr of 2012.
The outcome of this project is the framework for the evaluations planning and build-up process.
Field Operational Tests & Simulation Planning and Build-up:
Planning and Build-up includes all the activities required to build a field operational test or conduct a simulation evaluation of safety applications. This project includes; developing test plans; documenting the evaluation procedures for each prototype application; and providing any other documentation required to prepare for the actual evaluations. Depending on the prototype applications selected for evaluation, additional activities may include purchasing and installing hardware and software components and procurement of data collection systems.
This activity is scheduled to begin in the 3rd Qtr of 2012, and end in the 2nd Qtr of 2013.
The outcome of this activity will be evaluation design documentation as well as the hardware and software needed for data collection, for each application selected for evaluation from Track 2. < Notes continued on next hidden slide.>There are three basic parts to the Prototype Applications Evaluations:
The Field Operational Tests & Simulation Analysis will determine the appropriateness of conducting FOTs or simulations for prototype safety applications. It includes establishing the experimental designs, the site selection process for conducting FOTs, working out the logistics for subject recruitment and equipment procurement, and developing the data collection and analysis plans.
This activity is anticipated to start in the 2nd Qtr of 2011 with completion in the 3rd Qtr of 2012.
The outcome of this project is the framework for the evaluations planning and build-up process.
Field Operational Tests & Simulation Planning and Build-up:
Planning and Build-up includes all the activities required to build a field operational test or conduct a simulation evaluation of safety applications. This project includes; developing test plans; documenting the evaluation procedures for each prototype application; and providing any other documentation required to prepare for the actual evaluations. Depending on the prototype applications selected for evaluation, additional activities may include purchasing and installing hardware and software components and procurement of data collection systems.
This activity is scheduled to begin in the 3rd Qtr of 2012, and end in the 2nd Qtr of 2013.
The outcome of this activity will be evaluation design documentation as well as the hardware and software needed for data collection, for each application selected for evaluation from Track 2. < Notes continued on next hidden slide.>
26. <Continuation of Speaker notes from previous slide.>
Conduct Multi-modal Field Operational Tests & Simulation:
Finally, after all the preparation we will conduct actual field operation tests and simulations of selected V2I safety applications! Again, I want to emphasize that some applications may be suited for a field operational test in a real-world environment, while others may more easily produce usable data through simulation. The choice will not be based primarily on cost, but will be a result of the evaluation requirements analysis, conducted as the first project in this track, which will advise on the practicality of doing an FOT for the various prototype applications.
The anticipated start date is in the 2nd Qtr of 2013, and is scheduled to end by the 2nd Qtr of 2014.
The data collected from these tests will be reduced and analyzed to assess benefits that can be obtained from actual deployment.
<Continuation of Speaker notes from previous slide.>
Conduct Multi-modal Field Operational Tests & Simulation:
Finally, after all the preparation we will conduct actual field operation tests and simulations of selected V2I safety applications! Again, I want to emphasize that some applications may be suited for a field operational test in a real-world environment, while others may more easily produce usable data through simulation. The choice will not be based primarily on cost, but will be a result of the evaluation requirements analysis, conducted as the first project in this track, which will advise on the practicality of doing an FOT for the various prototype applications.
The anticipated start date is in the 2nd Qtr of 2013, and is scheduled to end by the 2nd Qtr of 2014.
The data collected from these tests will be reduced and analyzed to assess benefits that can be obtained from actual deployment.
27. The Benefit and Risk Analyses is expected to lead to specific recommendations for V2I application deployment.
This project will assess and document the benefits, costs and potential risks of prototype V2I safety applications identified by the various FOTs and simulations. Ideally, this activity should be carried out by an independent test evaluator: that is, an individual who does not represent the organizations responsible for the planning and conduct of the evaluations completed to this point. This analysis will assist in determining if there are, or would be, any unintended or unforeseen risks that may be associated with deploying a particular safety application in the field.
This project will begin as the various field operational tests and simulations are completed, during the 4th Qtr of 2013, and will continue until approximately the 4th quarter of 2014.
The final report from this project will provide the basis for the major milestone of mode specific deployment guidelines and recommendations for V2I safety applications.
The Benefit and Risk Analyses is expected to lead to specific recommendations for V2I application deployment.
This project will assess and document the benefits, costs and potential risks of prototype V2I safety applications identified by the various FOTs and simulations. Ideally, this activity should be carried out by an independent test evaluator: that is, an individual who does not represent the organizations responsible for the planning and conduct of the evaluations completed to this point. This analysis will assist in determining if there are, or would be, any unintended or unforeseen risks that may be associated with deploying a particular safety application in the field.
This project will begin as the various field operational tests and simulations are completed, during the 4th Qtr of 2013, and will continue until approximately the 4th quarter of 2014.
The final report from this project will provide the basis for the major milestone of mode specific deployment guidelines and recommendations for V2I safety applications.
28. Track 5 covers the planning required to assist public agencies with deployment of a V2I system. The goal of this track is to develop tools and guidelines that will aid practitioners in making decisions regarding the steps in planning, deploying, operating and maintaining the infrastructure components of V2I.
The major output of these activities will be a “toolbox” that will incorporate all of the necessary guidance and specifications for V2I.
The three projects included in these activities are:
An infrastructure study, or “footprint analysis,” which will identify the minimum infrastructure requirements for deployment of any particular V2I safety application.
Definition of public agency requirements, which is a list of Stakeholder requirements for inclusion in the “toolbox” and
Development of Public Agency Guidelines and Specifications, which is what we are referring to as the“Toolbox.”
Track 5 covers the planning required to assist public agencies with deployment of a V2I system. The goal of this track is to develop tools and guidelines that will aid practitioners in making decisions regarding the steps in planning, deploying, operating and maintaining the infrastructure components of V2I.
The major output of these activities will be a “toolbox” that will incorporate all of the necessary guidance and specifications for V2I.
The three projects included in these activities are:
An infrastructure study, or “footprint analysis,” which will identify the minimum infrastructure requirements for deployment of any particular V2I safety application.
Definition of public agency requirements, which is a list of Stakeholder requirements for inclusion in the “toolbox” and
Development of Public Agency Guidelines and Specifications, which is what we are referring to as the“Toolbox.”
29. The Infrastructure Study / Footprint Analysis is an on-going iterative research study that will assess the infrastructure requirements needed to enable V2I safety applications.
The study is intended to answer the questions of “how much?” and “what type?” of infrastructure are needed in order to successfully deploy V2I safety countermeasures for specific safety applications. Thus, this document will rely heavily on the requirements of specific applications as identified in the Prototype Applications activity in Track 2.
It will include two milestones:
One: An initial infrastructure assessment in early 2011 and
Two: An opportunity to update any newly indentified infrastructure requirements in the document in late 2012.
Documents and reports produced by this effort will provide input to the “toolbox” for practitioners, which I will discuss in a moment.
The Infrastructure Study / Footprint Analysis is an on-going iterative research study that will assess the infrastructure requirements needed to enable V2I safety applications.
The study is intended to answer the questions of “how much?” and “what type?” of infrastructure are needed in order to successfully deploy V2I safety countermeasures for specific safety applications. Thus, this document will rely heavily on the requirements of specific applications as identified in the Prototype Applications activity in Track 2.
It will include two milestones:
One: An initial infrastructure assessment in early 2011 and
Two: An opportunity to update any newly indentified infrastructure requirements in the document in late 2012.
Documents and reports produced by this effort will provide input to the “toolbox” for practitioners, which I will discuss in a moment.
30. The major objective of this activity is to determine the information requirements needed by practitioners in order to make an informed decision regarding the deployment of IntelliDrive V2I safety applications.
Activities will include meetings with stakeholders, operational reviews, and defining the initial requirements for public agencies.
This activity is anticipated to start in the 3rd Qtr of 2010 and end in the 4th Qtr of 2011.
The outcome of this effort is the establishment of a framework to be used in Public Agency Guidelines and Specifications “toolbox” activity.
The major objective of this activity is to determine the information requirements needed by practitioners in order to make an informed decision regarding the deployment of IntelliDrive V2I safety applications.
Activities will include meetings with stakeholders, operational reviews, and defining the initial requirements for public agencies.
This activity is anticipated to start in the 3rd Qtr of 2010 and end in the 4th Qtr of 2011.
The outcome of this effort is the establishment of a framework to be used in Public Agency Guidelines and Specifications “toolbox” activity.
31. The objective of this activity is to ensure that public agencies have all the documentation and tools needed by practitioners in order to deploy V2I safety applications. We envision this document as a “toolbox” that will include planning guides; operations and maintenance processes and procedures; and instructions for procuring equipment and services.
This activity is anticipated to start in the 2nd QTR 2012, and reach completion by the 4th QTR of 2014
In order to make this product useful and practical, it will be essential to obtain feedback from stakeholders in the public and private sectors, an opportunity we have planned for the middle of 2013
The outcome of this activity, and a major end product of the V2I safety research program, will be a Toolbox that will allow practitioners to identify IntelliDriveSM safety solutions, procure certified equipment, justify costs of installation to management, and deploy V2I safety applications in locations with a known safety problem.
The objective of this activity is to ensure that public agencies have all the documentation and tools needed by practitioners in order to deploy V2I safety applications. We envision this document as a “toolbox” that will include planning guides; operations and maintenance processes and procedures; and instructions for procuring equipment and services.
This activity is anticipated to start in the 2nd QTR 2012, and reach completion by the 4th QTR of 2014
In order to make this product useful and practical, it will be essential to obtain feedback from stakeholders in the public and private sectors, an opportunity we have planned for the middle of 2013
The outcome of this activity, and a major end product of the V2I safety research program, will be a Toolbox that will allow practitioners to identify IntelliDriveSM safety solutions, procure certified equipment, justify costs of installation to management, and deploy V2I safety applications in locations with a known safety problem.
32. There are two additional items under Track 5 that are not included in a given project.
The first is the documentation of the IntelliDrive Principles, available on the IntelliDrive website. The URL on the slide will take you directly to the document.
The second item is your opportunity to provide input and feedback to the V2I Safety Applications Roadmap. The draft roadmap that I just presented will be discussed at a breakout session on Thursday morning.
I’d like to invite all of you who have an interest in V2I to attend. There are two additional items under Track 5 that are not included in a given project.
The first is the documentation of the IntelliDrive Principles, available on the IntelliDrive website. The URL on the slide will take you directly to the document.
The second item is your opportunity to provide input and feedback to the V2I Safety Applications Roadmap. The draft roadmap that I just presented will be discussed at a breakout session on Thursday morning.
I’d like to invite all of you who have an interest in V2I to attend.
