Review of the USDOT Report on Connected Vehicle Initiative Communications Systems Deployment (2015) / Chapter Skim
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April 28, 2015 The Honorable Anthony R Foxx Secretary U.S.
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2 After the committee was convened, it reviewed USDOT's draft report,1 referred to here as the "DSRC report." The committee subsequently held one 2-day meeting, at which time it was briefed by the main authors of the DSRC report, USDOT staff, and invited stakeholders; gave the public an opportunity to comment; and deliberated in private on the contents of this report. The names and affiliations of the participants in the meeting are included in Enclosure C
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3 The committee believes that, contrary to the impression conveyed in the DSRC report, other important unknowns and uncertainties will also need to be resolved for the benefits of the connected vehicle initiative to be realized. As discussed in greater detail in a subsequent section of this report, most of these unknowns and uncertainties depend on how the program will be implemented by government and industry, and many implementation details have not been resolved.
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4 5. Preferencing of Technologies for V2I Applications The report appropriately preferences 5.9 GHz DSRC for crash-imminent safety applications but allows for other communication technologies for other applications.
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5 but it did not have access to the reports themselves, which are still under review by NHTSA. Before the substance of the DSRC report itself is discussed, a note about terminology is needed.
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6 and the communications latency." The default BSM repeat interval is 100 msec (for example in the Safety Pilot Model Deployment)
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7 The report notes that administration policy has directed "the FCC to identify and make available 500 Megahertz (MHz) of spectrum over the next 10 years to share with wireless broadband use." It also notes that a group of federal agencies advising FCC has recommended allowing the sharing of spectrum that overlaps with the 5.9 GHz band and that federal legislation directs the Department of Commerce to evaluate "spectrum-sharing technologies and the risk to users" in this same band.
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8 with their counterparts in FCC, who could be helpful in identifying and addressing some of the possible sources of interference in the 5.9 GHz band. The committee also believes that V2V and V2I should be considered by FCC as a safety service.
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9 Scalability The issue of scalability concerns whether DSRC technologies can manage the volume of messages that would be broadcast within the 300-meter range of DSRC devices without being overwhelmed at expected maximum vehicle density in traffic. The potential could be even greater in urban environments with the pedestrian applications being contemplated.
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10 to broadcast spurious warnings. Operating agencies plan to utilize the latest USDOT-led security system design, which will affect operations and maintenance budgets.
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11 would improve intersection safety. It fails to describe the benefits that are likely to come from V2I intersection safety applications and how these benefits have been considered in ascribing safety benefits to the IMA and LTA V2V applications.
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12 traffic controllers generate accurate SPaT data. (V2I efficacy at full scale-up also assumes ubiquitous accurate intersection map geometry data, but how these data would be systematically produced across the nation is not indicated in the DSRC report.)
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13 data need to be assured. A "hard" sensor failure is relatively easy to identify, and appropriate action can be taken to correct the situation via built-in redundancy or some other form of data correction.
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14 federal-aid system, and DSRC will add new, more sophisticated technologies that will require ongoing upkeep expenditures. Moreover, many of the nation's busiest intersections that would be priority candidates for V2I infrastructure and applications may not even be on the federal-aid system, and a new financial burden on county and municipal governments that can barely afford to retime traffic signals on a regular basis would be imposed.
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15 4. Consistency with ITS Architecture and Standards Section 4.II.B of the DSRC report, Role of the National ITS Architecture in Deployment, provides good guidance on the close relationship of the proposed deployment of DSRC to the National ITS Architecture.
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16 Conclusion In conclusion, the committee, as charged, reviewed the USDOT Status of the Dedicated Short Range Communications Technology and Applications [Draft] Report to Congress.
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