Lesson

Facing a gap in standards interpretation, the Tampa and New York City Connected Vehicle Pilot Sites worked together to harmonize message structure for pedestrian safety applications.

Experiences from the Connected Vehicle Pilot Deployment.



Background (Show)

Lesson Learned

One of the goals of the CV Pilot Deployments is to accelerate the deployment of interoperable connected vehicle technologies in the advancement of the national highway system. The vision for interoperable, consistent, and seamless communications exchange among CV systems and devices can only be achieved with precise, non-ambiguous standards in place. With many ITS communication standards still under development, the CV Pilot Sites worked together to ensure a common resolution of any ambiguities, and consistent [interoperable] use of the message content. This program became known as the "triples" and involved a careful review of all standard messages to ensure consistent use and interpretation of all data elements relevant to the planned applications.

The NYCDOT and Tampa (THEA) Pilot sites planned to achieve limited Vehicle-to-Infrastructure (V2I) interoperability through the successful transmission, reception, and parsing of the Signal Phase and Timing (SPaT) and MAP (intersection geometry) messages. Both THEA and NYCDOT are deploying pedestrian-related applications that utilize the exchange of SPaT and MAP messages to alert drivers of the presence of pedestrians in the crosswalk and to alert pedestrians when it is safe to cross. To ensure that the Tampa and New York applications would be consistent in messaging, THEA and NYCDOT worked together to harmonize the data elements they would be using in the SPaT and MAP messages.

As pedestrian safety applications rely upon accurate position information, it was critical that the systems from both sites perceived the crosswalk using the same parameters. In absence of a clarification on the interpretation of crosswalks within the MAP message in the North American profile of ISO 19091, THEA decided to adopt the interpretation of the European profile, while NYC’s solution was based on an approach only in the early stages of consideration by the Standards board. Though different, both sites’ approaches were compliant to the SAE J2735 standard regarding V2I communications at signalized intersections. To summarize, NYC’s preferred method digitally defined the crosswalk area as the area between the curbs, while THEA’s preferred method defined the crosswalk based on the sidewalk’s entry/exit point to the crossing (i.e. waiting area).

THEA’s reasoning for including the waiting area within the crosswalk area was to better protect pedestrians with visual disabilities by assisting them with identifying the safe waiting area. Issues considered included the definitions of geometric features, vehicular and pedestrian traffic paths, conflict points/zones, and MAP message sizes. In the end, it was decided that crosswalks within the MAP message should be implemented from both an infrastructure perspective (e.g. where the crosswalk lines are painted on the pavement) and the perspective of the pedestrian applications. Following this conclusion, NYCDOT is pressing forward with their original plans while THEA is refining their pedestrian application deployment concept.


Lesson Comments

No comments posted to date

Comment on this Lesson

To comment on this lesson, fill in the information below and click on submit. An asterisk (*) indicates a required field. Your name and email address, if provided, will not be posted, but are to contact you, if needed to clarify your comments.



Source

Connected Vehicle Pilot Deployment Program: Success Stories

Author: Glassco, Rick; James O'Hara; Barbara Staples; Kathy Thompson; and Peiwei Wang

Published By: USDOT Office of the Secretary for Research and Deployment

URL: https://www.its.dot.gov/pilots/success_lessonslearned.htm

Other Lessons From this Source

Lesson Contacts

Lesson Analyst:

Kathy Thompson


Rating

Average User Rating

0 ( ratings)

Rate this Lesson

(click stars to rate)


Lessons From This Source

Allow for increased coordination with the Interdepartmental Radio Advisory Committee (IRAC) early on in the DSRC licensing process to help reduce what is traditionally a very lengthy process.

Connected Vehicle Pilot Deployment Program yields program management best practices for integrating and testing large disparate systems.

Connected vehicles should rely on more than one data feed to determine accurate location and speed

Consider installing additional vehicle detection equipment if it is determined that there is not sufficient market penetration for CV traffic signal control applications to work at their full potential

Facing a gap in standards interpretation, the Tampa and New York City Connected Vehicle Pilot Sites worked together to harmonize message structure for pedestrian safety applications.

For pedestrian safety warning applications, opt to collect pedestrian location data from LIDAR sensors instead of pedestrian mobile devices that often have insufficient accuracy.

Incentivize participation in CV deployments through benefits such as toll discounts

Include technical, operations, and legal personnel in stakeholder meetings to address the requirements of the CV deployment and ensure that participants' privacy is being maintained

Incorporate standardized over-the-air update procedures to permit efficient firmware updates for connected vehicle devices.

Obtain working prototypes of CV applications from the USDOT’s Open Source Application Data Portal (OSADP) to prevent time spent doing duplicative software development

Prevent the need for channel switching (a safety hazard) by designing CV communications to include dual radios in each vehicle

Publish all CV planning documentation to serve as an example for other early deployers to follow

The USDOT’s three Connected Vehicle Pilots successfully demonstrate cross-site over-the-air interoperability among six participating vendors.

Use local student mechanics where possible to perform CV equipment installations to provide students with required trainee experience and to contain costs

Use on-board connected vehicle (CV) technology and SPaT / MAP infrastructure messages to prevent wrong way entries on reversible express lanes.

When installing antennas on streetcars to support wireless connected vehicle applications, verify that radio performance is not compromised by interference from high-voltage power lines.

Lesson ID: 2018-00844