International Survey of Best Practices in Connected and Automated Vehicle Technologies 2013 UPDATE

August, 2013

This document is a product of the Center for Automotive Research under a State Planning and Research Grant administered by the Michigan Department of Transportation.

INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES TABLE OF CONTENTS Executive Summary ...... 6 Conclusions and Recommendations ...... 6 Common Funding Options ...... 6 Other Important Factors for Successful Programs ...... 6 I. Introduction ...... 7 Previous Work ...... 7 2013 Update ...... 7 What Is New? ...... 7 New Projects ...... 8 Updated Projects ...... 8 Automated Vehicle Projects ...... 8 Onwards ...... 9 II. Connected Vehicle Efforts in North America ...... 10 U.S. National-Level Projects ...... 11 Connected Vehicle Safety Pilot ...... 11 PrePass for Commercial Vehicles ...... 13 Automated Vehicle Activities ...... 13 California ...... 14 Caltrans and PATH Activities ...... 14 Safe and Efficient Travel through Innovation and Partnerships in the 21st Century (SAFE TRIP- 21) ...... 16 Mobile Millennium ...... 16 Private Sector Connected Vehicle Activities ...... 17 California Automated Vehicle Activities ...... 17 Arizona ...... 17 Arizona E-VII Program...... 17 Maricopa County Activities ...... 17 Colorado ...... 18 National Center for Atmospheric Research (NCAR) Activities ...... 18 Denver Test Bed ...... 19 Florida ...... 19 Florida’s Turnpike Enterprise (FTE) Activities ...... 19 ITS World Congress Roadside Unit Deployment ...... 20 Minnesota ...... 21 Minnesota Department of Transportation (MnDOT) Activities ...... 21 MnPass Program ...... 21 IntelliDriveSM for Safety, Mobility, and User Fees (ISMUF) ...... 21 Federal Funding for Projects ...... 22 Cooperative Intersection Collision Avoidance System (CICAS) ...... 22 Montana ...... 22 Western Transportation Institute (WTI) Activities ...... 22 New York ...... 23 New York World Congress VII Test Bed ...... 23 Commercial Vehicle Infrastructure Integration (CVII) ...... 23 Tennessee ...... 23 Oak Ridge National Laboratory (ORNL) Activities ...... 23

2 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES Texas ...... 24 Autonomous Intersection Management ...... 24 Virginia ...... 24 Virginia Connected Test Bed ...... 24 Virginia Tech Transportation Institute Activities ...... 24 University of Virginia Center for Transportation Studies Activities ...... 26 Canada...... 27 ITS for Rapid Bus Service ...... 27 Commercial Vehicle Border Wait Time Project ...... 28 III. Connected Vehicle Efforts in Asia and Oceania ...... 30 Japan ...... 30 History of ITS in Japan ...... 30 ITS Spot Service ...... 31 Driving Safety Support Systems (DSSS), Advanced Safety Vehicle (ASV), and Smartway ...... 32 Start ITS from Kanagawa, Yokohama (SKY) Project ...... 34 Carwings Project ...... 34 Unmanned Vehicle Technology Testing ...... 35 China ...... 35 Star Wings Project ...... 35 New Traffic Information System Model Project ...... 35 Real-Time Information ...... 36 Connected Taxi Applications ...... 36 Automated Vehicle Activities ...... 36 Singapore ...... 37 Real-Time Information ...... 37 South Korea ...... 37 National ITS 21 Plan ...... 37 Ubiquitous City (U-City) ...... 37 Taiwan...... 38 Automotive Research and Testing Center (ARTC) Activities ...... 38 Industrial Technology Research Institute (ITRI) Activities ...... 38 Australia ...... 38 Securing 5.9 GHz Bandwidth for ITS ...... 38 Intelligent Speed Adaptation Trial ...... 39 Cohda Wireless Activities...... 39 Intelligent Access Program (IAP) ...... 39 New Zealand ...... 39 National ITS Architecture ...... 39 IV. Connected Vehicle Efforts in Europe and the Middle East ...... 41 Europe-Wide Projects ...... 41 European Road Transport Telematics Implementation Co-ordination Organization (ERTICO-ITS Europe) ...... 41 Cooperative ITS Corridor (Rotterdam - Frankfurt/Main - Vienna) ...... 42 Driving Implementation and Evaluation of C2X Communication Technology (DRIVE C2X) .. 42 Harmonized eCall European Pilot (HeERO) ...... 43 Cooperative Vehicle Infrastructure Systems (CVIS) ...... 44 Field Operational Test Network (FOT-Net) ...... 45 Co-Operative Systems for Sustainable Mobility and Energy Efficiency (COSMO) ...... 45

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 3 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES Information Communications Technology (ICT) for Electro-Mobility ...... 46 Co-Cities ...... 47 European Field Operational Test on Safe, Intelligent and Sustainable Road Operation (FOTsis)47 PROgraMme for a European Traffic of Highest Efficiency and Unprecedented Safety (PROMETHEUS) ...... 47 CityMobil ...... 47 Germany ...... 48 Safe and Intelligent Mobility Test Germany (simTD) ...... 48 Dynamic Information and Applications for assured Mobility with Adaptive Networks and Telematics infrastructure (DIAMANT) ...... 49 Adaptive and Cooperative Technologies for Intelligent Traffic (AKTIV) ...... 49 Wireless Wolfsburg ...... 50 Highly Automated Vehicles for Intelligent Transport (HAVEit) ...... 50 The Cooperative Sensor Systems and Cooperative Perception Systems for Preventive Road Safety (Ko-FAS) ...... 50 Development and Analysis of Electronically Coupled Truck Platoons (KONVOI) ...... 51 Belgium ...... 51 ITS Test Beds ...... 51 Next Generation Intelligent Transport Systems (NextGenITS)...... 51 Cooperative Mobility Systems and Services for Energy Efficiency (eCoMove) ...... 52 France ...... 52 Système COopératif Routier Expérimental Français (SCORE@F) ...... 52 CyberCars ...... 53 Secure Vehicular Communication (Sevecom) ...... 53 Automatisation Basse Vitesse (ABV) ...... 54 Italy ...... 54 Intelligent Co-Operative System in Cars for Road Safety (I-WAY) ...... 54 Test Site Italy ...... 54 Smart Vehicles on Smart Roads (SAFESPOT) ...... 54 Field Operational Test Support Action (FESTA) ...... 55 VisLab Intercontinental Autonomous Challenge...... 55 Netherlands ...... 55 Dutch Integrated Testsite for Cooperative Mobility (DITCM) ...... 55 Connected Cruise Control (CCC) ...... 56 Strategic Platform for Intelligent Traffic Systems (SPITS) ...... 56 Open Platform for Intelligent Mobility (OPIM) ...... 57 Sensor City ...... 57 Preparing Secure Vehicle-to-X Communication Systems (PRESERVE) ...... 58 Grand Cooperative Driving Challenge ...... 58 Spain ...... 58 SIStemas COoperativos Galicia (SISCOGA) ...... 58 Sweden ...... 59 SAFER Vehicle and Traffic Safety Centre ...... 59 SAFER (DRIVE C2X Gothenburg Site) ...... 59 Test Site Sweden (TSS) ...... 60 BasFOT ...... 61 Sweden-Michigan Naturalistic Field Operational Tests (SeMiFOT) ...... 61 Safe Road Trains for the Environment (SARTRE) ...... 62

4 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES Safety in Sweden...... 62 Austria ...... 64 Co-operative Systems for Intelligent Road Safety (COOPERS) ...... 64 Testfeld Telematik ...... 64 Finland ...... 65 Cooperative Test Site Finland (Coop TS Finland) ...... 65 Field Operational Tests of Aftermarket and Nomadic Devices in Vehicles (TeleFOT) ...... 66 Semantic Driven Cooperative Vehicle Infrastructure Systems For Advanced eSafety Applications (COVER) ...... 66 Norway ...... 66 Smart Freight Transport in Urban Areas (SMARTFREIGHT) ...... 66 United Kingdom...... 67 Automated Vehicle Activities ...... 67 Israel ...... 67 Cooperative Communication System to Realize Enhanced Safety and Efficiency in European Road Transport (COM2REACT) ...... 67 Automated Vehicle Activities ...... 67 V. Conclusions and Recommendations ...... 68 Funding Strategies ...... 68 Commit Budget Allocations Requiring Matching Funds ...... 68 Pursue Funding at the National Level ...... 68 Tolls to fund programs ...... 68 Important Factors ...... 69 Forming Coalitions ...... 69 Creating Industry Competition ...... 69 Developing Programmatic Themes and Bold Goals ...... 69 Generating Expertise ...... 69 Regulating Technology to Make a Strong Business Case ...... 70 Standardizing Global/Regional Architectures ...... 70 Convergence of Connected and Automated Vehicle Technologies ...... 71 References ...... 72 Appendix A. Abbreviations ...... 86 Appendix B. Geographical Summary of Projects ...... 89

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 5 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES EXECUTIVE SUMMARY The Michigan Department of Transportation This report is largely an update and expansion of (MDOT) is a national leader in connected and previous work on domestic and international automated vehicle (CAV) technology and is in- CAV programs that CAR has previously con- terested in lessons learned from efforts in other ducted for MDOT. This updated report includes states and countries that are related to connected new information about projects and other efforts vehicles, automated vehicles, and related Intelli- that were already underway in earlier versions of gent Transportation Systems (ITS). By examin- the report, as well as information about additional ing how CAV technology is addressed and oper- programs that were not covered in previous CAR ated elsewhere in the world, MDOT seeks to reports. identify and implement best practices that will This report is intended to provide MDOT with the allow it to further strengthen its own CAV pro- information needed to inform Michigan CAV de- gram. To help fill this knowledge gap, MDOT cision-makers and to assist MDOT in its efforts to requested that the Center for Automotive Re- continue to be the national leader in CAVs. search (CAR) conduct an international survey of best practices and report the findings of this re- CONCLUSIONS AND RECOMMENDATIONS search to MDOT. Despite the regional differences in CAV pro- To accomplish this task, CAR staff conducted grams, many overarching themes have merged electronic searches for information and published that are useful to consider with respect to tech- material describing CAV activities throughout the nology deployment. CAR research and analysis world. The gathered information was then ana- has identified funding strategies that have been lyzed for common and contrasting themes, drivers used to support CAV programs, important factors of success, types of technology tested or de- that can affect the success of deployment, and an ployed, and so on to develop lessons learned for overall trend in convergence of connected and MDOT. automated vehicle technologies. The funding To catalog the international assets in CAV tech- strategies and other important success factors are nologies and achieve a better understanding of listed below; a full description of each point can what is currently occurring with regard to testing be found in the Conclusions and Recommenda- and deployment of these systems, CAR created a tions section of this report. database of projects and papers related to CAVs. COMMON FUNDING OPTIONS The database was originally compiled in 2010 and has been updated repeatedly since then. It  Require matching funds in budget allocations includes details on the organizations conducting  Pursue funding at a national level research or deploying assets, the type(s) of tech-  Use tolls to fund programs nology used, nature of the work, applications, and OTHER IMPORTANT FACTORS FOR descriptions of work. Over time, some projects SUCCESSFUL PROGRAMS have been completed, put on hold, or discontinued, while new ones have launched or old ones  Form coalitions expanded. With this in mind, the database contin-  Create industry competition ues to be updated to ensure that it remains cur-  Develop programmatic themes and bold goals rent. At the time of publication of this report  Generate expertise (September 2013), the database contained 85 en-  Regulate technology to make a strong business tries for Asia, 159 for Europe, 149 for North case America, and seven for Oceania.  Standardize global/regional architectures

6 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES I. INTRODUCTION

The Michigan Department of Transportation 2013 UPDATE (MDOT) is a national leader among public agencies in the development and deployment of con- This report is an update and expansion of all pre- nected and automated (CAV) vehicle technology. vious CAR work on international connected vehi- MDOT, however, understands that a national de- cle best practices that has been done for MDOT. ployment of CAVs requires coordination among This report contains descriptions of numerous states, and vehicle owners in particular will ex- selected projects across the United States and pect to be able to use their CAV technology be- across the world. These descriptions cover both yond their home location. As a result, MDOT re- completed and ongoing projects. quested that the Center for Automotive Research The major departure from previous updates is the (CAR) investigate connected vehicle and CAV- inclusion of automated vehicle technologies. Pre- related activities underway outside Michigan, es- vious versions had included some automated pecially international examples of CAV work, for technologies which had a large connected vehicle the purpose of understanding and describing component, such as the Safe Road Trains for the overall best practices in CAVs. Environment (SARTRE) project in Europe or the Autonomous Intersection Management work at PREVIOUS WORK University of Texas at Austin. This report’s ex- In response to a request to document national best panded scope includes those projects, but also practices, CAR had conducted electronic searches covers several other automated vehicle initiatives of ongoing connected vehicle and connected ve- which may or may not involve a connected vehi- hicle-related activities outside Michigan, phone cle component. interviews with connected vehicle experts outside The accompanying database has been updated Michigan, and met personally with informants since it was originally created both to account for through attendance at the January 2008 meeting its expanded scope and to ensure it remains cur- of the Transportation Research Board and a brief rent. Over the past year, some previously covered trip to the Bay Area in California, where much of projects have been completed, put on hold, or the U.S. activity outside Michigan is concentrat- discontinued while new ones have been created or ed. These efforts resulted in contacts with numer- expanded. ous organizations (Wallace and Sathe Brugeman 2008). In 2011 and 2012, CAR conducted updates At the time of this report’s publication, the data- to the previous study (Wallace et al. 2011 and base has hundreds of entries. Of those entries, Wallace et al. 2012). Additional programs in the there were 85 for Asia, 159 for Europe, 149 for United States were described and broader docu- North America, and seven for Oceania. Figure 1 mentation of international best practices was un- on the following page shows the geographical dertaken. distribution of projects throughout the world. To investigate and analyze the extent of connect- This report contains two appendices: Appendix A ed vehicle technology assets, deployments, re- contains explanations for all abbreviations used in search projects, and the like internationally and this report. Appendix B contains country-by- achieve a better understanding of what testing and country (and state-by-state) count of connected deployment is currently occurring, CAR created a vehicle projects in the database. database of projects and papers related to connected vehicles. This database included details on WHAT IS NEW? the organizations conducting research, the type of This study includes all of the coverage provided technology used, the nature of the work, applica- by the previous report; however, it also contains tions, and descriptions of work. several new projects not covered in the previous version as well as updates to several projects

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 7 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES which were covered previously. sion. The major North American project added in the previous update, the Connected Vehicle Safety NEW PROJECTS Pilot, is nearly completed, though the project was There are several new projects covered in this recently extended for another six months to allow report. In North America, the major new addition for additional tests of communications technology is the Virginia Connected Test Bed which offi- on motorcycles and vehicle-to-infrastructure cially launched in June 2013. Within Asia new (V2I) applications. Similarly, in Europe, Germa- connected vehicle projects were added related to ny’s simTD came to a close in the summer of real time traffic data and connected taxi applica- 2013; other DRIVE C2X sub-projects have also tions in China. In Europe there are several new or been completed and updated. The Co-Operative expanded projects; these include: Co-Cities; Co- Systems for Sustainable Mobility and Energy Ef- operative ITS Corridor (Rotterdam- ficiency (COSMO) project was also completed in Frankfurt/Main-Vienna); Cooperative Mobility 2013. Pilot on Safety and Sustainability Services for Deployment (Compass4D); Cooperative Sensor AUTOMATED VEHICLE PROJECTS Systems and Cooperative Perception Systems for In addition to SARTRE and the work at the Uni- Preventive Road Safety (Ko-FAS); European versity of Texas at Austin, several automated ve- Field Operational Test on Safe, Intelligent and hicle projects have been added. The report de- Sustainable Road Operation (FOTsis); Europe- scribes U.S. military efforts, company efforts (au- Wide Platform for Connected Mobility Services tomakers, suppliers, and technology firms), and (MOBiNET); Harmonized eCall European Pilot university efforts at the University of California phase two (HeERO2); Preparing Secure Vehicle- Berkeley. Within Asia there is a section on Un- to-X Communication Systems (PRESERVE); Sen- manned Vehicle Technology Testing in Japan. In sor City; and Testfeld Telematik. addition, the Tianjin Eco-City in China has begun field-testing automated vehicles from General UPDATED PROJECTS Motors. Several European efforts were added as Several projects have been updated for this ver- well, including Automatisation Basse Vitesse

Figure 1: World Map Showing Projects by Country (State for U.S.-Based Projects) Source: CAR 2013

8 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES (ABV), CityMobil, Development and Analysis of MDOT with insights into best practices. CAR’s Electronically Coupled Truck Platoons (KON- intent is to provide information needed to inform VOI), and Highly Automated Vehicles for Intelli- Michigan CAV decision-makers and to assist gent Transport (HAVEit). MDOT in its efforts to continue to be the national leader in connected vehicles among the states. ONWARDS The report is organized largely by continent and The remainder of this report presents CAR’s find- country, with cross-cutting lessons provided in ings and analysis of these findings to provide the Conclusions and Recommendations section.

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 9 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES II. CONNECTED VEHICLE EFFORTS IN NORTH AMERICA In North America, the majority of connected ve- The recent focus of USDOT connected vehicle hicle research is conducted in the United States. research related to a National Highway Traffic A significant portion of this work has been done Safety Administration (NHTSA) regulatory deci- at the state level by state agencies and universi- sion on connected vehicle technology. That deci- ties. The states of Michigan and California have sion, on whether to regulate connected vehicle been responsible for much of this work, but other technology in new passenger vehicles is sched- states, such as Florida, Minnesota, Montana, New uled for 2013. A similar decision for heavy-duty York, Texas, and Virginia, also have active re- commercial vehicles is planned for 2014. search and development programs. Figure 2 shows the geographical distribution of The approach in the United States is not totally projects throughout North America. Some pro- decentralized, however, as the U.S. Department jects are spread across several states; for mapping of Transportation (USDOT) has taken an active purposes, such projects are assigned to the state role in connected vehicle research and has provid- of their lead coordinator. ing significant funding for much of the work that has been done across the country.

Figure 2: Connected Vehicle Projects in North America Source: CAR 2013

10 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES

U.S. NATIONAL-LEVEL PROJECTS ed in the clinics and shared opinions on the usefulness and effectiveness the technology (Toyota CONNECTED VEHICLE SAFETY PILOT 2012). Safety Pilot Driver Clinics In testing, the vehicles would broadcast infor- Most demonstrations of connected vehicle and mation (including brake status, Global Position- ITS applications have focused on proving and ing System (GPS) location, rate of acceleration, presenting technical capabilities to those in the speed, and steering-wheel angle) ten times each transportation community. Until recently, most second (Kuchinskas 2012). Each of the eight par- connected vehicle testing has been done using ticipating automakers had different systems to trained drivers and experimenters. There has been provide safety information to drivers; these sys- little testing that has used inexperienced drivers tems used sounds, lights, displays, and seat vibra- who were not familiar with connected vehicles tions to alert drivers of various threats. Drivers before test drives. These tests have been limited tested several scenarios that involved applications to closed test populations and self-selected groups of connected vehicle technology including emer- (Hill and Garrett 2011). gency electronic brake lights, forward collision warning, blind spot warning/lane change warning, From August 2011 through January 2012, the do not pass warning, intersection movement as- Crash Avoidance Metrics Partnership (CAMP) sist, and left turn assist (Ahmed-Zaid 2012). After held driver acceptance clinics with naïve drivers driving through sever-al scenarios, drivers would that were unfamiliar with connected vehicle tech- pull over and interviewed to find out which fea- nologies. The clinics were held in six different tures seemed useful (Kuchinskas 2012). locations across the country: After the driver clinic trials, each location hosted  Michigan International Speedway: Brooklyn, a small focus group involving 16 of the drivers MI (August 2011) that participated in the clinic. The two main  Brainerd International Raceway: Brainerd, MN points made by the participants were (Ahmed- (September 2011) Zaid 2012):  Walt Disney World Speedway: Orlando, FL  When it comes to accident prevention, there is (October 2011) nothing better than defensive driving. Overreli-  VTTI Smart Road: Blacksburg, VA (November ance on technology is bad. 2011)  All vehicles on the road must be equipped with  Texas Motor Speedway: Fort Worth, TX (De- connected vehicle technology for the system to cember 2011) work. Retrofits for older vehicles will be im-  Alameda Naval Air Station: Alameda, CA (Jan- portant. uary 2012) Safety Pilot Model Deployment Each clinic involved four days of testing, 112 drivers, and 24 vehicles equipped with connected After the completion of the driver acceptance vehicle technology. Each driver was accompanied clinics, the project began its second phase, a year- by a tester who monitored the drivers throughout long (recently extended to 18 months) model de- the clinic. Care was taken to get a diverse range ployment field test in the northwestern part of of driver characteristics such that drivers were Ann Arbor, Michigan. The University of Michi- evenly divided be-tween genders and spread gan Transportation Research Institute (UMTRI) is evenly across different age categories (Ahmed- conducting the $14.9 million test, which officially Zaid 2012). In addition, the clinics targeted dif- began on August 21, 2012 (Fancher 2012). The ferent regional populations such as environmen- Ann Arbor tests involve 2,836 vehicles equipped tally conscious drivers in California and pickup with vehicle-to-vehicle (V2V) communications and sports utility vehicle drivers in Texas (Ku- devices using 5.9 Gigahertz (GHz) Dedicated chinskas 2012). A total of 688 drivers participat- Short Range Communications (DSRC). DSRC

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 11 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES gives the ability to transmit data at a rate of ten with retrofit and aftermarket devices, which send times per second (Fancher 2012). The test vehi- and receive data and are able to issue warnings to cles, which include cars, trucks, commercial ve- drivers (Bezzina 2012). All vehicles with inte- hicles, and transit vehicles, will transmit infor- grated systems and 100 of the vehicles with af- mation such as location, direction, speed, and termarket devices were also outfitted with a data other vehicle data (Ahmed-Zaid 2012). acquisition system (DAS), which will collect data The 16 CAMP vehicles with integrated systems on driver performance and response to warnings that were used in the driver acceptance testing are (Fancher 2012). The remaining 2,450 vehicles being reused for the safety pilot deployment. An- (2,200 light-duty vehicles, 50 heavy-duty trucks, other 48 light-duty vehicles with integrated sys- 100 transit vehicles, and 100 medium-duty vehi- tems were provided as were three Freightliner cles) were outfitted with a vehicle awareness de- heavy-duty trucks, making a total of 67 vehicles vice (VAD), which only send data to other vehi- with integrated systems for the deployment. The cles and are not be able to generate warnings. vehicles with integrated systems were provided The layout of the infrastructure for the deploy- by eight automakers, including Ford, General ment can be seen in Figure 3. The roadside infra- Motors, Honda, Hyundai-Kia, Mercedes-Benz, structure for the deployment covers 73 lane-miles Nissan, Toyota, and Volkswagen (Ahmed-Zaid of roadway with equipment installed at 25 sites 2012). with additional equipment installed at an intersec- An additional 300 light-duty vehicles, 16 heavy- tion for radar-based pedestrian detection (Bezzina duty trucks, and 3 transit vehicles were outfitted 2012 and Bezzina 2013). In the map, traffic light

Figure 3: Layout of Ann Arbor Safety Model Deployment Roadside Infrastructure Source: Bezzina 2012

12 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES symbols designate areas where roadside equip- communications. These prescreened vehicles can ment is co-located with traffic signals; orange then bypass the other weigh stations while travel- symbols indicate signal phase and timing (SPAT) ing along highways, eliminating the need to pull enabled traffic signals and blue symbols indicate over for additional inspections, thus saving time, roadside equipment without SPAT capabilities. fuel, and labor costs. The program also benefits Orange dot symbols indicate equipment co- states and other drivers by reducing congestion located with a freeway ITS installation and the and enabling inspection staff to focus their efforts blue dot symbol indicates a prototype soon carriers that demand the most attention (Pre- lar/cellular equipment installation. Pass 2012). As of August 2012, UMTRI already had 3,500 AUTOMATED VEHICLE ACTIVITIES local volunteers, hundreds more than are needed From the mid-1990s to the early-2000s, the Unit- for the testing (Priddle 2012). The first 500 vehi- ed States established itself as a leader in automat- cles were put on the road in early August 2012 ed vehicle systems through its Cooperative Vehi- and within a few months after the project began, cle-Highway Automation Systems (CVHAS) ini- the entire fleet was in operation (Priddle 2012). tiative. CVHAS was is a federal pooled-fund pro- This deployment is significant because it involves gram whose main purpose was to partner with the long-term observation of so many vehicles in public and private sector organizations to re- real-world driving conditions. Most of the previ- search, develop, evaluate and deploy connected ous connected vehicle studies had collected data and automated solutions to improve mobility, over shorter periods of time, involved fewer vehi- safety, environmental performance, and fuel cles, and used staged scenarios rather than ob- economy in the transportation sector. serving normal driving conditions (Fancher 2012). The study will analyze the system’s effec- More recent automated vehicle initiatives have tiveness at reducing crashes and its results will be been driven primarily by the military and the au- used to inform regulatory agency decisions con- tomotive industry, though the U.S. Department of cerning connected vehicle technology (Fancher Transportation continues to support automated 2012). By the end of the project, UMTRI expects vehicle research through the Federal Highway to have collected 200 terabytes (TB) of data Administration (FHWA) Exploratory Advanced (Bezzina 2013). This data is being delivered to an Research (EAR) program. independent evaluator to support U.S. DOT ef- Many companies within the United States are de- forts. veloping and testing automated vehicle technolo- The project was originally scheduled to last for gies. Google is testing fully-automated vehicles one year, but it recently received a six-month ex- on public roads in Nevada and California, and has tension for additional tests of communications logged hundreds of thousands of miles in its au- technology on motorcycles and vehicle-to- tomated vehicles. Traditional automakers such as infrastructure (V2I) applications (Shepardson General Motors, Toyota, and Volkswagen are al- 2013a). NHTSA has stated that the study’s exten- so developing advanced automated functionality sion will not affect the agency’s timetable for is- as well. Additionally, high-tech firms such as suing a notice of regulatory intent (NRI). Bosch, Continental, Delphi, TRW, and others are developing advanced technologies both in coop- PREPASS FOR COMMERCIAL VEHICLES eration with, and independent from, the automak- PrePass is a system that can automatically identi- ers. fy, cross-reference, and clear commercial vehi- By the end of 2012, three states (Nevada, Florida, cles, allowing them to bypass weigh stations. Par- and California) and the District of Columbia had ticipating commercial vehicles can be pre- passed laws addressing the use of fully automated screened at designated weigh station facilities and vehicles on public roads. Several other states are equipped with transponders that enable V2I throughout the country have considered similar

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 13 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES legislation, including Michigan. In May, the Na- AMAS technology has been used in the Convoy tional Highway Traffic Safety Administration re- Active Safety Technology (CAST) program to leased guidelines for states issuing licenses for produce automated vehicles that are able to travel testing fully automated vehicles on public roads. in a platoon lead by a manned vehicle. Automated Current Michigan law allows many automakers truck projects are also being carried out by Uni- and Tier-1 suppliers to operate prototype auto- versity of California Berkeley-PATH and the mated vehicles with manufacturer license plates Federal Highway Administration (Poorsartep on public roads, and some have already been in- 2013). volved in such testing. New legislation could further clarify rules and broaden eligibility to in- CALIFORNIA clude more automotive suppliers as well as upfit- CALTRANS AND PATH ACTIVITIES ters (e.g., Google). The Michigan Senate Trans- portation Committee approved a bill in March The State of California is the locus of numerous 2013, but it has yet to pass the House. A revised connected vehicle activities, and the California version of the bill may be considered in the Mich- efforts are rooted in a close working relationship igan legislature as early as September 2013 between the California Department of Transporta- (Shepardson 2013b). tion (Caltrans) and the California Partners for Advanced Transit and Highways (PATH), part of Throughout the mid-2000s, the Defense Ad- the University of California - Berkeley’s Institute vanced Research Projects Agency (DARPA) held of Transportation Studies. These two organiza- a series of “Grand Challenge” events to encour- tions are leading the way on a variety of efforts, age the development of automated vehicles. The with aide from several private-sector entities, in- DARPA Grand Challenge was the first long- cluding a handful of automotive research facili- distance automated vehicle competition in the ties located in Silicon Valley. This section elabo- world. The first Grand Challenge was held in rates on the roles being played by various organi- March 2004. None of the competing vehicles zations involved with connected and automated were able to complete the challenge’s 150-mile vehicles in California. Information in this Cali- long route. The event was followed up with a fornia section is based primarily on in-person dis- second challenge in October 2005. Five vehicles cussions with Greg Larsen (Caltrans), Jim successfully completed the 2005 Grand Challenge Misener (Booz Allen Hamilton, formerly PATH), route. In November 2007, DARPA held its third Chuhee Lee (VW NA), and Alex Busch (BMW). event, the Urban Challenge, which required all vehicles to obey traffic regulations and negotiate A significant portion of the connected vehicle with other traffic. The event took place at the work done in California is part of the efforts of former George Air Force Base in California Caltrans and PATH. Caltrans manages Califor- (DARPA 2013). The challenges help develop ex- nia’s freeways, provides inter-city rail services, pertise in automated vehicle systems and helped and permits airports and heliports. Its mission is advance automated vehicle efforts in the United to improve mobility across California, and its States and abroad. Google went on to hire some goals include improving safety, mobility, deliv- of the researchers who participated in the ery, stewardship, and service (CA.GOV 2010). DARPA challenges for its own automated vehicle As the state department of transportation, Cal- initiative. trans is the lead state agency responsible for connected vehicle efforts in California. Various truck automation projects are also being researched in the United States. For instance, the PATH is a multi-disciplinary program that in- U.S. Army’s Autonomus Mobility Applique Sys- cludes employees and students from universities tem (AMAS) project uses low-cost sensors and throughout California working on projects in con- control systems on military vehicles to enable junction with industry, government agencies, and driver assistance features or automated operation. non-profit institutions. The program emphasizes long-term, high-impact solutions, within the three

14 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES program areas of safety, traffic operations, and cle work in California (PB 2010). modal applications and receives funding from Caltrans and PATH have been working on several Caltrans, the U.S. Department of Transportation, other fronts. For instance, they were both part of state and local governments, and private sources an Urban Partnership proposal that was submitted (ITS Berkeley 2010). to the federal government. The funding of this Caltrans and PATH have a tight working relation- proposal provided Caltrans and PATH with addi- ship and are engaged in many joint efforts to ex- tional resources to expedite their connected vehi- pedite deployment of connected vehicle assets in cle deployment and conduct research associated the state. These have included establishing a with it. For the project, Caltrans and PATH part- wireless test area in Richmond, California, that nered with the Metropolitan Transportation supports V2I communications and application Commission (MTC) to implement and expand development and testing. Originally, the intelli- programs in the San Francisco Bay Area to re- gent intersection used Wi-Fi for in-vehicle warn- lieve congestion, among these programs was a ings and to facilitate communication between ve- pilot which would demonstrate the capabilities hicles and between vehicles and the intersection. and feasibility of connected vehicle technology Later an IEEE 1609 capable Multiband Configu- (Mixon Hill 2009a). The total amount of federal rable Networking Unit (MCNU) was installed. funding for the program was $158.7 million Figure 4 contains an overview of the field station. (MTC 2007). Caltrans also has some test sites in San Jose and Another joint Caltrans and PATH project was a Palo Alto. field test with Nokia featuring 100 vehicles that In 2004, Caltrans and PATH worked with other served as cellular-based traffic probes. Their field universities and agencies to design a DSRC de- test took place February 8, 2008 and is described velopment in the San Francisco Bay Area. Part- in more detail in the Safe and Efficient Travel ners included the Metropolitan Transportation through Innovation and Partnerships in the 21st Commission, Telvent Farradyne, Daimler Chrys- Century (SAFE TRIP-21) section of this report. ler, Volkswagen of America, and Navteq. Cur- Local automotive facilities, such as the rently, however, funding resources for further Volkswagen North America research lab, also work with connected vehicle in California have participated in this test. been halted. While options to obtain federal fund- Currently, PATH is conducting an ongoing pro- ing are being considered, additional stakeholder ject at its Richmond Field Station to investigate support will be needed to resume connected vehi- the potential benefits of broadcasting SPAT data.

Figure 4: Richmond Field Station Intelligent Intersection Location, Layout, and Traffic Controller Source: PATH 2008

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 15 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES The work utilizes the Intelligent Intersection fa- ognized as part of the connected vehicle proof-of- cility (Dickey et al. 2010), which is highlighted in concept tests being undertaken by the VII-C. Figure 4. In October of 2009, Caltrans, along with PATH’s approach for expediting connected vehi- partners BMW and Siemens, demonstrated con- cle deployment has been published, at least in nected vehicle technology that used DSRC and part (Dong et al. 2006). SPAT information to detect vehicles and save SAFE AND EFFICIENT TRAVEL THROUGH fuel (Larsen 2010). The demonstration took place during the American Association of State High- INNOVATION AND PARTNERSHIPS IN THE 21ST way and Transportation Officials (AASHTO) CENTURY (SAFE TRIP-21) meeting in Palm Desert, California, and showed In the first half of 2008, Caltrans applied for and fuel savings of up to 15 percent (Siemens 2010). was awarded a USDOT grant under the auspices Furthermore, in 2009, the USDOT awarded $8.5 of SAFE TRIP-21, a connected vehicle program million to Caltrans to expand its Pioneer Site managed by the Volpe Center. This program was Demonstration and Evaluation Project along the intended to build upon lessons from previous ITS San Diego I-15 corridor. This project is furthering proof-of-concept tests to improve safety, mobili- development of several mobility applications, in- ty, energy independence, and environmental cluding provisioning of multi-modal travel times stewardship. It involved testing and integrating and real-time incident information, among others applications into field test environments, and it (PATH 2010). also was used to develop and provide demonstra- The USDOT also awarded $1.57 million to Cal- tions for the 2008 ITS World Congress testing trans in partnership with the Western Transporta- environments in New York. California was ini- tion Institute for the Coordinated Speed Man- tially awarded $2.9 million from USDOT for a agement in Work Zones project. This project is field test site, with the possibility of receiving ad- designed to provide highway patrol officers with ditional funding if available. The total cost of the information on excessive vehicle speed and a pic- field test, which was planned in 2008 and imple- ture of the license plate. Nearby workers can be mented in 2009, was $12.4 million (Sengupta provided with vibrating pagers to alert them when 2010). a vehicle is speeding (PATH 2010). In 2009, the SafeTrip-21 Initiative was awarded a Looking forward, Caltrans envisions eventual de- research grant for an additional $943,000 from ployment of connected vehicle infrastructure at the USDOT. The partners receiving the grant in- every signalized intersection and every ten miles cluded Caltrans and PATH, as well as Navteq and on state highways. Caltrans believes this will be ParkingCarma. Using this grant, the partners de- privately funded, with incentives provided to at- veloped and tested a traveler information tool. tract private investment. It also recognizes that it The tool combines information on real-time traf- will face some challenges in some of the extreme fic, train and bus, and parking space availability topographical and climatic regions of California information to enable travelers to plan more effi- (e.g., high mountains, extreme winter snow, de- cient trips. The tool makes use of data collected serts), especially where these exist in remote are- along the US-101 corridor between San Francisco as that lack good communication backhaul op- and San Jose (PATH 2010). tions. MOBILE MILLENNIUM Caltrans and PATH are also active at the national Through its contacts at Navteq and the Connected level, participating in ITS America, Transporta- Vehicle Trade Association (CVTA), CAR under- tion Research Board (TRB) committees, Vehicle stands that the Caltrans project most likely builds Infrastructure Integration Consortium (VII-C) upon previous work that Nokia and Caltrans con- Steering Committee, and other organizations that ducted together. Specifically, in February of affect the national connected vehicle effort. Even- 2008, they performed a test for which they gave tually, Caltrans and PATH activities became rec- 100 university students a Nokia phone equipped

16 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES with GPS and traffic-monitoring software devel- ARIZONA oped by the team. The students drove a 10-mile stretch of freeway, while the phones sent data on ARIZONA E-VII PROGRAM speed and location back to Nokia’s research facil- Arizona has researched connected vehicle appli- ities (Mobile Millenium 2011). The original test, cations and strategies to support incident man- known as Mobile Century was followed up by agement and enhanced traffic control. The name Mobile Millennium, an 18-month project that was of the project supporting this research was called announced in November 2008. As part of SAFE Arizona E-VII Program, which consisted of two TRIP-21, Caltrans will expand this fleet consider- projects under Arizona DOT: SPR-653, Arizona ably with more test probes and possibly other VII Initiative: Proof of Concept/Operational Test- connected vehicle aftermarket mobility applica- ing and SPR-678, Dynamic Routing for Incident tions. To date, the details of Caltrans’s proposal Management. Prototype applications for the pro- have not yet been made public. gram included traffic signal preemption and pri- PRIVATE SECTOR CONNECTED VEHICLE ority, ramp meter preemption, and mobile inci- ACTIVITIES dent warning. The project started in early 2008 and a site demonstration occurred in late 2008 In addition to public-sector and university activi- (Gettman 2009). All testing and evaluation was ties, California is also involved with private- completed by 2011, and the project was complet- sector connected vehicle activities. The state is ed by the end of the year (ADOT 2011). Figure 5 home to several automotive electronics research shows photographs of the ramp meter priority units belonging to the major automotive manufac- (left) and signal preemption (right) field demon- turers. This includes facilities operated by BMW, strations. Daimler, and Volkswagen North America. While much smaller than, for example, the Chrysler The project was divided into two phases. Phase 1 Tech Center, these facilities are heavily focused developed and tested potential incident manage- on vehicle electronics and applications being de- ment applications. Phase II involved the testing of veloped by these automakers for the U.S. market. applications in a pilot deployment, evaluating BMW, for example, is very interested in using functionality of hardware and software, human wireless pipelines to connect BMW drivers for factors, and viability applications for incident safety, mobility, and commercial applications. management. CALIFORNIA AUTOMATED VEHICLE The University of Arizona (UA) and Arizona State University (ASU) were involved, with UA ACTIVITIES developing technology and software as well as The University of California PATH program has field demonstration scenarios, and ASU evaluat- been involved in many automated vehicle pro- ing the program’s outcomes. UA was responsible jects beginning in the 1990s. In August 1997, for writing the research report with support from PATH demonstrated an eight-vehicle platoon. ASU (Arizona DOT 2008). The vehicles were separated by a distance of 6.5 meters while driving at highway speeds (PATH MARICOPA COUNTY ACTIVITIES 1997). Current projects PATH is working on that The Next Generation of Smart Traffic Signals are related to automated vehicle systems include project is an EAR program project that was start- cooperative adaptive cruise control (CACC), au- ed by the FHWA in 2007 and has been conducted tomated truck platooning, and vehicle‐assist and by Arizona State University in Phoenix. The traf- automation applications for full‐size public transit fic signal system being researched in this project buses (Meade 2012). is called Real-Time Hierarchical Optimized Dis- tributed Effective System Next Generation (RHODESNG). Though smart traffic signals have been used by some countries for decades, they are

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 17 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES relatively rare in the U.S. due to their associated Daisy Mountain Drive in Anthem, Arizona. The high infrastructure costs. These systems, howev- earliest application tested was an emergency ve- er, have considerable value in that they are able to hicle prioritization system. The test bed has been reduce travel time, delays, and stops as compared equipped with DSRC devices, integrated Wi-Fi to the more common fixed-length, time-of-day and Bluetooth connections, closed-circuit televi- traffic signals. The system is designed to continu- sion (CCTV) cameras, traffic detection software, ously adapt operations based on changing condi- data collection software, fiber optic systems, and tions using data from vehicles, infrastructure sen- communication connections to the Maricopa sors, and transmitters. It uses self-adaptive algo- County Department of Transportation Traffic rithms that integrate the position, speed, and Management Center (Maricopa County 2012). queue data, accurately perform high-speed com- The Maricopa County test bed was selected, putations, make predictions, and continuously along with a Caltrans test site, to serve as a na- adjust critical parameters. tional test sites for the USDOT and Cooperative Continued development of the RHODESNG sys- Transportation Systems Pooled Fund Study- tem was focused on integrating connected vehicle funded Multi-Modal Intelligent Traffic Signal technology components. Because these technolo- System project. The Daisy Mountain Fire District gies are in a constant state of change and devel- and Valley Metro buses have agreed to participate opment as innovations are introduced and tested, in live SMARTDrive field testing in order to incorporating them into the RHODESNG system is simulate real traffic conditions (Maricopa County a major challenge. With better information from a 2012). The project was completed in September vehicle itself, including location, destination, 2009 (TRID 2013). speed, and acceleration, smart signal control systems could more effectively allocate signal phas- COLORADO ing times to handle changing traffic demands. A NATIONAL CENTER FOR ATMOSPHERIC field test of RHODESNG with connected vehicle RESEARCH (NCAR) ACTIVITIES capabilities took place at the Maricopa Proving Grounds (FHWA 2012). The National Center for Atmospheric Research (NCAR) in Boulder, Colorado has been conduct-

Figure 5: Ramp Meter Priority and Signal Preemption Field Demonstrations Source: Gettman 2009

Maricopa County’s state-of-the-art field lab is ing research on how connected vehicles can be known as the SMARTDrive Multi-modal Intelli- used to document real-time weather conditions gent Traffic Signal System prototype. It consists (NCAR 2011). The goal of this research and de- of six traffic lights along a 2.3 mile stretch of velopment effort is to gain a better understanding

18 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES of how to effectively utilize weather-related data technology. It was installed on three southbound retrieved from connected vehicles. The projects at lanes next to an existing toll collection system on NCAR are applied research and involve acquir- the E-470 highway (Kapsch 2008). The installa- ing, analyzing, and processing data from vehicles tion includes 5.9 GHz DSRC roadside infrastruc- and using it to improve knowledge of current ture and in-vehicle units as well as lane cameras road conditions as well as forecasts of future road with illumination units, overview cameras with conditions. With improved knowledge of road external infrared (IR)-flashes and the laser units. conditions, warnings can be issued to drivers Applications tested included toll tags and detec- about hazardous conditions. tors, vehicle detection and classification, and au- A major connected vehicle project at NCAR is tomatic license plate recognition solutions. The the Weather Data Translator (WDT). The WDT testing was completed using a fleet of 27 vehicles is a demonstration system that can receive and and lasted for a few weeks (Mixon Hill 2009b). analyze probe data from vehicles driving through An independent research and development laboratory evaluated the system and concluded that connected vehicle test beds (Petty and Chapman 2008). The information created by the WDT can 100 percent of the over 10,500 samples that were be used by the Clarus Initiative (an integrated identified using a GPS data logger were also surface transportation weather observing, fore- identified using the DSRC toll tags (Kapsch casting, and data management system) or other 2008). applications (FHWA 2011). An example case of FLORIDA the WDT is shown in Figure 6. FLORIDA’S TURNPIKE ENTERPRISE (FTE) DENVER TEST BED ACTIVITIES Another example of connected vehicle work in Florida’s Turnpike Enterprise (FTE) presents an Colorado is the Denver Test Bed, also known as instructive model for one approach for operating the Denver E-470 test. The purpose of this test public assets as a business. Florida’s Turnpike is was to demonstrate multi-lane free flow (MLFF) responsible for all operations on every Florida and open road tolling (ORT) high performance Department of Transportation (FDOT) owned and tolling and enforcement. The system being used operated toll road and bridge. FTE is a part of is based on Kapsch TrafficCom’s 5.9 GHz DSRC

Figure 6: Weather Data Translator Example Case Source: Petty and Chapman 2008

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 19 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES FDOT, but it operates with a uniquely-defined weather-related incidents, and FTE uses video charter. Created in 2002, the Enterprise aims to cameras for fog and smoke (from wild fires) de- use private-sector business methods to operate in tection (Suarez 2008). the public good. In transitioning to this new char- To ensure that toll station malfunctions do not ter, FTE engaged in intense training sessions to cause major delays for drivers, Florida’s Turnpike help employees understand and accept the new uses a grid system that tracks all the toll stations mentality of operation. FTE’s business model, on a map. Additionally, the grid is able to track which places more emphasis on paying custom- toll maintenance vehicles so that the TMC knows ers, is feasible given that turnpikes actually have where each maintenance person is at any given paying customers in the form of motorists paying time. When a toll station is not working properly, to use the toll facilities. Florida’s Turnpike Enter- the grid indicates the problem, as well as shows prise operations are 100 percent self-financed where the nearest maintenance person is to fix the from toll revenues. problem. This allows for speedy correction of toll Florida’s Turnpike installed a fiber optic back- collection problems (Suarez 2008). bone on its 600 miles of roadway. Additionally, The SunPass program participants pre-pay their FTE has installed cameras placed every mile and toll fees and receive a discount for doing so. vehicle sensors every half mile. The video camer- When they sign up for this service, they attach a as help with accident detection, as well as with transponder to the windshield of their vehicle. data augmentation through FTE’s routine visual This transponder sends radio signals to sensors scans. The sensors use radio-frequency identifica- mounted on the SunPass toll lanes, which then tion (RFID) technology and detect vehicle motion automatically deduct the proper toll amount from and traffic density using radar. These data are the prepaid account (SunPass 2011). then sent to Traffic Management Centers (TMCs), which use the data both for congestion The RISC program is designed to enable emer- mitigation and safety applications (Suarez 2008). gency responders to arrive at a scene quickly and begin to clear away any crashes and associated Florida’s Turnpike has several interesting initia- debris. This helps to ensure that the road is once tives aimed at reducing drive times, traffic con- again fully operational as soon as possible (Sua- gestion, and improving safety. The initiatives in- rez 2008). clude Highway Advisory Radio (HAR), Citizen Band (CB) transmission systems, tolling mainte- ITS WORLD CONGRESS ROADSIDE UNIT nance, the SunPass prepaid tolls program, and the DEPLOYMENT Rapid Incident Scene Clearance (RISC) program. Florida is becoming a leader in ITS technologies Sensor data contribute to the HAR program. The and as a result, the state hosted both the data are sent to TMCs which then transmit the Transpo2010 Conference (Mobile Synergetics data to informational signs along the road. These 2010) and the combined 2011 World Congress in signs contain radio frequency information for the Intelligent Transport Systems and Annual Meet- driver to tune into and change driving patterns as ing of ITS America (Florida DOT 2010). appropriate. This quickly allows the driver to re- Transpo2010 was held in Ponte Vedra Beach, ceive the most updated traffic information (Sua- Florida and previewed many of the emerging rez 2008). technologies that would later be showcased at the The CB program is intended to assist truck and ITS World Congress which was held in Orlando. commercial drivers who frequently rely on CB Roadside infrastructure was deployed for the radios. In practice, this program operates quite demonstrations that took place at the ITS World similar to how the HAR program operates: sen- Congress in the fall. Five units were installed sors send data to TMCs, and the TMCs then along John Young Parkway, 11 units were in- transmit information over CB radio frequency. stalled along I-4, and 11 units were installed The CB program also includes information about along International Drive/Universal Boulevard.

20 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES The installations can be seen in Figure 7. using market mechanisms to allow access to faster travel lanes, without turning entire roadways MINNESOTA into toll roads. This program, called MnPass, is MINNESOTA DEPARTMENT OF designed to charge a fee for faster travel (less congested lanes), without the need to designate TRANSPORTATION (MNDOT) ACTIVITIES the entire road as a toll road. In the Twin Cities The Minnesota Department of Transportation metro area, MnPass is implemented on 18 miles (MnDOT) has made significant headway in de- of high occupancy vehicle (HOV) lanes intended veloping and deploying ITS systems. MnDOT’s to reduce congestion by encouraging carpooling. Office of Traffic, Safety and Operations manages However, single-occupancy vehicles also may most of the Department’s ITS activities. This of- use some of these lanes, called high occupancy fice is located within the central MnDOT office, toll (HOT) lanes, provided that they pay a toll to but works with satellite offices in the eight re- do so. Drivers wishing to use the program obtain gional MnDOT districts, as necessary. It also and place a transponder in their vehicle. As a ve- works with the University of Minnesota’s ITS hicle enters the HOT lane, an electronic sign indi- Institute, which has numerous programs dedicat- cates the price to drive in that lane at that point in ed to ITS research. time, and the appropriate fee is debited from the The office used to rely heavily on earmarks, driver’s pre-paid account. The charges vary de- matched with state funds, to finance its ITS pro- pending on how relatively busy or free the HOV gram and achieve its goals, but it has received no lane is, and this represents an interesting attempt new earmarks since 2004. Currently, the office is to harness the power of marginal cost pricing into using state and federal construction funds to ac- the freeway management system (MnDOT complish its mission, and it has obtained federal 2011a). support for specific programs, as described in de- INTELLIDRIVESM FOR SAFETY, MOBILITY, tail below (Starr 2008). AND USER FEES (ISMUF) MNPASS PROGRAM MnDOT’s IntelliDriveSM for Safety, Mobility, and MnDOT developed an innovative program for User Fee Project: Driver Performance and Dis-

Figure 7: Roadside Unit Sites for 18th ITS World Congress Demonstrations Source: Gilhooley 2011

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 21 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES traction Evaluation (ISMUF) project began after not the gaps in traffic are large enough to enable the Minnesota legislature authorized $5 million vehicles to safely cross the intersection (Starr for the project in 2007. Phase I of the project pro- 2008). This project built on a previous program duced a preliminary concept of operations, a set called Intersection Decision Support that was of stakeholder requirements, and a scope of work completed by the ITS Institute. for Phase II. Phase II began in 2010, and involved Field-testing of CICAS Stop Sign Assist (CICAS- a technology demonstration in a real-world set- SSA) began in 2010. Initial testing was staged ting (Battelle 2013). The project was completed near Cannon Falls, Minnesota (US-52 and County and a final report was submitted in February State Aid Highway 9) and Spooner, Wisconsin 2013. The project used DSRC enabled aftermar- (US-53 and Wisconsin Highway 77). In June ket on-board equipment and roadside equipment. 2011, two additional tests began near the Minne- Specifically, the applications that were explored sota cities of Marshall (Minnesota Highway 23 in the project included mileage based user fees, and County State Aid Highway 7) and Milaca in-vehicle signing, curve and intersection colli- (US-169 and County State Aid Highway 11). sion warnings, and enhanced traveler information Testing is scheduled to occur at these intersec- using probe vehicles. This project’s goal was to tions over the course of three years (ITS Institute evaluate the effectiveness of in-vehicle signing 2012). safety and mileage based user fee applications of VII (MnDOT 2012). Initial results indicated that the technology seems to cause confusion with motorists and does not FEDERAL FUNDING FOR PROJECTS lead to a change in behavior. Researchers tested Federal Projects are also an important part of in-vehicle signage to determine if such warnings connected vehicle programs in Minnesota. would be more effective. The field tests used sev- MnDOT receives directed federal funding for en local drivers. The in-vehicle sinage system several initiatives that contribute to its overall ef- was able to provide timely warning messages and forts in ITS and connected vehicle-related areas. proved viable and reliable. It is not certain wheth- Indeed, the state has been quite successful (at er such a system is better at preventing collisions, least up until 2004) in securing such funding be- however (Pierce and Smith 2012). yond its normal annual allocation for US DOT, and these funds have helped extend the state’s MONTANA ITS capabilities. Since 2004, the state has had WESTERN TRANSPORTATION INSTITUTE success with some competitive programs, includ- (WTI) ACTIVITIES ing the Urban Partnerships program. Federal funding, obtained through earmarks or other The Western Transportation Institute (WTI) was means, have led to ITS and connected vehicle founded in 1994 by Montana State University projects. (MSU), the Montana Department of Transporta- tion, and the California Department of Transpor- COOPERATIVE INTERSECTION COLLISION tation. WTI’s main facility is located next to the AVOIDANCE SYSTEM (CICAS) MSU campus, where it is a department in MSU’s MnDOT, working in collaboration with the Uni- College of Engineering. In 1998, WTI was desig- versity of Minnesota’s ITS Institute, obtained nated as one of the USDOT RITA National Uni- funding from USDOT RITA under the Coopera- versity Transportation Centers (UTC), with the tive Intersection Collision Avoidance System recognition renewed in 2005. In addition, WTI is (CICAS) program. Michigan has also been home the nation’s largest UTC focused on rural trans- to CICAS activities, notably those performed by portation. While the focus of WTI is rural trans- CAMP, a consortium of automotive companies. portation issues, the institute also works on pro- This program focused on installing signage at ru- jects addressing urban environments and sustain- ral intersections to alert drivers as to whether or ability (WTI 2011).

22 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES There are eight research groups within WTI: 2011, two DSRC units were installed along I-90 Safety & Operations, Winter Maintenance & Ef- at Schodack commercial vehicle integrated fects, Road Ecology, Infrastructure Maintenance screening site (IntellidriveUSA 2010a). & Materials, Systems Engineering Development COMMERCIAL VEHICLE INFRASTRUCTURE & Integration, Mobility & Public Transportation, Logistics & Freight Management, and Transpor- INTEGRATION (CVII) tation Planning & Economics. In its work, WTI The Commercial Vehicle Infrastructure Integra- often partners with MSU faculty, other universi- tion (CVII) program was created to demonstrate ties, transportation agencies, and private sector connected vehicle applications for commercial partners. Besides its research labs on MSU’s vehicles in the New York City region. The CVII campus, WTI has other offices in Alberta, Wash- program developed, tested, and demonstrated ington, and Montana. commercial vehicle based data communication All of the connected vehicle projects that were with 5.9 GHz DSRC roadside and on-board documented in Montana were connected to WTI, equipment and software. Test corridors include either as the sole research institution for the pro- 13 miles along the I-87 Spring Valley Corridor ject or as a research partner. These projects have and 42 miles along the I-495 Long Island Ex- generally been scoped as rural projects, or have pressway. The project received $1.5 million in obvious applications for rural areas. The national funding from the I-95 Corridor Coalition for 2007 connected vehicle (formerly VII or IntelliDrive) and 2008 with an additional $400,000 available initiative, mobile ad hoc networks, dissemination for 2009 and 2010 (I-95 Corridor Coalition of traveler information, ant colony optimization 2013). The team doing the work was led by Vol- (an artificial intelligence algorithm that mimics vo Technology of America, and partners include the behavior of ants searching for food, used in Kapsch, Booz Allen, Cambridge Systematics, this case for selecting the optimal placement of Southwest Research Institute, and Fitzgerald & communications infrastructure), and animal- Halliday. Phase 1 of the program began in May vehicle crashes (mitigation and road kill docu- 2009 and finished in May 2011. The final report mentation) were among the topics covered in for Phase 1 was submitted in December 2011. WTI projects (WTI 2011). Phase 2 would include testing heavy-duty to light-duty vehicle driver safety warnings and NEW YORK grade crossing driver warnings. A Phase 3 was also proposed and would focus on real time rout- NEW YORK WORLD CONGRESS VII TEST BED ing with driver warnings (I-95 Corridor Coalition The New York World Congress VII Test Bed was 2013). There is no indication that there has been created for the 2008 World Congress in New further activity on this project since the end of York City. There were 23 5.9 GHz locations 2011. placed along I-495. Eight of these are integrated TENNESSEE with traffic signals. The connected vehicle applications that were used during the 2008 World OAK RIDGE NATIONAL LABORATORY Congress included travel time information, DMS (ORNL) ACTIVITIES messages, emissions calculations, intersection safety, transit priority, multimodal information, Oak Ridge National Laboratory (ORNL) in Ten- connected vehicle probe data, work zone safety nessee is involved in transportation-related activi- warning, warning sign enhancement, curve warn- ties largely through the National Transportation ing, commercial vehicle routing information, and Research Center (NTRC), which is staffed by vehicle restrictions. On top of the DSRC roadside both ORNL and University of Tennessee re- units that were already in place, an additional 13 searchers. NTRC studies a wide array of transpor- DSRC units were deployed along NYS Thruway tation system concerns, including fuels and emis- I-87; installation occurred in 2011. By April sions, geographic information systems, heavy-

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 23 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES vehicle safety, electronics, logistics, materials, through intersections (Unnikrishnan 2009). By structures, and systems analysis. NTRC also is using V2I communications capabilities, vehicles home to the National Transportation Research can request time slots for using intersections. By Center, Inc. (NTRCI), a nonprofit organization using this reservation system, automated vehicles that houses a federally funded UTC and the can use the intersection without colliding with Heavy Vehicle Research Center. In addition to each other. The research involved simulation as the two partners involved in NTRC, NTRCI also well as the use of actual robots and ultimately a includes Battelle Memorial Labs and the econom- full size vehicle. An image of the simulator inter- ic development wing of Knox County as partners. face can be seen in Figure 8. The project has led Given its connections with both NTRC and to numerous publications in the form of workshop NTRCI, ORNL has a particular interest in con- papers, technical reports, and journal articles nected vehicle technologies for heavy trucks (AIM 2013). (commercial vehicles). The NTRCI UTC funds VIRGINIA primarily truck-related research projects at a level of about $750,000 per year, and it has an interest VIRGINIA CONNECTED TEST BED in connected vehicle technology as an approach In early June 2013, the Virginia Connected Test for enhancing truck safety. Connected vehicles, Bed was officially launched. The test bed is oper- however, are not the sole, or even primary, focus ated a public-private partnership, the Connected of research within this UTC. Given its rural sur- Vehicle-Infrastructure University Transportation roundings (not counting Knoxville proper), Center, which is led by the Virginia Tech Trans- ORNL is also concerned with rural transportation portation Institute (VTTI). issues, including concerns about difficulties in rural DSRC deployment. Thus, it has looked at The project has a $14 million budget, which is cellular technology for traffic probe data collec- funded through a four-year, $6 million federal tion as an alternative DSRC or other system de- grant by the U.S. Department of Transportation; a pendent on roadside infrastructure (Knee et al. $4 million cost share from the Virginia Depart- 2003). ment of Transportation, and $2 million from VTTI, with additional funding coming from the While DSRC may not be the focus of ORNL’s other partners. connected vehicle work, ORNL researchers associated with the NTRC have obtained and tested a The test bed involves a total of more than 50 number of Technocom DSRC units on heavy RSEs, including 43 connected intersections, in trucks. This activity has resulted in some basic Merrifield, Virginia, along Interstate 66 and state familiarity with how DSRC works and in a small Highways 29 and 50. The test fleet is composed number of applications field tested. of 12 vehicles, including six cars, four motorcycles, a bus, and a semi-truck. These vehicles col- TEXAS lect information such as acceleration, braking, curve handling, and emissions (CVI-UTC 2013). AUTONOMOUS INTERSECTION MANAGEMENT VIRGINIA TECH TRANSPORTATION INSTITUTE One project in Texas that is related to connected and automated vehicles is titled Autonomous In- ACTIVITIES tersection Management. The project, which is The Virginia Tech Transportation Institute conducted in the AI Laboratory, which is part of (VTTI) is a research organization whose primary the Department of Computer Sciences at the Uni- goal is to develop the tools and technologies to versity of Texas at Austin, investigates how inter- solve transportation safety and mobility issues. section control mechanisms can use autonomous VTTI includes several different centers within its vehicles in order to improve both safety and effi- realm, and each has a specific focus within the ciency. The research uses the concept of “space- transportation sector. As lessons on best practices time reservation” to direct autonomous vehicles in VII and VII-related areas, two of these centers

24 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES are relevant:  Differential GPS system Virginia Smart Road  Road access and surveillance  Signalized intersection: A reconfigurable inter- The Virginia Smart Road is a full-scale closed section that consists of two high-speed and two test-bed research facility that is managed by low-speed approaches. It is also equipped with VTTI but owned and maintained by Virginia De- customized controllers, vehicle presence sen- partment of Transportation (VDOT). The Smart sors, and wireless communications. Road is a 2.2 mile two-lane road that will eventually be made part of the public transportation sys- In addition to the services listed above, the Smart tem surrounding Blacksburg, Virginia (VTTI Road features four hundred electronic sensors 2011a). The Smart Road offers many different buried in the pavement that can determine the simulations and services for interested parties to weight and speed of vehicles, as well as the stress test their equipment. Examples of these services on the pavement. The road is equipped with an include (VTTI 2011a): advanced communication system including a wireless local area network (LAN) that works  Weather-making capabilities: Researchers can with a fiber optic backbone. The network inter- make rain, snow, wind, and ice faces with several on-site data acquisition sys-  Variable lighting test-bed: Can reproduce 95 tems and road feature controls, and also has the percent of all lighting situations a driver may ability to transfer data between the vehicle, re- encounter on U.S. roads search building, and infrastructure within the road  Pavement markings (VTTI 2011a). The Smart Road has many appli-  On-site data acquisition system cations for companies and organizations interest-  Road weather information systems ed in testing and evaluating various items.

Figure 8: Image of Custom Simulator for Autonomous Intersection Management Project Source: Unnikrishnan 2009 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 25 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES Center for Vehicle-Infrastructure Safety and the include Human Factors Evaluation of Level 2 and Center for Advanced Automotive Research Level 3 Automated Driving Concepts, Evaluation The focus of the Center for Vehicle-Infrastructure of Heavy Vehicle Collision Warning Interfaces, Safety at VTTI was cooperative safety systems, and Field Study of Heavy-Vehicle Collision intersection collision avoidance, roadway delinea- Avoidance Systems (VTTI 2013). tion, and roadway and vehicle lighting (VTTI UNIVERSITY OF VIRGINIA CENTER FOR 2011b). Two different research groups, the Coop- TRANSPORTATION STUDIES ACTIVITIES erative Safety Systems (CSS) group and the Lighting and Infrastructure Technology (LIT) The University of Virginia is also actively in- group, helped the center achieve its goal of volved in researching connected vehicle technol- providing solutions to real-world issues. The CSS ogies through their Center for Transportation group focused on algorithms, warning methods, Studies. Among the research are several connect- and driver behavior associated with cooperative ed vehicle projects. safety systems at traffic signal and stop- One project that concluded in 2007 was Real- controlled intersections (VTTI 2011b). The LIT Time Accident Management across Multiple group investigated how different lighting tech- Agencies Using Ad-Hoc Wireless Networks. The niques and applications affect driver safety. It al- project proposes a system of ad-hoc wireless net- so studied road-user safety in adverse weather works which will create real-time accident infor- conditions. Work included the CICAS for Viola- mation sharing between the vehicles involved in tions (CICAS-V) program, which aimed to reduce an accident, rescue squads, a crash evaluation and prevent vehicle crashes at intersections by system, the Virginia Department of Transporta- providing warnings to violating drivers (VTTI tion, hospitals, police, and other parties. The sys- 2011b). This work has resulted in a number of tem is initiated when a vehicle crashes, automati- papers related to intersection violation warning cally triggering the emission of accelerometer systems and intersection decision support systems data wirelessly to the remote vehicle crash model (Neale et al. 2006 and Neale et al. 2007). facility. There, vehicle models interpret the data In recent years, connected vehicle research has and determine the severity of the accident and been conducted by the Connected Vehicle Sys- likely injuries, sending the data to VDOT, rescue tems group within the Center for Advanced Au- squads, and hospitals, which then use the infor- tomotive Research at VTTI. In addition to mation to determine an appropriate response. This CICAS-V work, the center has completed work information can be used not only to improve re- relating to speed limit and curve warning adviso- sponse time for first responders, but can also be ries as well as connected vehicle interface reused by VDOT to manage traffic (through varia- quirements. Ongoing work includes support for ble message signs, signal timing, reversible lanes, the USDOT Safety Pilot Model Deployment and etc.), reducing congestion and further improving Driver Clinics, human factors research for con- accident response time (Kripalani and Scherer nected vehicle applications, and research into 2007). connected motorcycle crash warning interfaces Another project conducted by the Center for and system performance (VTTI 2013). Transportation Studies that was completed in Automated Vehicle Systems 2009 was the Research Foundation to Support Cooperative Infrastructure/Vehicle Surface VTTI’s Automated Vehicle Systems (AVS) initi- Transportation Control/Management. This pro- ative involves research related to automation in ject’s key objectives were to develop an integrat- both light-duty and heavy-duty vehicles. Com- ed modeling environment that allows existing pleted projects include Human Performance component models to emulate a cooperative in- Evaluation of Light Vehicle Brake Assist Systems frastructure/vehicle control/management system, and Assessment of a Drowsy Driver Warning Sys- create and explore cooperative control strategies, tem for Heavy Vehicle Drivers. Current projects

26 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES and evaluate tradeoffs relating to transportation Systems: Preparing to Develop a Standards system performance measures (Smith 2009). Compliance and Interoperability Certification A recently finished project, Advanced Freeway Program for Cooperative Transportation Systems Merge Assistance: Harnessing the Potential of Hardware and Software, IntelliDrive Traffic Sig- IntelliDrive, attempted to develop a connected nal Control Algorithms, Investigation of Pave- vehicle simulation environment that is capable of ment Maintenance Support Applications of Intel- replicating vehicular movements, incorporating liDrive, and Investigating the Potential Benefits wireless communications (Wireless Access in of Broadcasted Signal Phase and Timing Data Vehicular Environments (WAVE)/DSRC stand- under IntelliDrive (Center for Transportation ards) and simulate message sets (Society of Au- Studies 2013). tomotive Engineers (SAE) J2735 standard) CANADA (Smith and Park 2011). Additional simulations could be conducted in further research. Success in ITS FOR RAPID BUS SERVICE simulation testing could result in prototype test- While the majority of connected vehicle work in ing on a closed course. Course testing would be North America has been done in the United used to identify technical questions, assess human States, Canada is also working on its own re- factors, and support technology transfer (FHWA search. The Intelligent Transportation Systems in 2011). The study began in October 2009 and end- 98 B-Line Rapid Bus Service: Advanced Technol- ed in June 2012. The project was funded by the ogy at Work project improves bus efficiency. The FHWA EAR program with a budget of $500,000 98 B-Line is 16 kilometers long with as many as (Ferlis 2012). 24 buses in operation at the same time. Busses Several projects at the University of Virginia stop every 5 to 6 minutes in peak periods and have been part of the Cooperative Transportation every 15 minutes in the evening. Among the Systems Pooled Fund Study. The study was creat- measures taken to increase transit efficiency, traf- ed by a group of transportation agencies. Besides fic signals have been installed that give priority to Virginia DOT, the participating agencies are B-Line buses when they are behind schedule. FHWA, and the departments of transportation in Most of the signalized intersections (87 percent) California, Florida, Michigan, New York, Texas, along the 98 B-Line can give priority to buses by and Washington. Virginia DOT is the lead agen- minimizing the need to stop or the duration of red cy, with the University of Virginia Center for signals. An on-board computer sends a signal us- Transportation Studies serving as technical leading bus-mounted transponders to request priority ership provider (Center for Transportation Studies from roadside traffic signal controllers (Kitasaka 2013). The current pooled study projects include 2011). Multi-Modal Intelligent Traffic Signal System: The ITS system for the buses uses automatic ve- Development of Concept of Operations, System hicle location and schedule adherence monitoring Requirements, System Design and a Test Plan, which is enabled by a differential global position- Traffic Management Centers in a Connected Ve- ing system and the on-board computer that has hicle Environment, and 5.9 GHz Dedicated Short schedule information and can process GPS data. Range Communication Vehicle Based Road and Bus operators can view their real-time schedule Weather Condition Application. Previously com- adherence on a mobile data terminal. The termi- pleted projects under the Cooperative Transporta- nal also supports two-way messaging between tion Systems Pooled Fund Study include After- buses and the control center. The system allows market On-Board Equipment for Cooperative transit controllers to identify and respond to traf- Transportation Systems: Enabling Accelerated fic conditions and operational needs by com- Installation of Aftermarket On-Board Equipment municating with drivers. for Cooperative Transportation Systems, Certifi- cation Program for Cooperative Transportation Real-time information on bus arrivals is displayed on buses and at stations through dynamic mes-

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 27 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES sage signs and speakers that announce the station tions. The goal of the project was to estimate being approached. The station information is de- commercial border crossing times by gathering termined using information from the GPS unit. data from trucks at five border crossing locations Dynamic message signs installed at stations, such along the Ontario border. Monitoring began in as the one shown in Figure 9, display arrival 2006 and continued through 2010. times for the next B-Line buses approaching the At the Ontario border crossings, Bluetooth read- station, based on real-time vehicle positions and ers were deployed. These readers could read and speeds. Such applications are becoming common record digital signals from a distance of a ten me- for bus systems. For instance in Ireland, Dublin’s ters. The data that they acquired was then sent Automatic Vehicle Location System and in Michi- over the Internet. The readers can get signal in- gan, the University of Michigan’s Magic Bus formation from all Bluetooth-enabled cell phones, provide real-time bus location data and estimated hands-free headsets, and car in-dash units, which arrival times to passengers (NTA 2011 and Uni- continuously emit a signal when turned on. This versity of Michigan 2011). means that every Bluetooth device that passed a COMMERCIAL VEHICLE BORDER WAIT TIME reader created a data entry with a time stamp and PROJECT unique identifier specific to that device. The series of deployed Bluetooth readers were be used Transport Canada invested in a smarter border by to measure queue and crossing times for border conducting a major border wait time project in traffic (Sabean and Jones 2008). Ontario called the Commercial Vehicle Border Wait Time Project. The project was a collabora- By the end of the project, nearly 650,000 obser- tion of Transport Canada and trucking associa- vations had been collected from GPS data logs

Figure 9: Real-time Passenger Information Display at Bus Terminals Source: Kitasaka 2011

28 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES and Bluetooth devices – more than 330,000 of vehicles crossing through the Detroit-Windsor these records were from commercial vehicles at Tunnel (Shallow 2011). These observations can Ontario’s four major border crossings, and more be used to improve traffic management and bor- than 310,000 observations came from passenger der efficiency (Shallow 2008).

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 29 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES III. CONNECTED VEHICLE EFFORTS IN ASIA AND OCEANIA In Asia and Oceania, the majority of connected Figure 10 shows the geographical distribution of vehicle research and infrastructure deployment is projects throughout Asia and Oceania. conducted in Japan. A significant portion of the work has been done at the national level. Once JAPAN nationally funded infrastructure has been de- HISTORY OF ITS IN JAPAN ployed, industry partners have tested and released technologies that can interact with the infrastruc- Japan has a long history of ITS and connected ture. Companies that have gained experience in vehicle technology. Early research and develop- connected vehicle technologies (mostly in Japan, ment on Japanese ITS systems included work on but also in Taiwan and Australia) have applied the Comprehensive Automobile Traffic Control their knowledge to aiding research and deploy- System (CACS) which began in 1973, the Road ment efforts in other countries as well. Automobile Communication System (RACS) which began in 1984, the Advanced Mobile Traf-

Figure 10: Connected Vehicle Projects in Asia and Oceania Source: CAR 2013

30 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES fic Information and Communication System toll transponders are in use in Japan (up from 24 (AMTICS) which began in 1989, and the Ad- million in 2008) and there are around 5.6 million vanced Safety Vehicle (ASV) which began in toll transactions per day. Japan uses one standard 1991 (MLIT 2007). electronic toll system for the whole country so Vehicle Information and Communication System one transponder and payment card can be used on (VICS) any toll network in the country (Ogata 2008). In addition, almost all Japanese highways are toll These projects led to the development of the Ve- roads, making this system rather ubiquitous (Fu- hicle Information and Communication System kushima 2011a). (VICS). Three government agencies (Ministry of Construction, National Police Agency, and the Japan’s ITS Plan former Ministry of Post and Telecommunica- In January of 2006, the IT Strategic Headquarters tions) began collaborating on VICS in 1990, and developed a document entitled the New IT Reform in 1991, began working with industry. In 1996, Strategy, which outlines the overall IT plan. This VICS service began. VICS delivers traffic and plan discusses collaboration between the public travel information such as traffic congestion data, and private sectors to “realize advanced ITS that data on availability of service and parking areas, can integrate pedestrians, roads, and vehicles and and information on road construction and traffic lead Japan into the world’s safest road traffic so- collisions to drivers. It can be transmitted using: ciety.” The goals of this plan are to reduce traffic infrared, microwaves (on industrial, scientific and fatalities and serious injuries by deploying Driv- medical (ISM) radio band, 2.4 GHz), or FM. ing Safety Support Systems (DSSS) and to reduce VICS can be displayed as simple text data, simple the time between when an accident occurs and diagrams, or maps on navigation units (VICS when the person is admitted to a medical facility. 2011). ITS SPOT SERVICE ITS Japan In March 2011, Japan began a nationwide ITS The Vehicle, Road and Traffic Intelligence Socie- Spot Service. ITS Spots are roadside units that ty (VERTIS) was formed in 1994 and brought can transmit and receive messages. So far 1,670 together government entities, university experts, Spot units have been installed across the country, industry, and associations. In 1996, the overall and more than 50,000 OBUs have been sold (Su- framework for ITS in Japan was created. VERTIS zuki 2013). These Spots can be used to inform became ITS Japan in 2001 and also in that year, drivers of road obstacles, weather events, or other the IT Strategic Headquarters was formed as part hazardous conditions. Figure 11 depicts the Spot of the government of Japan’s Cabinet (Cabinet Service infrastructure unit (1) and in-vehicle unit Secretariat 2011). The purpose of this headquar- (2). ters is to help Japan keep pace with the telecom- The three basic services provided by ITS Spots munication technology and to promote advanced include dynamic route guidance, safety driving information and telecommunications networks. support (warnings), and electronic toll collection. Electronic Tolling The Spots also collect probe vehicle data, and by Electronic toll collection (ETC) service in Japan early 2013, nearly three million vehicle kilome- began in 2001. The toll service uses a 5.8 GHz ters traveled worth of probe data was being col- antenna to manage transactions. As of 2011, 90 lected per month (Suzuki 2013). percent of all toll transactions were conducted In one case where this technology has been de- using ETC. On board equipment originally cost ployed near a curve on a major expressway run- around US$400 when the service began, but as of ning through Tokyo, accidents have been reduced 2008, the cost was around US$150. Some models by 60 percent. Another example of the usefulness of Japanese cars come with the on-board unit of Spot Service occurred after the earthquake that (OBU) for ETC already installed. Over 40 million hit Japan in March 2011. Using data from the

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 31 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES Spot Service, ITS Japan was able to obtain infor- Within the National Police Agency of Japan, the mation on which roads were closed, which was Universal Traffic Management Society of Japan then used to assist in rescue operations. Warning (UTMS) is working on the DSSS project. The information was also broadcast from ITS Spots project has allowed automakers, including Honda, immediately following the earthquake (Japan Toyota, Nissan, Mitsubishi, and Mazda, to use 2012). public roadways to test inter-vehicle and road-to- vehicle communications. As part of deployment, DRIVING SAFETY SUPPORT SYSTEMS (DSSS), the National Police Agency of Japan planned to ADVANCED SAFETY VEHICLE (ASV), AND install RSUs at around 1,000 dangerous intersec- SMARTWAY tions across Japan but in mid-2009, a regime The DSSS system is a typical connected vehicle change led to police infrastructure budget cuts, system in which vehicles obtain information from shelving many of the RSU plans. Some intersec- roadside units (RSUs), other vehicles, or pedes- tions in Tokyo and Kanagawa were still ap- trians, and those devices can also pass infor- proved, however, and automotive manufacturers mation back to the vehicle enabling a driver to have been lobbying to get funding for RSUs back respond to traffic conditions. The V2I system is (Fukushima 2011a). based on the same IR light beacon RSUs used for Honda began its DSSS testing with two vehicles, VICS (European Commission 2009 and Fuku- a Forza scooter and an Odyssey, to verify inter- shima 2011a). vehicle and road-to-vehicle communication func-

Figure 11: ITS Spot Service in Japan Source: Japan 2012

32 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES tions (ASV-4), DSSS functions, and to collect with the participation of 2,000 people (Nissan and present data to contribute to evaluating sys- 2009). Mazda was also a demonstration partici- tem effectiveness. Overall, Honda is hoping to pant, showing the Mazda MPV and Mazda prevent rear-end collisions, collisions involving a Atenza and had been involved in validation trials vehicle turning into oncoming traffic, and colli- for ITS technologies on public roads since 2006 sions from vehicles passing each other. After (Mazda 2009). Other ITS-Safety 2010 demonstra- completing these initial tests, Honda participated tion participants included Mitsubishi, NEC Cor- in joint government and private-sector large scale poration, Panasonic, Yamaha, Kawasaki, and Su- verification testing from March 24 to March 28, zuki (Nippon News 2009). 2008 in Utsunomiya City, Tochigi Prefecture, The Smartway 2007 project was designed to cre- Japan (Honda 2008). More recently, Honda ate a road system that could exchange infor- demonstrated its DSSS and ASV equipped vehi- mation among cars, drivers, pedestrians, and us- cles, including an Odyssey minivan, Forza mo- ers using DSRC (Harris 2010). It was originally a torcycle, and IT Mopal 4 electric cart. These field test of various road warning applications, demonstrations occurred while Honda participat- such as merge assist, curve warning, congestion ed in ITS-Safety 2010, a large-scale verification warning, and weather information. In the original testing project for DSSS, ASV, and Smartway. test, sensors were placed in vehicles which re- ITS-Safety 2010 ran from December 2008 to ceived input from the applications on the road. In March 2009 and had the goal of achieving practi- 2008, there were additional field tests, with the cal application of vehicle-infrastructure coopera- intent of leaving the infrastructure in place as was tive systems by March 2011 (Toyota 2009). the case with the 2007 test. In 2009, these test Toyota has also participated in DSSS tests on beds were expanded and made available to the public roads. It used 100 vehicles equipped with public (IntelliDriveUSA 2010b). By 2010, around drive recorders to determine whether communica- 1,600 ITS Spot units were installed with most lo- tion devices on traffic signals and stop signs af- cated on expressways. For instance, on the Tokyo fect traffic accident rates at high-risk intersec- Metropolitan Expressway, 32 Spot units were in- tions. To test this, Toyota used infrared beacons stalled in 2009 and another 166 units were in- placed at five intersections that communicate stalled in 2010. The plan is to install a unit every with on-board navigation display systems in the 10 to 15 kilometers, and every four kilometers on participating vehicles. These tests began in De- urban expressways (Harris 2010). As of Novem- cember of 2006 were completed in June of 2007 ber 2010, five manufacturers had released sys- (Toyota 2006). Toyota participated in additional tems that interact with ITS Spot units, including tests in early 2009 which were part of the ITS- Toyota, Pioneer, Mitsubishi Electric Co., Pana- Safety 2010 intelligent transport systems testing sonic, and Mitsubishi Heavy Industries (Adams program (Toyota 2009). They involved 200 par- 2010). Since then, several other automakers (e.g., ticipants, half of which were Toyota employees, Audi, Citroen, Mazda, Mercedes-Benz, and half of which were members selected from Mitsubishi Motors, Nissan, Peugeot, Suzuki, and the general public. Toyota demonstrated ITS Volkswagen) and navigation system manufactur- technologies that it developed at a public event ers (e.g., Alpine and Clarion) have released sys- hosted by the Universal Traffic Management So- tems (Suzuki 2013). ciety of Japan in April of 2009. Though the three systems tested at the ITS-Safety In January of 2009, Nissan announced that it 2010 Industry-Wide Tests were all connected ve- would participate in the ITS-Safety 2010 tests. hicle systems, they are uniquely different. DSSS Nissan’s advanced vehicle-to-infrastructure uses V2I communications with vehicle sensors communications system was among the items to and optical beacons sending information from be tested at the event. The system had been un- infrastructure to drivers, warning them of poten- dergoing testing within the company since 2006 tially dangerous situations. Features of DSSS in-

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 33 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES clude alerts for traffic signals and stop signs; rear- Panasonic, NTT Docomo, and Clarion worked end, crossing, and turning collision avoidance; with various units of the Japanese government on and information on other vehicles turning and this project. Testing occurred from 2006 through changing lanes. The ASV system uses both 5.8 2009 and public service for intersection collision GHz DSRC and 700 MHz communications for avoidance was made available in July 2011 (Fu- V2V communications to warn drivers of potential kushima 2011b). A similar Nissan effort is un- collisions with other drivers (Fukushima 2011a). derway called Carwings, which connects mobile Features of ASV include rear-end, crossing, and phones and navigation systems to promote fuel- turning collision avoidance and information on efficient driving and ease congestion. Like the nearby emergency vehicles. Smartway uses 5.8 SKY project, Carwings obtains information from GHz DSRC V2I communication to gather infor- other users to plot energy efficient driving routes mation about congestion or road obstacles and (Nissan 2011a). relays that information to other vehicles, helping CARWINGS PROJECT them avoid congested areas. Smartway features include information on obstacles and conditions In 2008, Japan gave the annual Energy Conserva- ahead, merge assist, and location information via tion Prize to Nissan’s Carwings, an on-board electronic signs (Nissan 2009). Figures 12, 13, computer navigation system. On top of simply and 14 diagrammatically display the function of navigating, the system tracks fuel efficiency and DSS, Smartway, and ASV respectively. provides suggestions on how to improve fuel efficiency. The service was also provided in the START ITS FROM KANAGAWA, YOKOHAMA United States for owners of the Nissan Leaf. In (SKY) PROJECT the United States, the system tracks energy usage The Start ITS from Kanagawa, Yokohama (SKY) information and displays daily, monthly, and an- project was another Japanese initiative. Project nual reports, which include distances traveled and goals were to ease traffic congestion and reduce energy consumption (Yoney 2010). Besides just accidents. The project began in October 2004 in tracking information, however, Carwings sends Yokohama, Japan and focused on collecting real and receives data though a built-in general packet world vehicle data from other users. Nissan, radio service (GPRS) radio. Using information

Figure 12: Components of the Driving Safety Support Systems Source: Nissan 2009

34 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES received through the communications device, it Recent tests in 2013 have used platoons at the tracks the driver’s efficiency ranking compared to same speed, but with a following distance of only other Leaf drivers globally and regionally (Austin 4 meters between vehicles. Shorter following dis- 2011). The U.S. version of Carwings does not yet tance reduces air resistance and improves fuel have the same ability to leverage a readily availa- economy of the vehicles. NEDO is working to ble nationwide database of real-time traffic condi- produce a practical version of the system by tions as it has in Japan. This database is operated 2020. Similar platooning tests have been run in by the Japanese Transportation Ministry and the Europe under the KONVOI and SARTRE pro- police, and an equivalent does not exist currently jects. in the United States. CHINA UNMANNED VEHICLE TECHNOLOGY TESTING STAR WINGS PROJECT The New Energy and Industrial Technology De- velopment Organization (NEDO) in Japan is test- Beijing Transportation Information Center and ing platoons of trucks that use radar, LiDAR (a Nissan developed Star Wings, a navigation sys- laser-based ranging system), cameras, and tem that is designed to reduce congestion and de- 5.8GHz wireless communications to remain in crease travel times. Using probe data collected formation (Kariatsumari 2013). The lead vehicle from 10,000 taxis, the system aggregates real- is driven by a professional driver, but the follow- time traffic information that is then transmitted to ing vehicles can be unmanned. Project partners in vehicles to plan the fastest route and avoid con- the project include Mitsubishi Electric, NEC, Oki gested areas (DueMotori 2007). Research sug- Electric Industry, Denso, Hino Motors, the Uni- gests it can reduce travel time by 16 to 20 percent versity of Tokyo, and Nihon University (Owano (Nissan 2008). Star Wings service first became 2013). available in Beijing in 2008, just months before the Olympic Games were held. The project began in 2008 with a budget of ¥4.4 billion. In September 2010, NEDO ran road tests NEW TRAFFIC INFORMATION SYSTEM MODEL of platoons at 80 kilometers per hour with a fol- PROJECT lowing distance of 15 meters between vehicles. More recently Nissan and the China have part-

Figure 13: Diagram of Smartway System Source: Nissan 2009

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 35 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES nered to pilot a route guidance system through manage traffic congestion. their work on New Traffic Information System CONNECTED TAXI APPLICATIONS Model Project, which was launched in the Wangjing district of Beijing City in January There are several cab-calling applications for 2012. The project involves the use of 12,000 us- mobile devices that are available in Beijing. As of er-equipped portable navigation devices and 600 March 2013, the popular application, “Didi Taxi,” Nissan vehicles equipped with devices to record is in use by more than 600,000 users and 12,000 detailed driving data. This technology is expected drivers, nearly one fifth of Beijing's approximate- to reduce traffic congestion and greenhouse gas ly 66,000 taxis. The application launched just five emissions (Nissan 2011b). months earlier in September 2012 with just 200 test cabs and a few hundred users (Lu 2013). The REAL-TIME INFORMATION application records the user’s current location and In January 2013, INRIX, a global leader in traffic destination, then it sends this information to taxi information and driver services, announced that it drivers who can respond to the request. The ap- would partner with CenNavi, a leading traffic in- plication allows users to bid an extra amount formation provider in China, to deliver improved above the metered fare for the taxi, a feature that real-time and predictive traffic information in 28 can be used during high traffic periods to more cities across China (INRIX 2013). Information quickly secure a taxi. will be made available in vehicles, on AUTOMATED VEHICLE ACTIVITIES smartphones, and through broadcast news reports. The information will also be used in intelligent In 2010 the General Motors Electric Networked- transportation systems where it will be used to Vehicle (EN-V) concept was displayed at the Shanghai Expo (Economist 2010). The vehicle

Figure 14: Diagram of Advanced Safety Vehicle System Source: Nissan 2009

36 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES was jointly designed by General Motors and SOUTH KOREA Shanghai Automotive Industry Corporation (SA- IC). The EN-V is capable being driven normally NATIONAL ITS 21 PLAN or using an automated driving mode, in which the Through its National ITS 21 Plan, South Korea vehicle uses sensors and computing power to di- will invest $3.2 billion in ITS deployment from rect itself to the desired destination. The EN-V 2008 to 2020. The country’s ITS infrastructure can also park itself and be summoned from its was built by establishing four initial ITS Model parking space using a mobile device. Cities, which used adaptive traffic signal control, In April 2011 General Motors agreed to integrate real-time traffic information, public transportation EN-Vs into the Tianjin Eco-City, and in June management, and automated speed violation en- 2012, the company delivered its first vehicle (GM forcement. There are now 29 cities with ITS Media 2012). The Tianjin Eco-City is the first of technologies deployed. When these systems were several cities worldwide where the EN-V will be initially deployed, it was found that average vehi- field-tested. cle speed increased by 20 percent and delay time at major intersections decreased by nearly 40 per- SINGAPORE cent (Ezell 2010). REAL-TIME INFORMATION As of the beginning of 2010, over 9,000 buses In 1998, Singapore installed an electronic conges- and 300 bus stops had been outfitted with operation pricing system. Ten years later, Singapore tion management systems and traffic information launched a parking guidance system. By 2010, data terminals. Public transit systems have now the country had 5,000 probe vehicles to generate instituted an electronic payment system that uses and disseminate real-time traffic information. The cards or a mobile phone application to conduct information generated by the probes is sent to transactions. Installation of these e-pay systems Singapore’s highly sophisticated and integrated on mass transit was completed by the end of backend, the i-Transport System, which uses both 2011. Electronic toll collection is available for half of all highway roads and will continue to ex- historic and real-time traffic data (Ezell 2010). pand to cover 70 percent of highways by the end In addition to probe data, the i-Transport System of 2013 (Ezell 2010). is connected to the Expressway Monitoring Advi- sory System (EMAS), Green Link Determining UBIQUITOUS CITY (U-CITY) System (GLIDE), Parking Guidance System South Korea has embraced the concept of the (PGS) and the TrafficScan (LTA 2013). The col- “Ubiquitous City” (U-City) as part of their na- lected data from these systems is primarily used tional urban development policy. The government for traffic monitoring and incident management finalized the first Comprehensive U-City Plan as well as traffic analysis and planning. Singapore (2009-2013) to outline and support this policy. also makes the real-time data available to indus- The core of the U-City vision is the integration of try. The available data includes webcam images, information and communication technologies textual traffic information (e.g., incidents, traffic with the urban landscape to create a system where speeds, estimated travel times, and construction information is available anywhere and city man- locations), and parking availability in major park- agement is efficient and informed. As part of the ing lots (LTA 2013). U-City vision, transportation systems are con- Throughout Singapore, adaptive computerized nected (Korea Herald 2010). The vision for U- traffic signals have been deployed. In addition, at Transportation in U-Cities includes a traffic in- most bus stops, there are traffic information data formation service, public transportation infor- terminals that show real-time bus status (Ezell mation service, real-time traffic control, U- 2010). parking applications, and traffic information on roads connecting suburbs (Bang 2011).

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 37 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES The first U-City to be completed was Hwaseong- and parallel parking. Dongtan which was finished in September 2008. ARTC offers several state-of-the-art laboratories. The Ministry of Land, Transport and Maritime One in particular is the electro-magnetic compat- Affairs reports that a total of 36 local govern- ibility (EMC) lab. The lab won certification of the ments in existing cities including Seoul, Busan American Association for Laboratory Accredita- and Jeju and new cities including Incheon- tion/Automotive EMC Laboratory Accreditation Songdo and Paju-Woonjeong are developing U- Program and validation from General Motors, City projects (Korea Herald 2010). The largest U- Ford, and Chrysler (CENS 2008). Therefore, the City will be Incheon-Songdo, which currently has Center is able to certify companies’ products for more than 25,000 residents. Construction on the compatibility, and this line of business has been project is scheduled to be completed by 2016 very successful for the Center. ARTC also offers (Arndt 2013). a proving ground which has nine test tracks, in- TAIWAN cluding test hills; a curvy and bumpy “Belgium Road” track constructed with granite blocks; a AUTOMOTIVE RESEARCH AND TESTING coast-down test track; a noise, vibration, and CENTER (ARTC) ACTIVITIES harshness surface test track; a brake performance Taiwan is home to several organizations that are test track; a pass-by noise test track; a general du- advancing vehicle and technology research, most rability test track; a high-speed circuit; and a gen- notably the Automotive Research and Testing eral performance test track (CENS 2008). Center (ARTC), founded in 1990 by the Taiwan- INDUSTRIAL TECHNOLOGY RESEARCH ese Ministry of Economic Affairs with the joint INSTITUTE (ITRI) ACTIVITIES efforts of the Ministry of Transportation and the Communication, Environmental Protection Ad- Another organization that is researching cutting ministration (ARTC 2011a). ARTC is particularly edge connected vehicle technology is the Indus- focused on helping Taiwanese automotive-related trial Technology Research Institute (ITRI) of companies test products so that they can success- Taiwan. ITRI has developed a WAVE/DSRC fully launch them on the market. The center of- Communication Unit (IWCU) which provides fers testing laboratories, test equipment, and a V2V and V2I communication capabilities ena- proving ground and provides a collaborative envi- bling ITS applications. In October 2010, ITRI ronment for the industrial, academic, and research won a bid from CAMP for its IWCU technology communities (ARTC 2011a). to support the Vehicle-to-Vehicle Interoperability project, a connected vehicle project in the U.S. The ARTC has several connected vehicle-related which is part of NHTSA’s Vehicle-to-Vehicle initiatives, primarily revolving around safety. Safety Application Research plan. The Ministry ARTC is researching lane-departure warnings, of Economic Affairs has strongly supported forward collision warnings, parking assist sys- telematics research projects in Taiwan beginning tems, blind spot information systems, and vehicle in 2008, and winning the bid is seen as a result of safety and security systems, among others (ARTC this support (ITRI 2010). 2011b). Both the lane-departure and forward collision warning technologies involve a camera AUSTRALIA mounted behind the rear-view mirror that can de- SECURING 5.9 GHZ BANDWIDTH FOR ITS tect lane markings or the vehicle ahead and alert the driver accordingly (ARTC 2011b). The park- Since 2008, Austroads, an organization composed ing assist system can, in real time, calculate the of six state and two territory road transport and reverse trajectory using a signal from the steering traffic authorities has conducted a series of stud- angle sensor, which displays the image on a mon- ies making the case for securing 5.9 GHz band- itor in the vehicle (ARTC 2011b). This sensor width for ITS applications, developing manage- provides the driver assistance with both backward ment arrangements for applications using the

38 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES spectrum, and identifying pilot applications once data (Cohda 2012). Cohda technology has been the DSRC bandwidth has been secured (Austro- used for connected vehicle testing in six different ads 2009). As of the publication of the 2012 Poli- countries (Australia, Austria, Germany, Italy, cy Framework for Intelligent Transportation Sys- Sweden, and the United States) as part of large tems in Australia, the 5.9 GHz band has yet to be deployments such as Germany’s simTD in Frank- allocated for cooperative vehicle safety and mo- furt, Germany and the Safety Pilot Model De- bility applications, though Australia is expected ployment in Ann Arbor, Michigan (TTT 2009a to allocate the 5.9 GHz band (Australia 2012). and Cohda 2012). In 2009, the Australian Communications Media A large scale, three-month test of Cohda Wireless Authority (ACMA) outlined proposals to secure technology was approved in 2011. The test in- the 5.9 GHz band of the spectrum for ITS (AC- volved V2V and V2I technology and was run by MA 2010). Australia currently has several ser- South Australia‘s Motor Accident Commission, vices allocated to the 5.9 GHz band, including the Department for Transport, Energy, and Infra- fixed satellite services and mobile services to structure; and the University of south Australia‘s support the introduction of ITS technologies. Institute for Telecommunications Research. The initial tests included a fleet of ten vehicles col- INTELLIGENT SPEED ADAPTATION TRIAL lecting data in normal driving conditions with da- In 2009, the New South Wales Centre for Road ta being uploaded via roadside equipment(RSE) Safety conducted an Intelligent Speed Adaptation at the Norwood Traffic Management Center (TTT Trial. Over 100 vehicles were connected to a cen- 2011). tralized computer system which supplied drivers with information about changes to speed zones. INTELLIGENT ACCESS PROGRAM (IAP) These test vehicles provided more than 2 million In 2006, Australia’s national government passed individual speed compliance records. Initial re- legislation providing the legal foundation for the sults from the trial showed that using the technol- Intelligent Access Program (IAP). The IAP pro- ogy decreased the proportion of time drivers vides improved access to the Australian road spent traveling over the speed limit. These find- network for heavy-duty commercial vehicles. The ings were presented at the 2009 Intelligent Speed program uses a combination of satellite tracking Adaptation Conference in Sydney (Wall et al. and wireless communications technology to mon- 2009). itor heavy vehicles on the road network. The program can notify the government agencies if a ve- COHDA WIRELESS ACTIVITIES hicle deviates from approved routes or times. Cohda Wireless is a technology company that Hardware installed for IAP includes an in-vehicle was spun-off from the University of South Aus- unit and a self-declaration input device. The in- tralia in 2004 (Leung 2012) and has developed a vehicle unit automatically monitors and stores signal processing technology that improves information, such as: date, time, vehicle position, transmission quality of the 802.11p radios used in vehicle speed, potential malfunctions, and at- connected vehicles (Stone 2009). The technology tempts at tampering, which it can relay to gov- increases receiver sensitivity, transmission range, ernment agencies. The self-declaration input de- data speed, connection reliability, providing a ro- vice allows the vehicle operator to input infor- bust, low-latency radio connection that could po- mation and explain behavior that may appear to tentially be used for safety applications. Cohda’s be non-compliant to the Department of Planning, technology also allows signals to be bounced Transport and Infrastructure (TCA 2012). around corners, improving data reception, especially in urban environments (Cohda 2012). NEW ZEALAND

The technology has so far been tested in over NATIONAL ITS ARCHITECTURE 17,000 kilometers of on-road trials which have involved the transmission of more than 200GB of The New Zealand Transport Agency produced a

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 39 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES research report in March 2010 that proposed a (McCombs 2012). framework for a national ITS architecture. This In June of 2013, the Ministry of Transportation report reviewed international ITS models and re- began working with the company AraFlow Lim- search in the United States, Canada, Europe, and ited to run a trial involving real-time traffic in- Australia and proposed a framework for develop- formation collection and dissemination along ing an ITS architecture for New Zealand which State Highway 2 between Auckland and Tau- included some connected vehicle technologies ranga. The project will run until April 2014 and such as the use of DSRC and connected vehicles will use Bluetooth traffic sensors to collect anon- as probes for dynamic route guidance (James et ymous data from passing vehicles, including av- al. 2010). erage speeds, journey times, traffic incidents, and At the ITS New Zealand Summit 2012, several congestion. The collected information will be speakers discussed new safety applications in transmitted to drivers of commercial vehicles us- New Zealand. These included the national traffic ing dedicated roadside transmitters and in-cab management system, live traffic information ser- units (Ministry of Transport 2013). vices, and IP-based communications services

40 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES IV. CONNECTED VEHICLE EFFORTS IN EUROPE AND THE MIDDLE EAST

Many of the large connected vehicle research pro- EUROPE-WIDE PROJECTS jects in Europe are at least partially funded by the European Commission, national governments, EUROPEAN ROAD TRANSPORT TELEMATICS and industry partners. These projects are often IMPLEMENTATION CO-ORDINATION characterized by the large consortia involved in ORGANIZATION (ERTICO-ITS EUROPE) conducting the work, which often include repre- The European Road Transport Telematics Im- sentatives from automakers, suppliers, universi- plementation Co-ordination Organization (ERTI- ties, municipalities, and other government agen- CO) is Europe’s premier ITS organization (akin cies. to ITS America in the U.S.). It brings together Figure 15 shows the geographical distribution of several European countries, automotive compa- projects throughout Europe/Middle East. Many nies, suppliers, and other organizations and fos- projects in Europe are spread across several coun- ters research in various ITS-related activities. The tries; for mapping purposes, such projects are as- organization has several activities in the safety, signed to the country of their lead coordinator. security, efficiency, and environment realms. In the safety realm, ERTICO is firmly committed

Figure 15: Connected Vehicle Projects in Europe and the Middle East Source: CAR 2013

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 41 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES to the tremendous effect that ITS-related technol- plify the Europe-wide deployment of connected ogy can have on reducing the number of motor transport services and create an “Internet of vehicle accidents. ERTICO estimates the cost of Mobility” and promote openness, harmoniza- motor vehicle crashes in Europe to be €200 bil- tion, interoperability, and quality. lion per year and thus views crashes as a signifi-  The Cooperative Mobility Pilot on Safety and cant cost to society (Commission of the European Sustainability Services for Deployment (Com- Communities 2006). In the realm of security, pri- pass4D) project (January 2013-December 2015) ority areas include border control, the fight focuses on improving safety, energy efficiency, against terrorism, and civilian emergency and and congestion. The project includes the cities critical infrastructure protection. In addition Eu- of Bordeaux, Copenhagen, Helmond, Newcas- rope is certainly not immune to the issue of con- tle, Thessaloniki, Verona and Vigo. The project gestion and all the problems it causes. As a result will work to deploy required infrastructure in of these numerous issues, ERTICO is involved in addition to developing business models, cost- several different types of ITS-related initiatives. benefit analysis, and exploitation plans. ERTICO’s website provides a full listing of these initiatives (ERTICO 2012). ERTICO divides its COOPERATIVE ITS CORRIDOR (ROTTERDAM - projects between the topics of cooperative mobili- FRANKFURT/MAIN - VIENNA) ty, eco-mobility, safe mobility, and info-mobility. In June 2013, the ministries of transport from the Current and recently completed cooperative mo- Netherlands, Germany, and Austria signed a bility projects include: memorandum of understanding to equip a corridor from Rotterdam through Frankfurt-Main to  Sustainability and Efficiency of City Logistics Vienna with RSUs required to provide coopera- (CITYLOG) (January 2010-December 2012), tive services to vehicles traveling the route. The which was focused on increasing the efficiency services will offered beginning in 2015 and will of deliveries using adaptive and integrated mis- include road warnings and probe vehicle data. sion management and innovative vehicle solu- The equipment deployed will utilize DSRC (i.e., tions. 802.11p, 5.9 GHz) and cellular networks (e.g., 3G  The Communications for eSafety 2 (COMeSafe- or 4G). The route will be the first deployment of a ty2) project (January 2011-December 2013) in- cooperative intelligent transport system between volves coordinating activities related to the de- multiple countries. The deployment will require ployment of cooperative ITS on European cooperation between the relevant ministries in roads. The focus of these projects includes each country, highway operators, and the vehicle standardization issues; best practices from Eu- manufacturers (BMVBS 2013). ropean, Japanese, and US field operational tests (FOTs); a cooperative multimodal ITS architec- DRIVING IMPLEMENTATION AND ture concept; and needs analysis among others. EVALUATION OF C2X COMMUNICATION  The Instant Mobility project (April 2011-March TECHNOLOGY (DRIVE C2X) 2013) centered on providing Internet access for The PREparation for DRIVing implementation transport and mobility. and Evaluation of C2X communication technolo-  Support Action for a Transport ICT European gy (PRE-DRIVE C2X) project was an FOT that large scale action (SATIE) (September 2011- used European COMeSafety architecture to create August 2014) is intended to serve a consulting a V2X communication system. The project de- role to the European Commission with regards veloped specifications for the system and created to planning large-scale actions. a functional prototype that could be used in future  The Europe-Wide Platform for Connected Mo- FOTs. A major goal of PRE-DRIVE C2X was to bility Services (MOBiNET) service platform develop a simulation model to estimate the bene- (November 2012-June 2016) is an €11 million fits of a cooperative system in terms of safety, project involving 34 partners. Its goal is to sim- efficiency, and environment. This model includes

42 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES the tools and methods needed to perform func- and partners included ten other automakers, eight tional verification and testing of cooperative sys- suppliers, 16 research institutions, and 11 other tems in both the laboratory and on the road. The organizations (EICT 2011 and DRIVE C2X project ran from 2008 to 2010. The budget was 2012). The functions that were tested are related €8.4 million and the project received funding of to traffic flow, traffic management, local danger €5.0 million from the European Commission In- alert, driving assistance, internet access and local formation Society and Media as part of the 7th information services, and test site-specific func- Framework Programme. The project was also tions that were defined independently by each test supported by the European Council for Automo- site (Flament 2011). tive R&D (EUCAR) (PRE-DRIVE C2X 2011). The test sites can be seen in a map in Figure 16. The goal of the follow-up project to PRE-DRIVE Detailed information on individual projects can C2X, DRIVing implementation and Evaluation of be found in the country sections on subsequent C2X communication technology (DRIVE C2X), pages. was to create a Europe-wide testing environment HARMONIZED ECALL EUROPEAN PILOT for C2X technologies. The project was designed to raise public awareness on connected vehicle (HEERO) technologies, inform standardization organiza- The objective of the Harmonized eCall European tions, and initiate new public-private ventures. It Pilot (HeEro) is to prepare the infrastructure nec- was envisioned that these activities would create essary for a European in-vehicle emergency a better environment for the commercialization of communication service that will harmonize the connected vehicles in Europe (DRIVE C2X disparate national services and ensure cross- 2012). border interoperability. The pilot participants will DRIVE C2X, which ran from 2011 to 2013, had then share their experiences and best practices 31 partners and 15 support partners. The final with other countries and help expand the program event was hosted in Gothenvurg, Sweden on June (HeERO 2012). This service uses “112,” the sin- 13-14, 2013 (DRIVE C2X 2013). The total budg- gle European emergency number. et for DRIVE C2X was €18.8 million, with €12.4 In the event of a serious automobile accident, the million coming from the European Commission. system will automatically notify emergency ser- The DRIVE C2X test deployment included seven vices. The system will transmit location infor- test sites in Finland, France, Germany, Italy, mation on the accident, as well as allow voice Netherlands, Spain and Sweden (DRIVE C2X contact between operators and crash victims. 2012). Projects under C2X included: Several countries are working together to develop  Dutch Integrated Testsite Cooperative Mobility this emergency call service. The HeERO consor- (DITCM) (Helmond, Neatherlands) tium consists of nine countries:  Safe and Intelligent Mobility Test Germany  Croatia (simTD) (Frankfurt/Main, Germany)  Czech Republic  System Coopératif Routier Expérimental Fran-  Finland çais (SCORE@F) (Yvelines, France)  Germany  Cooperative Test Site Finland (Coop TS Fin-  Greece land) (Tampere, Finland)  Netherlands  Vehicle and Traffic Safety Center (SAFER) (Gothenburg, Sweden)  Italy  SIStemas COoperativos Galicia (SISCOGA)  Romania (Galicia, Spain)  Sweden  Test Site Italy (Brenner Motorway, Italy) These countries are carrying out the work needed The lead coordinator on the project was Daimler to start up the system that will soon be used across the European Union as well as in the coun-

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 43 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES tries of Iceland, Norway and Switzerland which has been provided by the European Com- (HeERO 2012). mission.The project’s goals will be to prepare and Ideally, the HeERO technology will cost around carry-out pre-deployment pilots as well as en- €100 per vehicle once it is implemented in all courage wider adoption (HeERO 2013). new vehicles. Part of the rationale for standardiz- COOPERATIVE VEHICLE INFRASTRUCTURE ing the technology across all of Europe is to take SYSTEMS (CVIS) advantage of economies of scale and reduce cost. In addition to being used for emergency calls, the The Cooperative Vehicle Infrastructure Systems in-vehicle devices could be used for commercial (CVIS) project was an ERTICO program with 61 uses such as usage-based insurance, electronic partners and was coordinated in Belgium. The tolling, and stolen vehicle tracking (HeERO goals of CVIS were to design, develop, and test 2012). vehicle communication technologies. CVIS used a hybrid of M5, infrared light, 2G/3G, and DSRC The project started in January 2011 and will con- for communication, and Global Navigation Satel- tinue through December 2013. The project’s total lite System (GNSS) for positioning (Eriksen et al budget is €10 million, €5 million of which is be- 2006). It was demonstrated that CVIS could in- ing provided by the European Commission under crease road safety and efficiency while decreas- the Information and Communication Technolo- ing the environmental impact of road transport. gies Policy Support Program (ICT PSP) (HeERO Deliverables from CVIS included a standardized 2012). networking terminal for V2V and V2I communi- The project has been extended to HeERO2, which cations, techniques for improving dynamic maps, will run from 2013 to 2015. The project has an new systems for vehicle and roadside equipment, overall budget of €6.1 million, €3 million of development of cooperative applications, and a

Figure 16: DRIVE C2X Projects throughout Europe Source: DRIVE C2X 2012

44 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES toolkit addressing key non-technical challenges to European Commission DG Information Society deployment. The CVIS activities took place at and Media under the Seventh Framework Pro- seven different test sites, one each in France, gramme. The FOT-NET website contains a pleth- Germany, Netherlands-Belgium, Italy, Sweden, ora of information on FOTs that have occurred or United Kingdom, and Norway. The types of tests are planned in Europe, North America, and Asia that took place at each test location are shown in (FOT-NET 2011). Table 1. Local road authorities and operators, CO-OPERATIVE SYSTEMS FOR SUSTAINABLE system integrators, suppliers, vehicle manufacturers, and service providers participated at each test MOBILITY AND ENERGY EFFICIENCY site (CVIS 2012). The project was launched in (COSMO) February 2006 and was completed in mid-2010. Co-Operative Systems for Sustainable Mobility The project budget was €41 million, with roughly and Energy Efficiency (COSMO) was a 32 month half contributed by the European Union. pilot project which began in November 2010 and FIELD OPERATIONAL TEST NETWORK (FOT- ran through mid-2013. The project’s goal was to demonstrate the benefits of cooperative traffic NET) management applications. Three pilot sites are The aim of the Field Operational Test Network being used for this demonstration: Salerno, Italy; (FOT-Net) project is to gather European and in- Vienna, Austria; and Gothenburg, Sweden. These ternational researchers with FOT experience to- sites are implementing cooperative technologies gether to present results of FOTs and promote the developed in the recent European projects such as Field Operational Test Support Action (FESTA) Co-Operative Systems for Intelligent Road Safety methodology as a common approach for FOTs. (COOPERS), CVIS, and Smart Vehicles on Smart FOTs are large-scale testing programs for the as- Roads (SAFESPOT). Partners included Mizar sessment of the efficiency, quality, robustness Automazione, SWARCO FUTURIT and acceptance of information and communica- Verkehrssignalsysteme GmbH, ASFINAG Ser- tion technologies (e.g. navigation, traffic infor- vice GmbH, Kapsch TrafficCom, Geo Solutions, mation, advanced driver assistance, and coopera- ERTICO–ITS Europe, Societé pour le Devel- tive systems). FOT-Net is jointly funded by the oppement de l'Innovation dans les Transports,

Netherlands- United Application Sub-Project France Germany Italy Sweden Belgium Kingdom Monitoring x x x x Urban

Cooperative Network Management x x Cooperative Area Routing x Cooperative Local Traffic Control x x x Dynamic Bus Lanes x Interurban Enhanced Driver Awareness x x x

Cooperative Traveller's Assistance x x x Freight and Fleet Dangerous Goods x x

Booking and Monitoring of Parking Zones x x x

Vehicle Access Control for Sensitive Zones x x

Table 1: Locus of Testing of the CVIS System Source: CVIS 2012

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 45 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES Università degli Studi di Salerno, Centro Ricer- charging points (smartCEM 2012). che Fiat, Volvo Technology, Lindholmen Science ICT 4 EVEU Park, and Tecnalia-Transporte. The budget for the project was €3.8 million, €1.9 million of which The project Information and Communication comes from the European Commission (COSMO Technologies for Electric Vehicles European Un- 2012). On May 15-16, 2013, COSMO held its ion (ICT 4 EVEU) project uses communications final event where it presented on the results and technologies to: outcomes of the project (ERTICO 2013). COS-  Monitor use status of charging points MO also ran a demonstration in mid-June during  Monitor status of vehicles the final event for the DRIVE C2X project  Remotely reserve charging points (COSMO 2013).  Integrate payment methods for users INFORMATION COMMUNICATIONS  Create a network of charging points TECHNOLOGY (ICT) FOR ELECTRO-MOBILITY While specific technology is not specified on the Four European electro-mobility pilot projects website, it is made clear that the system being were launched together on February 8, 2012. The tested will make use of V2I communication tech- projects each use ICT to enhance driving experi- nology. The pilots will take place at Bristol, Unit- ences for electric vehicle users. ed Kingdom; Pamplona and Vitoria, Spain; and SmartCEM Ljubljana and Maribor, Slovenia (ICT 4 EVU 2012). The Smart Connected Electro Mobility (smartCEM) project is designed to demonstrate MOBI.Europe how ICT solutions can make commuting in elec- Mobility services offered under Integrated and tric vehicles more practical and overcome short- Interoperable ICT Applications for Electro- comings associated with them (smartCEM 2012). Mobility in Europe (MOBI.Europe) include re- SmartCEM services being tested include: mote information on parking availability, remote parking reservations, and enhanced car sharing.  Navigation The pilots will take place in Ireland, the Nether-  Efficient driving lands, Portugal, and Spain and will involve 1,200  Trip management electric vehicles and 1,850 charging points (MO-  Charging station management BI.Europe 2012). The project will use Wi-Fi and  Vehicle sharing managements 3G communications technologies. The Barcelona, Spain pilot is focused on electric MOLECULES motorcycles and scooters. The major mobility application being tested is an advanced open shar- Services being tested under the Mobility based on ing service for vehicles. The pilot involves 45 eLEctric Connected vehicles in Urban and inter- motorcycles and 234 charging locations. The urban smart, cLean, EnvironmentS (MOLE- Gipuzkoa-San Sebastian, Spain pilot tests a hy- CULES) pilot project include: brid bus application and a car sharing application.  Personal trip planning Testing will involve 1one hybrid bus, 30 electric  Electric Vehicle sharing/pooling cars, and 33 charging points. The Newcastle,  Personal recharging advisor United Kingdom pilot will test an eco-driving in-  Personal carbon footprint advisor terface for 44 electric cars which can be charged  Electro-mobility billing support at 1,300 charging points that will be available  Incentives to electro-mobility (though just over 200 charging points currently exist). The Turin, Italy pilot is focused on a shar-  Network strategies ing service for electric delivery vans. The test will The three pilot sites for MOLECULES are Barce- involve ten delivery vans, five minivans, and two lona, Spain; Berlin, Germany; and Grand Paris,

46 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES France. The project began in early 2012 and will tive communications technologies. These include: run through December 2014. The budget for the  Emergency Management project is €4.3 million (MOLECULES 2012).  Safety Incident Management CO-CITIES  Intelligent Congestion Control The Co-Cities project started in January 2011 and  Dynamic Route Planning is scheduled to run until December 2013. It is co-  Special Vehicle Tracking ordinated by AustriaTech and involves 13 other  Advanced Enforcement partners, including Brimatech Services, Fluidtime  Infrastructure Safety Assessment Data Services, Softeco Sismat, Regione Toscana, The tests will involve four pilot communities in MemEx, Telematix Software, the Regional Or- Spain, Portugal, Germany, and Greece. The ganiser of Prague Integrated Transport, TomTom, budget for the project is €13.8 million with €7.8 POLIS, Atos, Asociación Cluster del Transporte million being provided by the European Commis- y la Logistica de Euskadi, PTV Planung sion (FOTsis 2013). Transport Verkehr, and the Reading Borough Council (Co-Cities 2013). PROGRAMME FOR A EUROPEAN TRAFFIC OF HIGHEST EFFICIENCY AND UNPRECEDENTED Pilots will be conducted in the cities of Bilbao, Spain; Florence, Italy; Munich, Germany; Prague, SAFETY (PROMETHEUS) Czech Republic; Reading, United Kingdom; and Europe’s largest automated vehicle project, the Vienna, Austria. Each pilot will offer cooperative PROgraMme for a European Traffic of Highest mobility services (e.g., dynamic navigation, in- Efficiency and Unprecedented Safety (PROME- termodal routing, and real-time traffic advice) and THEUS) ran from 1987 to 1995. The project cost refine the system based off of user feedback. nearly €750 million and involved eleven countries, including United Kingdom, Sweden, Nor- EUROPEAN FIELD OPERATIONAL TEST ON way, the Netherlands, Italy, France, Finland, SAFE, INTELLIGENT AND SUSTAINABLE ROAD Germany, Switzerland, Belgium, Austria (EU- OPERATION (FOTSIS) REKA 2013). The PROMETHEUS program was The European Field Operational Test on Safe, headed by many automakers (including BMW, Intelligent and Sustainable Road Operation Fiat, Ford, Jaguar, MAN, Matra, Peugeot, Por- (FOTsis) is a Europe-wide project that is running sche, Renault, Rolls Royce, Saab, Volkswagen, from April 2011 through September 2014. It has Volvo, Daimler Benz, Opel, Saab Scania, and 24 partners, including Aalto University Founda- Volvo) from across Europe. Other participants tion, ACB Systems, Association Europeenne des were drawn from automotive suppliers, the elec- concessionnaires d'autoroutes et d'ouvrages a tronics industry, universities and research insti- peage, Center for research and technology Hellas, tutes, traffic engineering firms, and public agen- Centro de innovación de infraestructuras inteli- cies. The objectives of the program were to re- gentes, European Union Road Federation, Federa- duce road accidents and to improve traffic effi- tion International de l'automobile, France Tele- ciency. By the end of the project in the mid- com, Geoville, GMV Sistemas, GMVIS Skysoft, 1990s, prototype automated vehicles had been Ilmatieteen Laitos, Indra, Iridium, Marestrada, developed and tested on Parisian highways and Nea Odos, OHL Concesiones, Optimus, Plan- the German Autobahn. The PROMETHEUS pro- estrada, Sice, Terna Energy, Transver, Univer- gram paved the way for subsequent initiatives sidad de Murcia, and Universidad Politécnica de such as Italy’s ARGO project (1996-2000) and Madrid. more recent automated vehicle work (ARGO 2013). The project is a large-scale field test of the road infrastructure management systems needed for CITYMOBIL the operation of several close-to-market coopera- The CityMobil project began in May 2006, and

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 47 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES the final event was held in Brussels in December such as Universal Mobile Telecommunications 2011. The project budget was €40 million, with System (UMTS) and GPRS. €11 million provided by the European Commis- The project was headed up by Daimler and other sion. The project had 29 partner organizations private-sector partners included Audi, BMW, (CityMobil 2013). Bosch, Continental, Deutsche Telekom, Ford, The project emphasized public transit applica- Opel, and Volkswagen. Automaker partners pro- tions of automated vehicles rather than automo- vided equipped vehicles for the testing. For ex- bile or trucking applications. CityMobil included ample, Ford provided 20 S-Max models (TN implementation of advanced transport systems in 2012). Research partners included Fraunhofer- three cities: Heathrow, United Kingdom; Rome, Gesellschaft, German Research Center for Artifi- Italy; and Castellón, Spain. A conference was cial Intelligence, Technical University of Berlin, held in the City of La Rochelle which involved a Munich University of Technology, Saarland Uni- presentations and demonstrations. versity of Applied Sciences, and University of Vehicle systems demonstrated as part of the pro- Würzburg. Public-sector partners included the ject included low-speed, driverless “CyberCars” Federal Ministry of Transport, Building, and Ur- that provide taxi-like services (Rome and La Ro- ban Affairs, the Federal Ministry of Education chelle); vision-guided bus technology (Castellón); and Research, the Federal Ministry of Economics automated personal rapid transit that requires a and Technology, the Hessen State Office for Road and Transport, and the City of Frankfurt dedicated infrastructure (Heathrow Airport); and TD dual mode vehicles (normal vehicles with auto- (sim 2013). mated driving capabilities). The vision for simTD was to create a system that could enhance road safety, improve traffic effi- GERMANY ciency, and integrate value-added services. Ap- SAFE AND INTELLIGENT MOBILITY TEST plications tested under the project included (TN TD 2012): GERMANY (SIM ) As part of Drive C2X, the German state of Hes-  Electronic brake light sen and the city of Frankfurt worked with several  Obstacle warning system automakers, Tier 1 suppliers, and communication  Traffic sign assistance companies on a four-year test involving vehicles  Public traffic management and road side units with wireless communication  In-car internet access capabilities. The project involved the testing of The project field test occurred from July to De- car-to-x communication, which includes V2V and cember 2012. Testing occurred on urban roads V2I communication. and rural highways using 120 test vehicles, which The project, which started in 2008 and was included cars and motorcycles (simTD 2013). The planned to run for four years, is called Safe and test field was located in the Frankfurt-Rhine- Intelligent Mobility Test Germany (simTD). The Main area and included 104 RSUs, 69 of which project had a €53 million budget, €30 million of are linked with traffic lights and another 21 posi- which was paid by the German government (TN tioned at intersections. The testing area included 2012). In addition to the €53 million, the project 96 kilometers of highway, 53 kilometers of rural was further supported with infrastructure invest- road, and 24 kilometers of urban road. An addi- ment from German government agencies and the tional closed testing site was located at Ray Bar- state of Hessen. The technology used in the pro- racks in Friedberg. That site plan for the closed ject is based on the wireless local area network site included three RSUs, one of which was (WLAN) standard 802.11p and 802.11b/g linked to a traffic light (DRIVE C2X 2012). (DRIVE C2X 2012). Other communications In total, the project used 500 test drivers who technologies are also integrated into the system, logged more than 41,000 testing hours over

48 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES 1,650,000 kilometers. The collected test data re- Werke GmbH. and the state of Hessen. The pro- quired more than 30 TB of storage (simTD 2013). ject has a five-year runtime (2008 to 2013), and After processing and analyzing the data, re- total costs of €5.2 million. There is no external searchers concluded that the simTD system can funding; each of the project partners bear their improve knowledge of traffic conditions, lead to own costs. The vehicles used for testing are sup- faster detection of traffic-related events, and im- plied by Adam Opel GmbH, the on-board units prove transportation system safety. are from Continental AG, the roadside communi- In addition, the simTD project results indicate cation points are manufactured by Dambach- that penetration rates of 20 percent have signifi- Werke GmbH, and the HLSV manages the road. cant positive effects on the overall traffic condi- Together this consortium attempted to promote tion. Drivers of equipped vehicles are able to C2X safety and efficiency applications in hopes more quickly adapt their speed, distance, and of bringing them rapidly onto the market. Be- driving behavior to traffic conditions (simTD tween them, the partners have the ability and expertise to conduct connected vehicle field tests 2013). (Hessen 2009). Applications tested under this TD In October 2012, sim team members presented program will provide information and warnings project results at the ITS World Congress in Vi- for drivers as well as allow for traffic manage- enna, Austria. At the event, there was a motorcy- ment. The one-year test period was completed in TD cle equipped with the sim system. Attendees 2011, and was followed by a period of data anal- could experience a virtual ride on the motorcycle, ysis (Opel 2011). which involved a viewing screen which displayed the vehicle route and demonstrated various func- ADAPTIVE AND COOPERATIVE TECHNOLOGIES tions, including intersection and cross traffic as- FOR INTELLIGENT TRAFFIC (AKTIV) sistant, road work information, and emergency The German Adaptive and Cooperative Technol- TD vehicle warnings (sim 2013). ogies for Intelligent Traffic (AKTIV) initiative, The final event for simTD was held on June 20th, backed by a consortium of 29 partners, developed 2013. Team members presented on the system an assistance system under its Cooperative Cars and architecture and gave an overview of project (CoCar) project. The goal of the initiative is to results. The exhibition also included a demonstra- prevent accidents using intelligent traffic man- tion that allowed participants to take a ride in a agement systems and mobile communications vehicle from the test fleet (simTD 2013). As part technologies for connected vehicles. The project of finalizing the project, a German-language fact was funded in part by the Federal Ministry of sheet was uploaded to the simTD website; the Economics and Technology. The Hessen test bed fact sheet can be viewed here. was used to evaluate applications such as traffic modeling and in-vehicle signing (Hessen 2009). DYNAMIC INFORMATION AND APPLICATIONS Among the technologies used in AKTIV were FOR ASSURED MOBILITY WITH ADAPTIVE cameras, radar, and laser sensors (Abuelsamid NETWORKS AND TELEMATICS INFRASTRUC- 2010). The AKTIV Communication Unit, devel- TURE (DIAMANT) oped as part of the project, complies with the IEEE 802.11p wireless standard for 5.9 GHz. The Also in Hessen, the Hessian State Office of Road device is also available for WLAN standards and Traffic Affairs (HLSV) conducted Dyna- IEEE 802.11a-g for 5.8 and 2.4 GHz (AKTIV mische Informationen und Anwendungen zur 2011). AKTIV also used cellular mobile com- Mobilitätssicherung mit Adaptiven Netzwerken munication technologies, including Universal und Telematikanwendungen or Dynamic Infor- Mobile Telecommunications System (UMTS), mation and Applications for assured Mobility High-Speed Packet Access (HSPA), and 3GPP with Adaptive Networks and Telematics infra- Long Term Evolution (LTE), for communications structure (DIAMANT). Project partners included tests (ETH 2009).The four-year project was com- Adam Opel GmbH, Continental AG, Dambach-

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 49 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES pleted in 2010 (AKTIV 2013). Transport (HAVEit) project concentrated on partially automated vehicles explored how drivers WIRELESS WOLFSBURG interact with vehicles with different levels of au- The Wireless Wolfsburg project was a concept tomation. The project ran from February 2008 to that would provide internet connectivity to vehi- June 2011. The final event was held at the Volvo cles in the city. The network went live in 2008. test track in Sweden. It had a total budget of At that time, the concept consisted of 66 wireless €27.5 million, €17 million of which was provided access points in part of the city, with each one by the European Commission. The project had 17 costing approximately €2,000. At that point, the partner organizations and was led by the automo- plan was to eventually install 400 access points tive supplier Continental. The primary automaker across the city. In addition, the project was con- partners were Volkswagen and Volvo Technolo- sidering expanding to include other cities. The gy. The technology developed under HAVEit network was created to serve the Volkswagen Re- was validated and demonstrated using six proto- search Group in testing new vehicle information type vehicles (HAVEit 2013). applications and to provide vehicle passengers with access to local information about events, THE COOPERATIVE SENSOR SYSTEMS AND cultural attractions, points of interests, weather, COOPERATIVE PERCEPTION SYSTEMS FOR and traffic conditions (TTT 2008). Currently, the PREVENTIVE ROAD SAFETY (KO-FAS) official website is up and running and has a map The Cooperative Sensor Systems and Cooperative of access areas. For more information, visit the Perception Systems for Preventive Road Safety Wireless Wolfsburg website (Wireless Wolfsburg (Ko-FAS) research initiative involves three dif- 2012). Figure 17 displays the WLAN coverage ferent projects: Cooperative Transponders (Ko- area for Wireless Wolfsburg. TAG), Cooperative Perception (Ko-PER), and HIGHLY AUTOMATED VEHICLES FOR Cooperative Components (Ko-KOMP). The overall goal of the initiative is to improve road safety INTELLIGENT TRANSPORT (HAVEIT) by developing new technology, components, and The Highly Automated Vehicles for Intelligent systerms related to cooperative sensor and per-

Figure 17: WLAN Coverage Area for Wireless Wolfsburg Source: Wireless Wolfsburg 2011

50 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES ception systems. The Ko-TAG project is largely unit, radar sensors, and GPS. The system also focused on vehicle communications aspects, in- made use of WLAN and 3G communications cluding V2V safety applications for vehicles in technologies. Using these inputs, the vehicles be- road traffic and a V2X pedestrian protection ap- hind the lead vehicle in the platoon could be au- plication. The Ko-PER project is focused on col- tomatically driven using adaptive cruise control lecting data from distributed sensor networks and and automatic guidance applications (Jeschke et subsequently merging them (i.e., data fusion). al. 2013). Sensors are both mobile (vehicle-based) and sta- The KONVOI project ran from May 2005 to May tionary (RSE-based). The Ko-KOMP project is 2009. Over the course of the project, platoons of involved with the assessment of the effectiveness two to four vehicles logged more than 3,000 kil- and value of different cooperative sensor technol- ometers in public traffic (Deutschle et al. 2010). ogy approaches. These assessments involve both There is no direct follow-up project, however the real-world trials and in virtual simulations. SARTRE project based in Sweden has also fo- Ko-FAS was launched on September 18, 2009 cused on platoons led by commercial trucks that and the final event will be held in September 19, are supported by connected and automated vehi- 2013. The project is sponsored by the German cle technologies. Federal Ministry of Economics and Technology and has a budget of €25.5 million. Project part- BELGIUM ners include BMW, Continental, Daimler, Delphi, ITS TEST BEDS Fraunhofer Institute for Integrated Circuits, Fraunhofer institute for Communications, Univer- The ITS Test Beds project was created to design sity of Applied Sciences in Aschaffenburg, Karls- an ITS framework that promotes sharing among ruhe Institute of Technology, Interdisciplinary various ITS projects. The test environment was Center for Traffic Sciences, SICK AG, Steinbeis envisioned as a basis for large FOTs. The proto- Innovation Center Embedded Design and Net- type software designed by ITS Test Beds allows working, Technical University of Munich, Uni- test sites to centrally store test data and infor- versity of Passau, and University of Ulm (Ko- mation so that work done by one test site can be FAS 2013). accessed and re-used by another one (Vermassen 2010). The environment was designed to be flex- DEVELOPMENT AND ANALYSIS OF ible by allowing interested parties to "plug in" ELECTRONICALLY COUPLED TRUCK their applications and components to run field PLATOONS (KONVOI) tests. The resulting test environment can be used The KONVOI (a German acronym for Develop- to observe performance and validate compliance ment and Analysis of Electronically Coupled of applications with European and national stand- Truck Platoons) project was focused on the use of ards. The project is conducted by members of na- Advanced Driver Assistance Systems (ADAS) to tional ITS organizations, European research or- form truck platoons of up to four vehicles on pub- ganizations, and industrial partners such as NXP lic roads that could improve traffic flow, fuel Semiconductors, Technolution, TC-Matix, and Q- consumption, and environmental performance of Free (ITS Test Beds 2011). The project started on heavy-duty highway vehicles. This project had a the February 2009 and ran through September €5.5 million budget, with €4 million provided by 2011 (CORDIS 2013). The project had a €3.4 the German Federal Ministry of Economics and million budget, €2.3 million of which was paid by Technology (Shladover 2012). The research team the European Union. included RWTH Aachen University institutes, NEXT GENERATION INTELLIGENT TRANSPORT automotive industry partners, freight forwarding SYSTEMS (NEXTGENITS) companies, a trade school, and public agencies. The Next Generation Intelligent Transport Sys- The KONVOI system was composed of a LiDAR tems (NextGenITS) project brought together

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 51 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES some of the most prominent stakeholders in Bel- Commission (eCoMove 2013). gium’s ICT sector. The goal of the project was to create an environment where the private sector, FRANCE research institutes, and governments can coopera- SYSTÈME COOPÉRATIF ROUTIER tively come together to develop and demonstrate EXPÉRIMENTAL FRANÇAIS (SCORE@F) various intelligent transportation technologies. TD Partners included Alcatel-Lucent Bell, VRT- Similar to Germany’s sim , France has conduct- medialab, Be-Mobile, Tele Atlas, Touring, NXP ed its own field operational test for cooperative Semiconductors, Group4Securicor, ITS Belgium, systems, known as System Coopératif Routier Mobistar, Nimera, Belgacom Group/Proximus, Expérimental Français (SCORE@F). This pro- and Flemisch Traffic Center. Under NextGenITS, ject was conducted in collaboration with the there were several subprojects for the applications DRIVE C2X project. The project is led by Re- to be tested including e-call, traffic information, nault and contains 12 industry partners, seven la- intelligent speed adaptation, road charging, and boratories, and a local community (SCORE@F cooperative vehicle systems. The cooperative sys- 2013). The project used 30 equipped vehicles for tems subproject involved determining a suitable testing. The applications studied include road communication platform for V2V and V2I appli- safety, traffic efficiency management, and com- cations. The focus of this subproject was the fort uses (e.g. co-operative navigation and Inter- Communications, Air-interface, Long and Medi- net access). The goals for the SCORE@F project um range (CALM) platform (IBBT 2011). The are to quantify benefits of the system, identify NextGenITS closing event was held in March stakeholders, validate or evolve standards and 2010. applications, develop qualification tests to ensure interoperability, and calculate deployment costs. COOPERATIVE MOBILITY SYSTEMS AND Among others, use cases include co-operative SERVICES FOR ENERGY EFFICIENCY awareness, longitudinal risk warning, intersection (ECOMOVE) collision risk warning, traffic light violation The environmental initiative, Cooperative Mobili- warning, green light optimal speed advisory, and ty Systems and Services for Energy Efficiency electric vehicle (EV) charging, automotive shar- (eCoMove), was a European Commission spon- ing, and indermodality transport point location sored connected vehicle project. Its vision was determination. Data collection has been done in the application of V2V and V2I communications accordance with FESTA methodology (Segarra technology to provide driving support and traffic 2011). management to reduce vehicular energy waste The project used simulation, test track facilities, and emissions (eCoMove 2012). open highways, and suburban and urban road- Applications tested under eCoMove included: ways (SCORE@F 2013). The project tests are being conducted at Mov'eo-Lab, Union Tech-  Pre-trip planning nique de l’Automobile du motocycle et du Cycle,  Dynamic driver coaching and Cofiroute SA-A10 Highway (COMeSafety  Traffic information 2010). The project was launched in September  Smart navigation assistance 2010 (COMeSafety 2010). Development for the  Traffic signal optimization project took place from March 2011 to March  Traffic management tools 2012, followed by the evaluation phase which was completed in 2013. The final event for The project has more than 30 partners including SCORE@F will be held on September 24th, 2013 automakers BMW, Fiat, Ford, and Volvo. It be- (SCORE@F 2013). gan in April 2010 and ran through May 2013. The project’s total budget was €22.5 million, €13.7 The technology used for the project is based on million of which was provided by the European 802.11p and 2G/3G technologies (INRIA 2012). The total budget for the project was €5.6 million,

52 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES with €2.7 million coming from public sources and totyped based on a fleet of Cybercars. Road test- €2.9 million coming from private sources ing occurred in La Rochelle, France. The project (SCORE@F 2013). A SCORE@F vehicle and began in January 2006. Runs at the test track oc- roadside unit can be seen in Figure 18. curred in September 2008. The final report for the project was submitted in February 2009 (Cyber- CYBERCARS Cars2 2009). The project resulted in the devel- CyberCars-2 was the follow-up to the CyberCars opment of dual-mode vehicle prototypes capable and CyberMove projects. All three projects in- of autonomous and co-operative driving, a com- cluded components relating to V2V and V2I munication architecture that was implemented in communications. In particular, the CyberCars-2 testing, algorithms for various maneuvers, a man- addressed V2V communications between vehi- agement center to support communications, and a cles running at close range (platooning) and V2I simulation for evaluating the impact of larger de- communications at intersections (merging, cross- ployments. ing). CyberCars-2 is based on a cooperative cy- bernetic transport system architecture that is SECURE VEHICULAR COMMUNICATION compatible with Car2Car Communication Con- (SEVECOM) sortium and CALM standards. The project’s vi- Secure Vehicular Communication (Sevecom) was sion was based on the idea that eventually urban an EU-funded project that ran from 2006 to 2009. vehicles will be fully automated. For testing, the The focus of the Sevecom was to provide define project used existing vehicles that were available and implement security requirements for vehicu- at the French National Institute for Research in lar communications. Sevecom addresses security Computer Science and Control (INRIA). The of vehicle communication networks, including communication technologies and control algo- both V2V and V2I data security. The project de- rithms installed in those eight vehicles were up- fined security architecture of networks and pro- graded for the project. In addition, other Cyber- posed a roadmap for integrating security func- cars available in Spain, China, and Australia were tions. The Sevecom baseline architecture is not used for the project. The project included the con- based on a fixed platform; it was created to be struction of a small-scale system which was pro- flexible so it could adapt to future changes in ap-

Figure 18: SCORE@F Vehicle and Solar Roadside Infrastructure on Display at ATEXPO 2012 in Ver- sailles, France Source: SCORE@F 2012

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 53 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES plications or technologies. This flexibility in de- vehicle sensing system, data from road infrastruc- sign was required because protocols, system ar- ture, and data from neighboring cars. The I-WAY chitectures, and security mechanisms are contin- platform combined two independent sub-systems, uously changing (Kargl et al. 2008). There were the in-vehicle subsystem and the external three major aspects that were emphasized in the transport subsystem. The in-vehicle subsystem project: threats, (bogus information, denial of includes modules for vehicle sensing, data acqui- service, or identity cheating), requirements (au- sition, mobile interfaces of the vehicle, situation thentication, availability, and privacy), and opera- assessment, and communication. The external tional properties (network scale, privacy, cost, transport system includes the roadside equipment and trust). Sevecom presented a demo at a at the and the road management system. Funded under 2009 ITS World Congress (Sevecom 2011). the Sixth Framework Programme, the total cost for the project was €4.59 million, €2.6 million of AUTOMATISATION BASSE VITESSE (ABV) which was paid for by the European Commission The project, Automatisation Basse Vitesse (European Commission 2011a). (ABV), was focused on automation for low-speed vehicles. The project had a €5.5 million budget TEST SITE ITALY and was financed by the French National Agency Located in northern Italy, the Brennero test site is for Research (€2.2 million). It was also supported a 49 kilometer stretch along the Autostrada del by the French automotive cluster Mov'eo and a Brennero (A22). The site is operated by Fiat and consortium of ten partners including INRETS, the motorway operator Autostrada del Brennero Continental, IBISC, IEF, Induct, INRIA, LAMIH, SpA. The stretch is a two-lane tollway with room Viametris, UHA – MIPS, and Véolia Envi- for a provisional third lane on the shoulder. A ronnement Recherche & Innovation. The pro- shorter nine kilometer subsection of the stretch ject’s goal was to use automation to improve fuel has higher equipment density for tests involving economy for vehicles driving in congested traffic V2I communication. The speed limit along the on urban and suburban freeways. The project test site is 130 kilometers per hour (DRIVE C2X produced two prototypes, simulation tools, and an 2012). impact study. The project began in October 2009 Applications tested include (DRIVE C2X 2012): and was scheduled to finish in October 2012 (ABV 2013).  Traffic warnings  Construction warnings ITALY  Car breakdown assistance INTELLIGENT CO-OPERATIVE SYSTEM IN  Slow vehicle warnings CARS FOR ROAD SAFETY (I-WAY)  Traffic sign assistance  Point of interest notification In Italy, too, safety has been the motivation for connected vehicle-related activities. One of these The test fleet includes ten equipped vehicles. projects is Intelligent Co-Operative System in Network coverage along the site includes Cars for Road Safety (I-WAY), which had the UMTS/3G, GPRS, and 802.11p. Equipment along goal of enhancing driver perception of the road, the stretch includes five roadside units, variable thereby improving safety. The project encom- message signs, TVCC cameras, traffic loops, passed both V2V and V2I communications and Ethernet connectivity (traffic control center and lasted from February 2006 to January 2009. It roadside units), and on-site processing modules integrated in-vehicle subsystems with the external (DRIVE C2X 2012). All of the Brennero testing transport system with the goal of greater safety. I- has been done on the public road; however, WAY's driving platform monitors and recognizes closed testing areas are proximate to the A22 the road environment and the driver's state in real stretch. time using data obtained from three sources: a SMART VEHICLES ON SMART ROADS

54 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES (SAFESPOT) dertaken and reported, and involving major stakeholders to create a common vision. The pro- Smart Vehicles on Smart Roads (SAFESPOT), ject was coordinated by Centro Ricerche Fiat and another connected vehicle project that was con- consisted of a broad consortium of partners in- ducted in Italy. It was co-financed by the EU's cluding A.D.C. Automotive Distance Control Sixth Framework Programme for Research and Systems GmbH, BMW Forschung und Technik Technological Development. The project brought GmbH, Bundesanstalt fuer Strassenwesen, together more than 50 partners including original Chalmers University of Technology, Daim- equipment manufacturers (OEMs), operators, and lerChrysler AG, Delphi France, ERTICO – ITS research organizations from across Europe. The Europe, Gie Recherches et Etudes, PSA Renault, SAFESPOT project was one of the European Infoblu S.p.A., Institut National de Recherche sur flagship projects for cooperative mobility. It les Transports et leur Sécurité, Loughborough aimed to prevent crashes by using a safety margin University, Orange France, Robert Bosch GmbH, assistant that detects an appropriate following dis- Statens Väg-och Transportforskningsinstitut, tance between cars. As with I-WAY, SAFESPOT Netherlands Organization for Applied Research employed both V2V and V2I communication to (TNO), Universitaet zu Koeln, University of enhance the vehicle’s field of view. The Leeds, Valtion Teknillinen, Volvo Car Corpora- SAFESPOT architecture complies with the Euro- tion, and Volvo Technology Corporation (ERTI- pean ITS architecture which allocates the 30 MHz CO 2012). frequency band in the 5.9 GHz range to connected vehicle safety applications (Brakemeier et al VISLAB INTERCONTINENTAL AUTONOMOUS 2009). The project tested applications and scenar- CHALLENGE ios through work done at six different test sites, The VisLab Intercontinental Autonomous Chal- each in a different country that had infrastructure lenge is similar to events like the DARPA Grand equipped with SAFESPOT systems. Four of these Challenge. It involved a fleet of four automated test sites were shared with the CVIS project. All vehicles traveling with little to no human inter- six sites are displayed in Figure 19. The Coopera- vention from Parma, Italy to Shanghai, China. tive Mobility Showcase 2010, which took place The nearly 16,000 kilometer journey began on in Amsterdam on 23-26 March 2010, was one of July 20, 2010 and ended on October 28, 2010. the world's largest demonstrations of connected The idea for this challenge originated in 2007, but vehicle technologies and applications. work on the project did not begin until January SAFESPOT demonstrated there and had a very 2009. Funding for the project was provided by the strong presence (SAFESPOT 2011). European Research Council and VisLab (VisLab FIELD OPERATIONAL TEST SUPPORT ACTION 2013). (FESTA) NETHERLANDS Italy also hosted the Field Operational Test Sup- port Action (FESTA), which was a comprehen- DUTCH INTEGRATED TESTSITE FOR sive research program assessing the impacts of COOPERATIVE MOBILITY (DITCM) information and communication technology sys- The DRIVE C2X project being conducted in the tems on driver behavior, covering both individual Netherlands is known as the Dutch Integrated safety benefits and broader socio-economic bene- Testsite for Cooperative Mobility (DITCM). The fits. While the work on FESTA finished in April DITCM is a stretch of highway containing several 2008, it laid the foundation for many other Euro- intersections. It has full coverage from both pean FOTs. The objectives for FESTA included 802.11p and cameras. The Netherlands site is generating expertise and experience to promote used as the “master” test site where all applica- the creation of a best practice handbook for the tions under DRIVE C2X have been tested before design and implementation of FOTs, providing being deployed at the other six sites (DRIVE additional guidance on how FOTs should be un-

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 55 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES C2X 2012). madic aftermarket device in order to increase The test site is composed of 4.2 kilometers of penetration rate and make the technology attrac- highway and 1.8 kilometers of urban roadway, tive for inclusion in OEM vehicle systems. The along which 20 vehicles with installed on-board project began in December 2009 (University of units conduct tests. The stretch contains two traf- Twente 2012). The final event for the project was fic lights, four viaducts, an entrance, and exit, and held in March 2013 (TUDelft 2013). Testing and a bus entrance. There are 48 poles for equipment evaluation was occurred during 2012 and product installation, which currently includes 11 commu- development began in 2012 and ran through nications units (802.11p), 47 fixed cameras, and 2013. The partnership is headed up by TU Delft nine dome cameras. Network coverage includes and includes Navteq, NXP Semiconductors, UMTS/3G, 802.11p, and dGPS (DRIVE C2X TNO, Universiteit Twente, SAM, Technolution, 2012). and Clifford (HTAS 2012). STRATEGIC PLATFORM FOR INTELLIGENT CONNECTED CRUISE CONTROL (CCC) TRAFFIC SYSTEMS (SPITS) The €4 million Connected Cruise Control (CCC) project will result in a built-in solution to provide The goal of the Strategic Platform for Intelligent driving advice regarding speed, headway, and Traffic Systems (SPITS) project was to build the lane so drivers can anticipate and prevent conges- next generation of on-board technology for con- tion (HTAS 2012). The technology integrates in- nected vehicles and to make it open and easily vehicle and roadside systems to improve traffic configurable for OEM specific requirements. The flow. Plans are to initially introduce it as a no- units created were upgradeable, allowing for im- provements during the lifetime of an automobile,

Figure 19: SAFESPOT Test Site Locations Source: SAFESPOT 2011

56 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES and decreasing the amount of time required for Even with mixed vehicles on the same road, the the adoption of new technologies. The project equipped vehicles were able to help reduce also focused on creating the next generation of shockwaves. Vehicles with cooperative adaptive roadside units and back office equipment (CVIS cruise control were somewhat more effective at 2012). Project partners included Logica, NXP mitigating shockwaves than vehicles with just the Semiconductors, Catena, GreenCat, Peek Traffic, driver display (Shladover 2012). Nspyre, Fourtress, TNO, and TomTom, as well as OPEN PLATFORM FOR INTELLIGENT MOBILITY several universities throughout the Netherlands (SPITS 2012). Experimental testing for SPITS (OPIM) was conducted on the A270 highway in the Neth- The follow up to SPITS is the Open Platform for erlands between Helmond and Eindhoven. A total Intelligent Mobility (OPIM) project, which is of 48 video cameras were mounted along a 5-km working to define an open platform for ITS sys- stretch of the A270. Those cameras provide over- tems across Europe. Among the program’s goals lapping coverage of all vehicle movements along are to keep the system affordable and flexible so that stretch. The project was funded by the Dutch it can be applied to the full range of transport ve- Ministry of Economic Affairs and 13 partners. hicles, including cars, coaches, light trucks, and The project officially ended in May 2011 (SPITS heavy goods vehicles. OPIM builds on lessons 2012). learned by the SPITS Project as well as programs The SPITS A270 test site was also used for field and projects in which partners have participated - tests of Advisory Acceleration Control (AAC) including CVIS, COOPERS, SAFESPOT, PRE- DRIVE C2X, ITS Test Beds, AUTOMATICS and Shock Wave Mitigation with Mixed Equipped TD and Unequipped Vehicles. The AAC test occurred (France), AKTIV (Germany), sim (Germany), in February 2010 and involved 48 vehicles NextGenITS (Belgium/Flanders). The project is equipped with communications technology and a designed to become the realistic start of ITS on a display capable of advising drivers to accelerate, broad scale (HTAS 2012). decelerate, or maintain their current speed. The SENSOR CITY advisory speeds were determined using real-time Sensor City is a pilot for sensor-based mobility traffic data provided by the cameras monitoring services in and around the city of Assen in the the road. The goal of the test was to determine if Netherlands (Sensor City 2013). The project communications technology could dampen traffic makes use of data recorded by infrastructure as shock waves on the highway. The test was de- well as in-vehicle devices to support mobility ap- signed such that one lane contained the equipped plications. vehicles, and another lane contained another 48 unequipped vehicles. The lead vehicles in both The project involves 15 partners, including TNO, lanes drove with speed variations intended to cre- Goudappel Coffeng, Quest Traffic Consultancy, ate shock waves. The results demonstrated that DySI, NXP, ParkingWare, Elevation Concepts, the AAC system was able to smooth traffic flow, Reisinformatiegroep, Peek Traffic, Mobuy, but withough requiring that vehicles be equipped Magicview, Univé, TomTom, City of Assen, with expensive adaptive cruise control systems. Province of Drenthe. The second field test, Shock Wave Mitigation The Sensor City project began in January 2010 with Mixed Equipped and Unequipped Vehicles, and will run through the end of 2013. The pilot occurred in 2011. As with the AAC tests, adviso- itself took place in 2012 and the beginning of ry speeds were generated from real-time camera- 2013. It involved 1,000 test users with in-car sys- based traffic data. The test involved 70 vehicles. tems and 500 users with smartphone applications Of those vehicles, eight were equipped with co- (partial overlap). operative adaptive cruise control technology and twelve had the AAC driver advisory displays.

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 57 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES

PREPARING SECURE VEHICLE-TO-X and is around 60 kilometers long. This road net- COMMUNICATION SYSTEMS (PRESERVE) work is displayed on a map in Figure 20. Centro Tecnológico de Automoción de Galicia (CTAG) The Preparing Secure Vehicle-to-X Communica- and Dirección General de Tráfico (DGT)—the tion Systems (PRESERVE) project will run from Spanish Ministry of Traffic—have created and January 2011 through December 2014. It has 6 operate the site (DRIVE C2X 2012). partners, including escrypt, Fraunhofer Institute for Secure Information Technology, Kungliga Applications tested included (DRIVE C2X 2012): Tekniska Högskolan, Renault, Trialog, and Uni-  Construction warnings versity of Twente. The project’s advisory board  Car breakdown assistance includes Audi, BMW, Daimler, Denso, Infineon,  Traffic warnings and Volkswagen. CAMP Consortium and simTD  Post-crash warnings are supporting members of the project.  Emergency brake warnings The project is focused on the security and privacy  Cooperative merging assistance of connected vehicle systems and will involve  Weather warnings addressing critical issues like performance, scala-  Traffic sign assistance bility, and deployability of connected vehicle se-  Speed limit notification curity systems. PRESERVE will make use of  Traffic information and recommended itinerary field testing to investigate a number of important  Floating Car data scalability and feasibility issues. The budget for the project is €5.4 million with €3.9 million being The speed limit along the test corridors is gener- provided by the European Commission (PRE- ally 120 kilometers per hour, but in places the SERVE 2013). speed limit decreases due to features such as curves or visibility limitations. The test area con- GRAND COOPERATIVE DRIVING CHALLENGE tains 15 roadside units (5.9 GHz, 802.11p), with Inspired by the DARPA Grand Challenges in the another 30 planned for deployment. In addition, United States, the Grand Cooperative Driving there are 19 variable message signs, seven mete- Challenge in the Netherlands required competing orological stations, 21 camera units, and induc- teams to develop a vehicle equipped with the tive wiring spots located along the corridors. most effective CACC system. The event was or- Network technology includes GPRS, UMTS, and ganized by TNO and the Dutch High Tech Auto- 802.11p. The test area currently contains only motive Systems (HTAS) innovation program and highways, but current plans involve extending the was held in May 2011. The competition attracted test site to include urban areas (DRIVE C2X nine international teams. It was structured to fo- 2012). Some of the equipment used in testing is cus on the application of automated vehicle fol- displayed in Figure 21 lowing in normal traffic, which distinguished the Initially, there were seven vehicles (three proto- challenge from platooning projects, which tend to types and four personal vehicles) used to conduct be more structured and uniform (Ploeg et al. tests, but the plan was to eventually expand the 2012). fleet to include 20 vehicles used to conduct tests, SPAIN with the majority being personal vehicles (DRIVE C2X 2012). Those 20 vehicles were SISTEMAS COOPERATIVOS GALICIA equipped with 5.9 GHz on-board communication (SISCOGA) units, GPS, specific human-machine interface The SIStemas COoperativos Galicia (SISCOGA) (HMI), and controller area network (CAN) log- project participated in DRIVE C2X with its test ging. The test also included 80 vehicles equipped site in northwestern Spain. The test site runs with just GPS and UMTS units. SISCOGA was a along two highway corridors (A-52 and A-55) follow-up project to C2ECom, which was also led by CTAG (Sánchez Fernández 2010). The project

58 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES ran from September 2009 until September 2011. SAFER (DRIVE C2X GOTHENBURG SITE) The testing occurred from August 2010 and The large-scale test site in Gothenburg is located continued until July 2011 (FOT-NET 2013). in south of Sweden. The city is the nexus of three SWEDEN major highways. In addition to the open road track, the project also uses closed testing facili- SAFER VEHICLE AND TRAFFIC SAFETY ties. SAFER has operated the test site since 2008. CENTRE The open road portion of the testing area consists The SAFER Vehicle and Traffic Safety Centre at of more than 100 kilometers of highway, 100 kil- Chalmers University is “a joint research unit ometers of urban roadway, and more than 50 kil- where 24 partners from the Swedish automotive ometers rural roadway. These stretches have more industry, academia and authorities cooperate to than 100 traffic light controlled intersections. make a center of excellence within the field of The closed testing facilities include Stora Holm vehicle and traffic safety” (Chalmers 2012). Re- and the City Race Track. Stora Holm is a Volvo search at SAFER covers a broad range of fields test track that is used for testing safety critical relating to traffic safety and includes connected applications and other applications involving non- vehicle technologies (Chalmers 2010a). traffic regulation compliant performance. The City Race Track opened in October 2009 and has

Figure 20: Map of SISCOGA Test Area Source: Sánchez Fernández 2010

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 59 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES hosted numerous demonstrations of cooperative Gothenburg test fleet includes 20 cars (DRIVE systems (DRIVE C2X 2012). C2X 2012). Functions tested at the Gothenburg site include In June 2013, the last major demonstration event (DRIVE C2X 2012): for the project was held. In addition to the demonstrations themselves, the event involved  Traffic warnings several workshops (DRIVE C2X 2013).  Construction warnings  Car breakdown assistance TEST SITE SWEDEN (TSS)  Traffic sign assistance Another major project carried out at SAFER was  Optimal speed advisory for traffic lights, Test Site Sweden (TSS) which ended in 2008.  Floating car data TSS was a joint project between Autoliv, The test site contains seven roadside units as well Chalmers, Volvo Car Corporation and AB Volvo. as three traffic light controllers using 802.11p and The project was very important for building-up VMSs on the main highway. On-board units have competence in and establishing tools for conduct- been provided by Delphi, and equipment from ing FOTs. Driving data was collected using two EuroFOT includes touch screens, naturalistic log- vehicles that were driven by 100 different drivers gers and cameras. Network technologies used in- over the course of six months. The two test vehi- clude UMTS, 3G, GPRS, and 802.11p. The cles were provided by Volvo and included a car

Figure 21: SISCOGA Equipment Source: Sánchez Fernández 2010

60 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES (Volvo S80) and a truck (Volvo FH12). These cessing and quality, and procedures such as data vehicles and the equipment that was installed in sharing, manual annotation, etc. (Bärgman 2010). them can be seen in Figures 22 and 23. The pro- Phase 1, the original BasFOT project, which in- ject was very useful in positioning Sweden to volved building-up competence in conducting a take a strong role in proposal phases for a number FOT occurred in the 2009 through 2010 period. of important European projects including FESTA, The project is currently in its second phase which Sweden-Michigan Naturalistic Field Operational involves continuing to build competency, as well Tests (SeMiFOT), and EuroFOT as well as future as working on strategy and platform management. FOT related projects (SAFER 2008). Phase 2 also includes secondary analysis and doctor of philosophy (PhD) projects (Victor 2010). BASFOT There is potential for a phase three. Another FOT that SAFER is involved in is Swe- den’s BasFOT. The BasFOT activities began in SWEDEN-MICHIGAN NATURALISTIC FIELD 2007 (FOT-NET 2010). The original BasFOT OPERATIONAL TESTS (SEMIFOT) project has already been completed, but there In 2007, MDOT, the Michigan Economic Devel- were plans for a follow-up project. While there is opment Corporation (MEDC), the Swedish Gov- limited information available on BasFOT2, it is ernmental Agency for Innovation Systems, and currently setting up the platform for the SAFER the Swedish Road Administration (Vägverket) Field Operational Test/Naturalistic Driving Study signed a cooperative VII research agreement long term by working out issues with data acqui- (MDOT 2007). The agreement is meant to foster sition, storage/database, analysis tools, data pro- cooperative, international research efforts be-

Figure 22: Volvo FH12, Cameras, and Location for System Installation in Side Compartment Source: SAFER 2008

Figure 23: Volvo S80, Cameras, and Logger Installation in Luggage Compartment Source: SAFER 2008

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 61 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES tween these organizations. Such efforts are un- roads demonstration featured a Volvo XC60, a derway, especially in the area of road weather Volvo V60, a Volvo S60 and a truck following a information systems (RWIS). lead vehicle at 85 kilometers per hour with tested The work with MDOT led to the Sweden- distances between vehicles ranging between five Michigan Naturalistic Field Operational Tests and 15 meters. Testing involved having the vehi- (SeMiFOT and SeMiFOT2). SeMiFOT was in- cles drive 200 kilometers in a single day. During tended to be a pilot project for a larger FOT, but testing, the follower vehicles were able to accel- resulted in several large scale FOTs including Eu- erate, brake, and turn in a manner that was syn- roFOT and TeleFOT. Projects that have benefited chronized with the lead vehicle, maintaining a from the work done on SeMiFOT include FES- consistent following distance despite these ma- TA, EuroFOT, FOT-NET, BasFOT, TeleFOT, neuvers (McKeegan 2012). and DREAMi. Testing involved seven Volvo The test vehicles have cameras, radar, laser sen- cars, three SAAB cars, two Volvo trucks, and two sors, navigation systems, and transmitter/receiver Scania trucks. Over the course of testing, there units installed that will allow them to take meas- were nearly 8,000 trips totaling over 170,000 km urements and communicate with each other. Be- and lasting nearly 3,000 hours over the course of cause the system is V2V only, no infrastructure six months. There were 39 different drivers. testing is involved (TTT 2009a and McKeegan Equipment that was installed on vehicles included 2012). The system itself has been designed such eye trackers, CAN-gateways, cameras, IR illumi- that it does not require expensive additions to ve- nation, accelerometers, Ethernet devices, GPS hicles—the only difference between SARTRE devices, wireless communications devices cars and those in today’s showrooms is the wire- (GPRS/3G), and hard drives. The follow-up pro- less network equipment installed in the vehicles. ject, SeMiFOT2 began in January 2010 In addition, the system is designed such that ex- (Chalmers 2010b). isting vehicles can be retrofitted with the technology. SAFE ROAD TRAINS FOR THE ENVIRONMENT (SARTRE) SAFETY IN SWEDEN The Safe Road Trains for the Environment As with Europe in general, as demonstrated by (SARTRE) project is led by Volvo and Ricardo. ERTICO, Sweden has taken a strong policy stand Other members include Idiada (Spain), Robotiker on automotive safety. Most notably, in 1997, (Spain), the Institut für Kraftfahrwesen Aachen Sweden initiated a governmental program called (Germany), and the SP Technical Research Insti- Vision Zero that is intended to eliminate traffic- tute of Sweden (Sweden). The project’s budget is related deaths and incapacitating crashes (White- €6.4 million with around 60 percent of the fund- legg and Haq 2006). This program is managed by ing being provided by the European Commission the Swedish Road Administration. While the pro- (McKeegan 2012). The main goal of the project is gram recognizes that it is impossible to prevent to develop and test vehicles that can autonomous- all crashes from occurring, it focuses on protect- ly drive in long convoys or road trains. A visuali- ing the vehicle passengers as much as possible. zation of the concept can be seen in Figure 24. Essentially, Vision Zero places a greater respon- The project began in September 2009 and was sibility for road safety on those who design road scheduled to be completed by the end of August networks and build vehicles as opposed to placing 2012 (SARTRE 2012). The first demonstrations most of the responsibility on the driver. Specific were conducted at the Volvo Proving Ground approaches include installing central safety barri- near Gothenburg in Sweden in 2010 (SARTRE ers to reduce the number of head-on collisions, 2011 and McKeegan 2012). building more roundabouts, and lowering speed limits in urban areas (Whitelegg and Haq 2006). In May 2012, a demonstration on public roads Approaches under consideration include rede- occurred outside Barcelona, Spain. The public signing intersections and removing rigid roadside

62 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES objects like trees and large rocks. creases safety on the roads (SRA 2008). The Sweden also integrates advanced automotive SRIS project is expected to help Sweden meet its electronics into its Vision Zero plan. One example Vision Zero objectives. of this integration is Sweden’s Slippery Road In- Another advanced automotive electronics devel- formation System (SRIS). Led by Vägverket, in opment arising from Sweden is Volvo’s optional cooperation with Volvo and Saab, this program collision avoidance package, as well as its blind places sensors in the vehicles that detect slippery spot detection and front and back parking assis- spots on the road. These sensors then send infor- tance applications (Volvo 2011). Several other mation back to traffic management centers, which promising safety technologies are under devel- therefore can better manage plowing snow, salt- opment, such as built-in alcohol sensors, night ing roads, and alerting drivers of icy spots. In ad- vision systems, and adaptive cruise control, to dition, SRIS compares the vehicle-based sensor ensure that drivers maintain a safe distance from data with information obtained from RWIS, such vehicles ahead. While these examples largely rep- as air and surface temperatures, humidity, and resent autonomous, as opposed to cooperative, barometric pressure, to validate the vehicle sensor technologies, the latter also are under develop- data (Vägverket Document 2007). During the ment in Sweden. winter of 2007-2008, the SRIS partners conduct- While Sweden already had a very low number of ed tests using 100 vehicles, and these tests clearly traffic fatalities compared to other countries be- demonstrated that SRIS is cost effective and in-

Figure 24: Safe Road Trains for the Environment Platooning Concept Source: SARTRE 2011

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 63 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES fore Vision Zero went into effect, the program included 39 partners and ran from 2006 to 2010. appears to have worked well. Between 1997 and The project included several demonstration sites 2007, the first ten years of Vision Zero, the num- across Europe including stretches of roadway in ber traffic fatalities decreased by more than 20 Austria, Belgium, France, Germany, Italy, and percent, from 541 to 431 (Wiles 2007). While Netherlands. These sites are marked on the map literally reaching zero fatalities remains a distant in Figure 25. COOPERS service messages were goal, Sweden is making important strides toward generated out of existing data sources and no ad- this ultimate goal. ditional sensor installations were needed. The Traffic Information Platform (PVIS) for COOP- AUSTRIA ERS was a common platform for easier access to CO-OPERATIVE SYSTEMS FOR INTELLIGENT all the traffic information sources and systems, such as traffic messages, travel times, weather ROAD SAFETY (COOPERS) data, and variable message sign states (Meckel Headed up by AustriaTech in Austria, the Co- 2008). operative Systems for Intelligent Road Safety (COOPERS) project used existing equipment and TESTFELD TELEMATIK infrastructure as a foundation when developing The Testfeld Telematik project began in March standardized wireless bidirectional infrastructure- 2011 and will run through August 2013. The area vehicle technology (Schalk 2011). The project covered by the project is near Vienna and in-

Figure 25: Locations of COOPERS Test Sites Source: COOPERS 2011

64 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES cludes highways A4, A23, and S1. During a one- transport recommendations year test period, approximately 3,000 Vienna-area FINLAND drivers will be involved in testing cooperative, connected vehicle services. The project has 14 COOPERATIVE TEST SITE FINLAND (COOP TS project partners and has been funded by Klima- FINLAND) und Energiefond (KLiEn), the Austrian Climate and Energy Fund (Testfeld Telematik 2013). The Finnish test site includes an eight kilometer open road stretch from Tampere to Hervanta as Testfeld Telematik uses a variety of technologies well as a closed test area. The open road section and equipment, including navigation devices, contains three roadside ITS units (802.11p) and smartphone applications, on-board equipment, one moveable roadside unit (3G/802.11p). The and the COOPERS operating platform. The pro- route also contains a motorway junction, which ject will test a large number of cooperative ser- will be used to monitor ramp issues (Laitinen vices, including: 2012). The layout of the open road test site can be  In-vehicle traffic signs seen in Figure 26.  Real-time traffic data The closed test facility is Nokian Tyres Proving  Warnings (e.g., events, road condition, conges- Ground in Ivalo, Finland. The facility can simu- tion, road work, and weather) late almost any driving situation. The track in-  Real-time routing cludes an 1,800 meter long lap, a 400 meter long  Travel dates and times, status messages and straight, five intersections, and a reduced- routing updates visibility turn. The track tests make use of the  Flight delay status moveable roadside unit for V2I tests (Laitinen  Location and for parking facilities with public 2012) as well as two fully instrumented VTT ve-

Figure 26: Open Road Test Site for Coop TS Finland (Tampere to Hervanta) Source: Laitinen 2012

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 65 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES hicles (Tarkiainen 2010). structure Systems for Advanced eSafety Applica- The tests use 3 DRIVE compliant vehicles with tions (COVER). The central focus of COVER another 40 vehicles outfitted with 3G connectivi- was V2I applications such as intelligent speed ty (DRIVE C2X 2013). Applications being tested adaptation (static, temporary, and dynamic speed include (Laitinen 2012): limits) and cooperative early information. The project ran from March 2006 to February 2009.  Road weather warnings COVER conducted two field trials. One was car-  Construction warnings ried out on roads (E18 Corridor) in Finland and  Traffic sign assistance focused on truck drivers. The other was carried  Car breakdown assistance out on a road segment (Turin-Florence) in Italy,  Slow vehicle warnings and focused on non-professional drivers (Ellmén  Emergency vehicle warnings 2006). On September 20, 2012 an ITS seminar was held NORWAY in Tampere. The seminar included demonstrations and a presentation of the test site (DRIVE SMART FREIGHT TRANSPORT IN URBAN C2X 2013). AREAS (SMARTFREIGHT) FIELD OPERATIONAL TESTS OF The Smart Freight Transport in Urban Areas (SMARTFREIGHT) project aimed to improve AFTERMARKET AND NOMADIC DEVICES IN urban freight transport efficiency, environmental VEHICLES (TELEFOT) impact, and safety through use of distribution The Field Operational Tests of Aftermarket and networks. The project researched the integration Nomadic Devices in Vehicles (TeleFOT) project of urban traffic management systems with freight was funded by the Seventh Framework Pro- management and onboard systems. SMART- gramme and the European Commission DG In- FREIGHT could lead to improved freight opera- formation Society and Media focused on develop- tions by providing access to real travel time and ing information and communication technologies traffic status information through use of onboard for cooperative systems. The project began in units, sensors, smart tags, and wireless. In addi- June 2008 and lasted for 48 months. The purpose tion, those technologies enable monitoring of of the project was to test driver support functions goods transport, loading, and unloading. The pro- with large fleets of test drivers in real-world driv- gram evaluated technical solutions, through real ing conditions. The project focused on aftermar- and simulated test applications. Participants in- ket and nomadic devices. TeleFOT involved ap- cluded Asociacion para el Desarrollo de la Logis- proximately 3,000 drivers in TeleFOT-equipped tica (Spain), Dublin Transportation Office (Ire- vehicles and spanned Finland, Sweden, Germany, land), Statens Vegvesen Vegdirektoratet (Nor- United Kingdom, France, Greece, Italy, and way), Comune di Bologna (Italy), Polis - Promo- Spain (TeleFOT 2013). While the tests were con- tion of Operational Links with Integrated Ser- ducted in three test regions (Finland/Sweden, vices aisbl (Belgium), University of Southampton Germany/France/UK, and Greece/Italy/Spain), (United Kingdom), Q-free ASA (Norway), the project was coordinated out of the VTT Tech- Chalmers Tekniska Hoegskola Aktiebolag (Swe- nical Research Centre of Finland. The final event den), and Etra Investigacion y Desarrollo, S.A was held in late November 2012 (TeleFOT 2013). (Spain). Work on SMARTFREIGHT began in January 2008, and the end date for the project SEMANTIC DRIVEN COOPERATIVE VEHICLE was set at June 2010 (European Commission INFRASTRUCTURE SYSTEMS FOR ADVANCED 2011b). ESAFETY APPLICATIONS (COVER) Another project that was conducted in Finland was Semantic Driven Cooperative Vehicle Infra-

66 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES

UNITED KINGDOM ing group of vehicles in close proximity. The VSC creates a network out of vehicles near each AUTOMATED VEHICLE ACTIVITIES other that creates information about local traffic The University of Oxford and Nissan have part- and safety situations. Using V2I communication, nered to create and test automated vehicles (BBC the VSC transmits this information to a regional 2013). The prototype being used is an adapted control center which sends back instructions to Nissan Leaf. Previous testing has occurred on a distribute to the vehicles. This project builds upon closed test track at Oxford Science Park, but by the Realize Enhanced Safety and Efficiency in the end of 2013, the Oxford researchers will be European Road Transport (REACT) project testing their vehicle on lightly-used rural and which involved sensor-equipped vehicles and a suburban roads. The tests will require that a driv- regional control center. In addition to the work er be present, but the vehicle will be capable of that was done for the REACT project, driving independently, without any direction from COM2REACT developed VSC and integrated it the driver. with REACT to obtain a more complex, but more effective system. COM2REACT is a partnership The United Kingdom Department for Transport of 13 organizations, including an automaker, road highlighted the automated vehicle research at Ox- authority, and several high tech enterprises (C2R ford in a recent report (Department of Transport 2011). COM2REACT conducted testing in 2007 2013). The same report highlighted connected and 2008, but little to no information could be vehicle technology, noting that in the future, “ve- gathered on the project’s current activities or any hicles will communicate not only with the road follow-up projects. infrastructure, but increasingly with each other,” and that cooperative approaches, such as platoon- AUTOMATED VEHICLE ACTIVITIES ing, could be important for heavy vehicles. The Israeli company Mobileye currently produces some of the camera-based technology used in ad- ISRAEL vanced safety systems currently on the market COOPERATIVE COMMUNICATION SYSTEM TO (both for automakers systems and for the after- REALIZE ENHANCED SAFETY AND EFFICIENCY market). By 2014, the company plans to release IN EUROPEAN ROAD TRANSPORT semi-automated vehicle technology, and by 2016, it expects to release fully automated vehicle tech- (COM2REACT) nology (Rohde 2013). Cooperative Communication System to Realize Enhanced Safety and Efficiency in European For several years, Israel has been using automat- Road Transport (COM2REACT) is establishing a ed border-patrol vehicles (Main 2013). The first system using V2V and V2I communication over vehicle was introduced in 2008 and was produced 2.4 GHz Wi-Fi (802.11b IEEE WLAN standard). by G-NIUS Unmanned Ground Systems (UGS) This system improves the quality and reliability LTD, and Israeli company. The vehicle is de- of information acquired by moving vehicles. An signed to perform programmed patrols as well as important part of the system is its virtual traffic react to unscheduled events (G-NIUS 2013). control sub center (VSC), which controls a mov-

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 67 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES V. CONCLUSIONS AND RECOMMENDATIONS Various regions throughout the world are explor- additional investment from other private and pub- ing CAV technologies, and there have been sev- lic sources is extremely common at the national eral different approaches to developing these level and is not limited to the United States. For technologies. Research, demonstration, and de- example, several of the European projects that ployment projects, in particular those in the Unit- received funding through the European Commis- ed States, Europe, and Japan, have demonstrated sion also had to obtain funding from other the potential of CAVs to improve transportation sources. Projects such as PRE-DRIVE C2X, I- systems. In the United States, the focus is primar- WAY, and SMARTFREIGHT were funded in ily on safety research. While some states current- this manner. This approach is not limited to na- ly have roadside infrastructure deployed, this is tional governments; domestically, California has largely for research and demonstration purposes. committed significant state funding to connected Europe has a similar research-based approach, vehicle efforts and is actively pursuing private- emphasizing safety and efficiency. In Europe, sector funding, through incentive programs, to however, projects have been significantly more supplement these dollars. It also has strong partic- top-down and have involved large coalitions of ipation from California-based automotive facili- countries, industry partners, and universities. Ja- ties in its programs, as well as participation from pan already has deployed a connected vehicle other private-sector entities, such as Nokia. system that uses mobile phone technology, PURSUE FUNDING AT THE NATIONAL LEVEL DSRC, and infrared and already has a significant user base due to its ubiquitous electronic tolling Beyond the first approach listed, California is al- system. so active in pursuing federal dollars, as witnessed by its Urban Partnership grant application, its Despite the regional difference in CAV programs, share of USDOT RITA funding, and its SAFE there have been many overarching themes that TRIP-21 award. An even more salient example of could be useful to consider with respect to tech- this approach can be found in Minnesota’s efforts nology deployment. The following subsections to secure funding. Minnesota has both sought and discuss potential funding strategies that have been won federal dollars well beyond its normal share used to support CAV programs, important factors of Highway Trust Fund dollars, allowing the state that can affect the success of deployment, and the to deploy technologies and other resources be- convergence of connected and automated vehicle yond what its formula-based share of the federal technologies. gas tax would have allowed. In Germany, the FUNDING STRATEGIES state of Hessen has leveraged past experience and actively pursued projects, receiving funding from CAR’s review of CAV and related activities both the Federal Ministry of Economics and Technol- domestically and abroad has revealed at least ogy to host several CAV projects, including AK- three distinct, but successful, strategies for fund- TIV, simTD, Ko-FAS, and KONVOI. ing such activities. These include making large budget allocations that require matching funds TOLLS TO FUND PROGRAMS from private or public sources, securing a large Though most of the ITS technologies used in toll- source of funding from the state, national, or suing are not technically CAV applications, Florida pranational agency through competitive grants or is a prime example of a state using toll revenues earmarks, and tying the collection of tolls to CAV to increase its pool of available funds for deploy- projects. ing innovative solutions. Minnesota also has an COMMIT BUDGET ALLOCATIONS REQUIRING active electronic tolling program that supports the MATCHING FUNDS market pricing of its high occupancy toll lanes. Transponders placed in vehicles enable automatic This method of leveraging initial funds to attract

68 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES fee deduction from an account. The system uses across regions. marginal cost pricing by varying fees depending CREATING INDUSTRY COMPETITION on how busy the HOV lane is. Colorado’s tests using DSRC in tolling represent a great progress An approach used by Japan, one of the most ad- towards integrating electronic tolling with con- vanced countries in ITS and CAV deployment, is nected vehicle technologies. In Japan, electronic to set standards and create infrastructure test de- tolling was an early application of the nation’s ployments and invite manufacturers to participate ITS program. Also in Asia, South Korea is work- in field tests. This was done for the DSSS, ASV, ing to make electronic toll collection available on and Smartway projects. By using such a method, its highways and is instituting e-pay on public Japan has driven its manufacturers to create and transit. By integrating tolling into ITS systems, test systems meeting the criteria of these three transportation managers have another potential projects. Several vehicle manufacturers including source of revenue for new projects. Similarly, au- Toyota, Honda, Nissan, Mazda, Mitsubishi, NEC tomated vehicle deployments can be designed to Corporation, Panasonic, Yamaha, Kawasaki, and function as taxi or personal rapid transit services Suzuki participated in tests for DSSS and ASV with fees paid by users. and by the end of 2010, systems compatible with Smartway infrastructure had been developed by The widespread use of these three approaches Toyota, Pioneer, Mitsubishi Electric Co., Pana- (matching funds, national grants or earmarks, and sonic, and Mitsubishi Heavy Industries. toll or fee-based systems) reinforces the need for adequate and additional funding streams to allow DEVELOPING PROGRAMMATIC THEMES AND a state or country to lead in the area of CAV and BOLD GOALS ITS technologies. Internationally, having a strong programmatic IMPORTANT FACTORS theme was particularly useful in moving projects and deployments forward. In Europe, the major In CAR’s review of CAV and related activities, theme centered around safety and in particular on several important factors arose regarding the re- using technology to make the vehicle-roadway search, development, and deployment of these environment an active participant in assisting technologies. drivers. Projects focused largely on decreasing FORMING COALITIONS crash risks and reducing the negative conse- quences of crashes that do occur. In Asia, themes Compared to projects in the United States, suc- were just as important: South Korea’s concept of cessful projects in Europe tended to be backed by the “Ubiquitous City” has generated enthusiasm larger coalitions. European projects tended to from several cities who want to implement com- have significant participation from transportation munications technologies. Like Europe, Japan has agencies, communities, universities, research in- focused on safety as a central theme. In its ITS stitutions, and private industry. These public- Introduction Guide, the Ministry of Land, Infra- private partnerships have been instrumental to structure and Transport Japan credits a tragic bus successful tests and deployment, often driven by accident as the impetus to improve road safety a common goal of enhanced vehicle safety. On systems that lead to its ITS program. The interna- the other hand, partnerships for Asian projects tional examples have also demonstrated the use- were smaller and often similar to the size of fulness of bold goals in motivating achievements, American project partnerships, but tended to in- such as Sweden’s Vision Zero. volve national government agencies and manufacturers whereas American partnerships more GENERATING EXPERTISE frequently focused on universities and state agen- Working on CAV projects has been a boon to cies. These differences may reflect differences in several private companies, research institutions, funding mechanisms, governance, or stage in re- countries, states, and transportation management search and development for CAV programs

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 69 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES agencies. This survey of international efforts has number of equipped vehicles required for safety stressed the global nature of vehicle electronics, applications, however, leadership from national including the advantages of standardization to and state governments is crucial to the deploy- make it easier for automotive OEMs to offer the ment of connected vehicle safety technology. same communication technologies globally and Regulation has an important role; without legal the potential competition among suppliers requirements requiring integration of safety units worldwide. into vehicles, adoption of DSRC based safety ap- The example of the Industrial Technology Re- plications will be severely stunted or simply may search Institute of Taiwan providing not occur. Government agencies have the ability WAVE/DSRC communication units to support a and obligation to establish the argument for con- connected vehicle project in the U.S. demon- nected vehicle mandates to ensure adequate cov- strates the global nature of automotive research erage necessary to realize safety benefits. Regula- and development. Similarly Cohda Wireless of tion also plays an important role in the adoption of automated features in vehicles. Already, Australia has developed technology that has been involved in on-road trials around the world in NHTSA has regulated several automated vehicle projects such as DRIVE C2X in Europe and, the technologies and is considering regulation of ad- Connected Vehicle Safety Pilot in the United ditional safety systems. In addition, several U.S. States. Michigan companies wishing to play a states have taken steps toward regulating the use role in CAV technologies will need to keep this of fully automated vehicles on public roads in global lesson in mind and could stand to benefit order to facilitate testing activities from private from capturing larger markets if they take leader- firms. National level regulations may be required ship roles and foster international partnerships. to ensure the safety and facilitate mainstream Ford, through its Urban Mobility Initiative, has adoption of fully automated vehicles in coming shown signs of grasping this concept; GM, too, years. For now, though NHTSA has only issued through its European and Asian operations, is ac- guidelines for states considering regulations to tive overseas in CAV-related initiatives. permit fully automated vehicles on public roads (NHTSA 2013). Developing expertise as a way to create future opportunities is also applicable to national and STANDARDIZING GLOBAL/REGIONAL state agencies. For example, the Test Site Sweden ARCHITECTURES project was very useful in building up compe- Global standards and architectures for connected tence in Field Operational Tests and positioned vehicle technologies would strengthen the case Sweden to take a strong role in proposal phases for connected vehicle deployment. By using for a number of important European projects in- common equipment, the production volumes of cluding FESTA, SeMiFOT, and EuroFOT as well in-vehicle and roadside units can be increased, as other FOT related projects. Domestically, lead- helping to bring down unit costs. If not at the ing states have used past successes to demonstrate global level, then at least at the continental level, their ability to carry out work in competitive bids it makes sense to standardize equipment and ar- for federal projects. chitectures so that vehicle technologies can cross REGULATING TECHNOLOGY TO MAKE A borders without losing the benefits of a connected vehicle system and automakers can use a single STRONG BUSINESS CASE system in vehicles rather than using different sys- Successful deployment of CAV technologies re- tems for vehicles being purchased in different quires a strong business case. Some applications markets. such as infotainment, internet, and navigation systems will likely be covered by industry actors DSRC varies from 5.85 to 5.925 GHz in the Unit- responding to consumer demand. Due to the costs ed States to 5.875 to 5.925 GHz in Europe and of deployment, technological constraints, and the 5.775 to 5.845 GHz in Japan (PIARC-FISITA 2012). While various regions of the world have

70 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES slightly different standards, there has been signif- Challenge, EN-V, and NEDO Unmanned Vehicle icant work to harmonize standards. The European Technology Testing projects all use a combination Commission, for instance, has funded several of communications and vehicle-based sensor in- projects to create harmonized systems throughout puts. Most automated vehicle initiatives, such as Europe. Australia’s strongest argument for secur- Google’s self-driving car project, involve some ing 5.9 GHz bandwidth for ITS applications was form of on-board connectivity (3G) to facilitate that it would allow an Australian connected vehi- updates. cle system to be consistent with those in other Vehicles that use both connected and automated countries. To some extent, this logic may have technologies have the potential to deliver better already proved to be sound as the Connected Ve- safety, mobility, and self-driving capability than hicle Safety Pilot in Michigan in the U.S. includes can vehicles using either technological approach DSRC equipment vendors based in Australia alone (Silberg and Wallace 2012). Adding com- (Cohda Wireless) and Taiwan (ITRI). The United munications technology to vehicles equipped with States and Europe signed a joint declaration in sensor-based ADAS systems can improve per- 2009 pledging to use global standards when pos- formance, while decreasing cost. For instance, sible (RITA 2009). A similar agreement was adding DSRC to a vehicle system could eliminate signed between the United States and Japan in the need for some more expensive sensors. On the 2010 (RITA 2010). other hand, convergence could also reduce the CONVERGENCE OF CONNECTED AND required investment in infrastructure for connected vehicle systems. Furthermore, data fusion, AUTOMATED VEHICLE TECHNOLOGIES which involves combining data from various in- Several projects documented in this report inputs to produce useful information, enables great- volve both connected and automated vehicle er access to both redundant and complementary technologies. For instance, the SARTRE, KON- information, enabling more robust and compre- VOI, CyberCars, Grand Cooperative Driving hensive safety systems (Darms et al. 2010).

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MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 85 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES APPENDIX A. ABBREVIATIONS ABV – Automatisation Basse Vitesse Compass4D - Cooperative Mobility Pilot on AAC – Advisory Acceleration Control Safety and Sustainability Services for Deploy- AASHTO – American Association of State ment Highway and Transportation Officials COOPERS – Co-operative Systems for Intelligent ACMA – Australian Communications Media Au- Road Safety thority COSMO – Co-Operative Systems for Sustainable ADAS – Advanced Driver Assistance Systems Mobility and Energy Efficiency AKTIV – Adaptive and Cooperative Technolo- COVER – Semantic Driven Cooperative Vehicle gies for Intelligent Traffic Infrastructure Systems for Advanced eSafety Ap- AMAS – Autonomus Mobility Applique System plications AMTICS – Advanced Mobile Traffic Information CSS – Cooperative Safety Systems and Communication System CTAG – Centro Tecnológico de Automoción de ARTC – Automotive Research and Testing Cen- Galicia ter (Taiwan) CVI-UTC – Connected Vehicle/Infrastructure ASU – Arizona State University University Transportation Center ASV – Advanced Safety Vehicle CVII – Commercial Vehicle Infrastructure Inte- BRT – Bus Rapid Transit gration C2X – Car to anything (e.g. vehicle, infrastruc- CVIS – Cooperative Vehicle Infrastructure Sys- ture, cellular phone, handheld device, etc.) tems CACC – Cooperative Adaptive Cruise Control CVTA – Connected Vehicle Trade Association CACS – Comprehensive Automobile Traffic DARPA – Defense Advanced Research Projects Control System Agency CALM – Communications, Air-interface, Long DAS – Data Acquisition Systems DGT – Direc- and Medium range (wireless communication pro- ción General de Tráfico tocol) DIAMANT – Dynamische Informationen und Caltrans – California Department of Transporta- Anwendungen zur Mobilitätssicherung mit Adap- tion tiven Netzwerken und Telematikanwendungen or CAMP – Crash Avoidance Metrics Partnership Dynamic Information and Applications for as- CAN – Controller Area Network sured Mobility with Adaptive Networks and CAR – Center for Automotive Research Telematics infrastructure CAST – Convoy Active Safety Technology DITCM – Dutch Integrated Testsite for Coopera- CB – Citizen Band tive Mobility CCC – Connected Cruise Control DMS – Dynamic Message Signs CCTV – Closed Circuit Television DOT – Department of Transportation CICAS – Cooperative Intersection Collision DRIVE C2X – DRIVing implementation and Avoidance System Evaluation of C2X communication technology CICAS-SSA – Cooperative Intersection Collision DSRC – Dedicated Short Range Communication Avoidance System Stop Sign Assist DSSS – Driving Support Safety Systems CICAS-V – Cooperative Intersection Collision EAR – Exploratory Advanced Research Avoidance System for Violations eCoMove – Cooperative Mobility Systems and CITYLOG Sustainability and Efficiency of City Services for Energy Efficiency Logistics EMC – Electro-magnetic Compatibility CoCar – Cooperative Cars EN-V – Electric Networked-Vehicle COM2REACT – Cooperative Communication ERTICO – European Road Transport Telematics System to Realize Enhanced Safety and Efficien- Implementation Co-ordination Organization cy in European Road Transport ETC – Electronic Toll Collection

86 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES EV – Electronic Vehicle KONVOI – Development and Analysis of Elec- FDOT – Florida Department of Transportation tronically Coupled Truck Platoons FESTA – Field Operational Test Support Action LAN – Local Area Network FHWA – Federal Highway Administration LIT – Lighting and Infrastructure Technology FIRST – Freeway Incident Response Safety LTE – 3GPP Long Term Evolution Team M5 – CALM microwave medium at 5 GHz FOT – Field Operational Test MCNU – Multiband Configurable Networking FOT-Net – Field Operational Test Network Unit FOTsis – European Field Operational Test on MDOT – Michigan Department of Transportation Safe, Intelligent and Sustainable Road Operation MEDC – Michigan Economic Development Cor- FTE – Florida Turnpike Enterprise poration GHz – Gigahertz MLFF – Multi Lane Free Flow GNSS – Global Navigation Satellite System MnDOT – Minnesota Department of Transporta- GPRS – General Packet Radio Service tion GPS – Global Positioning System or Global Posi- MOBI.Europe – Integrated and Interoperable ICT tion Satellite Applications for Electro-Mobility in Europe HAR – Highway Advisory Radio MOBiNET - Europe-Wide Platform for Connect- HeERO – Harmonized eCall European Pilot ed Mobility Services HLSV – Hessian State Office of Road and Traffic MOLECULES – Mobility based on eLEctric Affairs Connected vehicles in Urban and interurban HMI – Human-Machine Interface smart, cLean, EnvironmentS HOT – High Occupancy Toll (traffic lane) MSU – Montana State University HOV – High Occupancy Vehicle (traffic lane) MTC – Metropolitan Transportation Commission HSPA – High-Speed Packet Access NCAR – National Center for Atmospheric Re- HTAS – High Tech Automotive Systems (Dutch search innovation program) NDS – Naturalistic Driving Studies IAP – Intelligent Access Program NEDO – New Energy and Industrial Technology ICM – Integrated Corridor Management Development Organization ICT – Information and Communication Technol- NextGenITS – Next Generation Intelligent ogies Transportation Systems ICT PSP – Information and Communication NHTSA – National Highway Transportation Technologies Policy Support Program Safety Administration INRIA – French National Institute for Research NRI – Notice of Regulatory Intent in Computer Science and Control NTRC – National Transportation Research Center IR – Infrared NTRCI – National Transportation Research Cen- ISM – Industrial, Scientific, and Medical (radio ter, Inc. band, 2.4 GHz) OBE – On Board Equipment ISMUF – IntelliDriveSM for Safety, Mobility, and OBU– On Board Unit User Fee Project OEM – Original Equipment Manufacturer ITRI – Industrial Technology Research Institute OPIM – Open Platform for Intelligent Mobility of Taiwan ORNL – Oak Ridge National Laboratory ITS – Intelligent Transportation Systems ORT – Open Road Tolling I-WAY – Intelligent Co-Operative System in PATH – Partnership for Advanced Transit and Cars for Road Safety Highways IWCU – ITRI WAVE/DSRC Communication PhD – Doctor of Philosophy Unit PRE-DRIVE C2X – PREparation for DRIVing KLiEn – Klima- und Energiefond (Austrian Cli- implementation and Evaluation of C2X commu- mate and Energy Fund) nication technology

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 87 INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES PVIS – Traffic Information Platform (For Sweden] COOPERS Project) TeleFOT – Field Operational Tests of Aftermar- RACS – Road Automobile Communication Sys- ket and No-madic Devices in Vehicles tem TMC – Traffic Management Center or Transpor- REACT – Realize Enhanced Safety and Efficien- tation Management Center cy in European Road Transport TNO – Netherlands Organization for Applied Re- RFID – Radio Frequency Identification search RHODESNG – Real-Time Hierarchical Optimized TOCC – Transportation and Operations Commu- Distributed Effective System Next Generation nication Center RISC – Rapid Incident Scene Clearance TRB – Transportation Research Board [of the Na- RITA – Research and Innovative Technology tional Academies of Science and Engineering] Administration TSS – Test Site Sweden RSE – Road-side Equipment U-City – Ubiquitous City RSU – Road-side Unit UA – University of Arizona RTMC – Regional Transportation Management UMTRI – University of Michigan Transportation Center Research Institute RWIS – Road Weather Information System UMTS – Universal Mobile Telecommunications SAE J2735 – Society of Automotive Engineers System or Universal Traffic Management Society standard for DSRC message sets of Japan SAFE TRIP-21 – Safe and Efficient Travel USDOT – United States Department of Transpor- through Innovation and Partnerships in the 21st tation Century, a USDOT program managed by the UTC – University Transportation Center Volpe Center UTMS – Universal Traffic Management Society SAFESPOT – Smart Vehicles on Smart Roads of Japan SAFETEA-LU – Safe, Accountable, Flexible, V2D, V2X – Vehicle to Device Communications Efficient Transportation Equity Act: A Legacy V2I – Vehicle-to-Infrastructure for Users V2V – Vehicle-to-Vehicle SAIC – Shanghai Automotive Industry Corpora- VAD – Vehicle Awareness Device tion VDOT – Virginia Department of Transportation SARTRE – Safe Road Trains for the Environ- VERTIS – Vehicle, Road and Traffic Intelligence ment Society SCORE@F – System Coopératif Routier Expé- VICS – Vehicle Information and Communication rimental Français System SeMiFOT – Sweden-Michigan Naturalistic Field VII – Vehicle-Infrastructure Integration Operational Test VII-C – Vehicle-Infrastructure Integration Con- Sevecom – Secure Vehicular Communication sortium simTD – Safe and Intelligent Mobility Test Ger- VSC – Virtual Traffic Control Sub-Center many VTTI – Virginia Tech Transportation Institute SISCOGA – Sistemas Cooperativos Galicia WAVE – Wireless Access in Vehicular Environ- SKY – Start ITS from Kanagawa, Yokohama ment smartCEM – Smart Connected Electro Mobility WDT – Weather Data Translator SMARTFREIGHT – Smart Freight Transport in WiMAX – Worldwide Interoperability for Mi- Urban Areas crowave Access, a telecommunications technolo- SPAT – Signal Phase and Timing gy providing wireless data, voice and video over SPITS – Strategic Platform for Intelligent Traffic long distances Systems WLAN – Wireless Local Area Network SRIS – Slippery Road Information System [in WTI – Western Transportation Institute

88 MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH INTERNATIONAL SURVEY OF BEST PRACTICES IN CONNECTED AND AUTOMATED VEHICLE TECHNOLOGIES APPENDIX B. GEOGRAPHICAL SUMMARY OF PROJECTS

By Continent By Country By U.S. State

Continent Projects Country Projects State Projects Asia 85 China 9 Arizona 3 Europe 159 India 1 California 28 North America 149 Israel 6 Colorado 2 Oceania 7 Japan 44 District of Columbia 4 Grand Total 400 Singapore 1 Florida 6 South Korea 17 Georgia 1 Taiwan 6 Idaho 1 Turkey 1 Illinois 2 Austria 2 Indiana 1 Belgium 10 Maryland 3 Finland 2 Massachusetts 2 France 14 Michigan 30 Germany 43 Minnesota 7 Greece 2 Missouri 1 Italy 12 Montana 10 Netherlands 21 Nevada 1 Norway 2 New Jersey 2 Portugal 1 New York 6 Romania 1 North Carolina 1 Spain 6 Ohio 1 Sweden 15 South Carolina 1 United Kingdom 9 Texas 5 Europe-Wide 19 Virginia 8 Canada 5 US-Wide 18 USA 144 Grand Total 144 Australia 6 New Zealand 1 Grand Total 400

MICHIGAN DEPARTMENT OF TRANSPORTATION & THE CENTER FOR AUTOMOTIVE RESEARCH 89