Business Models to Facilitate Deployment of Connected Vehicle Infrastructure to Support Automated Vehicle Operations (2020) / Chapter Skim
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18 CHAPTER 2: ISSUES INFLUENCING PUBLIC AGENCY INVESTMENT IN CONNECTED VEHICLE INFRASTRUCTURE Vehicle connectivity is likely to be ubiquitous in 20 years (NASEM, 2019)
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19 • AASHTO's Connected Vehicle Field Infrastructure Footprint Analysis (Wright et al., 2014) • Cooperative Automated Transportation (CAT)
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20 Alternatively, the application does not necessarily require roadside equipment to be co-located at the location where benefits are anticipated, or if intermittent V2I connectivity could enable the application. o Low – the application does not use roadside infrastructure, or the roadside infrastructure does not include V2I communications.
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21 Table 2. CV Applications' Dependence on V2I and V2V CV Application Dependence on V2I Connectivity Dependence on Market Penetration of V2V Dynamic Eco-Routing Low Low Dynamic Ridesharing Low Low Dynamic Transit Operations Low Low Eco-Approach and Departure at Signalized Intersections High High Eco-Cooperative Adaptive Cruise Control Low High Eco-Freight Signal Priority High Low Eco-Integrated Corridor Management Decision Support System Low Low Eco-Lanes Management Low Low Eco-Multimodal Real-Time Traveler Information*
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22 Table 2. CV Applications' Dependence on V2I and V2V CV Application Dependence on V2I Connectivity Dependence on Market Penetration of V2V Intelligent Traffic Signal System I-SIG High Medium Intermittent Bus Lanes IBL High Low Intersection Movement Assist IMA Low High In-Vehicle Signage High Low Low Emissions Zone Management High Medium Mobile Accessible Pedestrian Signal System PED-SIG Medium High Oversize Vehicle Warning OVW Medium Low Pedestrian in Signalized Crosswalk Warning PSCW High Medium Performance Monitoring and Planning Low Low Queue Warning Q-WARN High Medium Railroad Crossing Violation Warning RCVW High Low Red Light Violation Warning RLVW High Low Reduced Speed Zone Warning / Lane Closure RSZW Medium Low Restricted Lanes Warnings Medium Low Road Use Charging Medium Low Road Weather Information and Routing Support for Emergency Responders Low Low Road Weather Information for Freight Carriers Medium Low Road Weather Information for Maintenance and Fleet Management Systems Low Low Road Weather Motorist Alert and Warning Medium Low Roadside Lighting High Low Route ID for the Visually Impaired Medium Medium Smart Parking (Travel Info, Eco Application, Park-and-Ride)
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23 Table 2. CV Applications' Dependence on V2I and V2V CV Application Dependence on V2I Connectivity Dependence on Market Penetration of V2V Transit Stop Request Medium Low Transit Vehicle at Station/Stop Warnings Medium Medium Variable Speed Limits for Weather-Responsive Traffic Management Low Low Vehicle Data for Traffic Operations VDTO High Medium Vehicle Turning Right in Front of a Transit Vehicle VTRFTV Low High *
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24 Individual elements of the DMA program bundles also may be implemented through applications other than those from the research and development products of the ITS JPO DMA bundles. In addition, other bundles of V2I applications can be packaged based on problems to be addressed and deploying agency context.
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25 benefits depend on combining information about the connected vehicle (speed, heading, and location) with other network information in DOT control (e.g., signal phase and timing (SPaT)
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26 Table 4. V2I Applications Requiring CV Infrastructure Investment V2I Applications External Benefits Internal Benefits Benefit Type Criticality of Wireless Communications Mobility Safety Enviro.
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27 Table 4. V2I Applications Requiring CV Infrastructure Investment V2I Applications External Benefits Internal Benefits Benefit Type Criticality of Wireless Communications Mobility Safety Enviro.
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28 A sequence of logical observations on the individual applications in Table 4 can help DOTs prioritize applications and identify those for which a business case may be made for investment beyond pilots and small-scale deployments. • While it is commonly understood that V2V applications address many of the safetyrelated benefits CVs offer, there is a substantial subset of V2I applications that provide safety benefits beyond what V2V can accomplish.
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29 line with their missions -- provided the costs are affordable and justified given other investment alternatives and risks. Considering the sequence of observations on V2I application benefits as a whole, it follows that there is an important subset of V2I applications that (1)
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30 Source: CAT Coalition 2020a Figure 4. Connected Vehicle Deployment Environment
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31 Table 5. CV Infrastructure Components, their Readiness Assessment and Impact on CV Infrastructure Investment Decision-making Key CV Infrastructure Component Readiness Level Observations Assessment of Impact on CV Infrastructure Decision-making in a 5- to 10-year Time Frame • Roadside Systems RSU radio transceiver technology for wireless communications with vehicles • DSRC-based RSUs that are brought into vehicles (as opposed to natively installed in vehicles by OEMs)
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32 Table 5. CV Infrastructure Components, their Readiness Assessment and Impact on CV Infrastructure Investment Decision-making Key CV Infrastructure Component Readiness Level Observations Assessment of Impact on CV Infrastructure Decision-making in a 5- to 10-year Time Frame Network interface devices to receive and transmit information via backhaul communications to the TMCs and back office systems • Generally ready, however, IP version 6 (IPv6)
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33 Table 5. CV Infrastructure Components, their Readiness Assessment and Impact on CV Infrastructure Investment Decision-making Key CV Infrastructure Component Readiness Level Observations Assessment of Impact on CV Infrastructure Decision-making in a 5- to 10-year Time Frame • ASDs or OBUs brought into the vehicle are available.
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34 Table 5. CV Infrastructure Components, their Readiness Assessment and Impact on CV Infrastructure Investment Decision-making Key CV Infrastructure Component Readiness Level Observations Assessment of Impact on CV Infrastructure Decision-making in a 5- to 10-year Time Frame CV Back Office System, which as part of the set of TMC ITS Systems, supports CVs and related applications by accessing data from DOT sources, generating and signing messages for security purposes, and accepting and managing data received from CVs and related processes like over-theair download management.
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35 Observations on the assessments presented in Table 5 will be used in chapter 3 to construct a decision-making rationale that considers the uncertainties complicating a clear path forward, including selection and availability of communication technology and market availability of equipped vehicles. These uncertainties will influence DOTs' logical selection and prioritization of V2I applications along several investment pathways.
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36 Table 6. Existing V2I Applications – Deployed or Deploying Pilot, Test Bed, or Project Scope of CV Infrastructure FL FDOT US 90 Tallahassee 21 intersections, 4 OBUs FL FDOT Gainesville SPaT Trapezium 50 RSUs, 7-mile corridor FL FDOT I-75 Florida's Regional Advanced Mobility Elements (FRAME)
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37 TSP = Transit Signal Priority; PED-SIG = Mobile Accessible Pedestrian Signal System; RLVW = Red Light Violation Warning; FSP = Freight Signal Priority; EVP = Emergency Vehicle Preemption; RSZW = Reduced Speed Zone Warning; I-SIG = Intelligent Traffic Signal System; CSW = Curve Speed Warning; SWIW = Spot Weather Impact Warning; Q-WARN = Queue Warning; INC-ZONE = Incident Scene Work Zone Alerts for Drivers and Workers; ATIS = Advanced Traveler Information System; PSCW = Pedestrian in Signalized Crosswalk Warning; RW alert = Road Weather Motorist Alert and Warning; SPP = Snowplow Priority; SPD-HARM = Speed Harmonization; VDTO = Vehicle Data for Traffic Operations; RCVW = Railroad Crossing Violation Warning; Eco-App/Dep = Eco-Approach and Departure at Signalized Intersections; IBL = Intermittent Bus Lane; RZW = Restricted Zone Warning; IVS = In-vehicle Signage; Eco-TST = Eco-Traffic Signal Timing Figure 5. Existing V2I Applications Deployed or Deploying, by Number While the popularity of an application does not mean it is ready to be deployed at scale immediately, it does indicate the level of interest among DOTs to study it and document its benefits.
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38 • Only four of the top 10 popular applications require safety-critical communications provided by DSRC; the remainder of the applications are mobility focused and do not need DSRC equipment. However, DOTs are testing these mobility applications in a DSRC CV environment.
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39 Table 7. Select Active V2I Application Deployments Agency Deployed Project and V2I Applications UDOT • 11-mile Redwood Road bus corridor, 24 intersections and 10 buses equipped with TSP • Active since November 2017 • Providing up to a 6 percent improvement in schedule reliability • Provo-Orem UVX BRT corridor, 47 intersections and 25 buses equipped with TSP • Active since December 2018 • Benefit study underway • 5 Salt Lake Valley corridors, 55 intersections, and 46 snowplows equipped with snowplow priority • Active since March 2019 • Benefit study underway Maricopa County DOT • 11-intersection test bed in Anthem, Arizona, with implementation of the full suite of MMITSS applications • Successful pilot tests of pilot test EVP, TSP, FSP, and pedestrian signal priority with equipped school buses, transit buses, and emergency vehicles • Expansion to the adjacent I-17 and to equipping Anthem residents' vehicles and public agency vehicles with OBUs FDOT • SPaT equipment (SPaT and MAP broadcasts)
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40 of investment. The team used these findings to begin to ascertain feasible investment pathways in the face of uncertainty.
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41 Table 8. CV Infrastructure Cost Categories Cost Category / Component Note / Examples Roadside Units / Roadside Equipment – Hardware Consider inclusion of RSU, mounting hardware, cabling, connection to traffic signal/ITS cabinet.
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42 Table 8. CV Infrastructure Cost Categories Cost Category / Component Note / Examples – CV Platform / Analytics Systems Engineering and Development Application-specific platform to manage its use in the field and analyze and make operational decisions based on real-time conditions if necessary.
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43 Connected Vehicle Infrastructure Investment Cost Data The research team collected CV infrastructure cost data from available pilot studies, test bed activities, and deployments. First, the team compiled a comprehensive "long list" of existing and planned deployments, focused on the United States, with some consideration of international initiatives.
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44 Table 9. CV Deployment Projects Providing CV Infrastructure Cost Information Sponsor Project Scope Pilot/ Test Bed Builds on Prior Test/ Pilot/ Deployment Applications to be Deployed over Planning Horizon (Currently in Use)
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45 Table 10. CV Infrastructure Component Unit Costs Equipment (per unit unless indicated otherwise)
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46 Table 10. CV Infrastructure Component Unit Costs Equipment (per unit unless indicated otherwise)
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47 tabulated are among the top considerations by DOTs as presented previously in Figure 5 and Table 9. These costs are sufficient to assess if a CV investment opportunity crosses a monetary threshold and warrants a more detailed business case analysis.
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48 Table 12. Relative Costs of CV Infrastructure Investment Requirements – Expert Judgment Cost Component Cost Share Roadside Units 15% Signal Controller Upgrade 10% ITS Equipment – New or Upgrade 10% Backhaul Network 10% Back Office / TMC 14% CV Platform and Application Development 25% Other – CV Standards Committee Participation 2% Other – Program Management 13% Other - Training 1% The key takeaway from Table 12 is the cost of the RSUs -- the most at-risk cost component because of uncertainty around communication technology -- relative to the total cost of V2I application deployments is on the order of 15 percent if new backhaul communication infrastructure is required to support the RSUs.
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49 might be adequate, may be supported by 4G-LTE or 5G cellular communications in a network mode without RSUs and related backhaul costs. Conclusions on Connected Vehicle Infrastructure Costs Consistent with the conclusions drawn from the assessment of CV infrastructure component readiness, the cost share analysis supports identifying several investment pathways for DOTs to follow, despite uncertainty over wireless radio communication technology and the timing of a significant share of OBU-equipped vehicles on roadways.
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50 readiness of CV infrastructure components required for any given V2I application alongside a current set of DOT pilot projects, test bed activities, and plans. It concluded that the readiness of key infrastructure components, outside communication technology selection and widespread availability of OBU-equipped vehicles, indicates few obstacles to making targeted investments in V2I applications today.
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