Introduction to Communications in Transportation

69A3551747115/Project: 06-008As new Intelligent Transportation Systems (ITS) and vehicle-to-everything (V2X) communication technology and protocols continue to emerge, additional training is needed for personnel working in the transportation sector. The Virginia Department of Transportation has already created a training program focusing on general topics pertaining to connected and automated vehicles (CAVs) and has recently identified a need for a more specific program focusing on communication technologies. To address this need, the Virginia Tech Transportation Institute team developed a 60-minute online learning program that includes a series of 10 narrated modules with slides, images, charts, videos, and learning assessments. The training provides a high-level overview of the types of communications that support ITS, traffic management, and connected vehicle environments. The training includes descriptions of the communication technologies, protocols, performance metrics, use cases, and data security. The included communication technologies are currently being utilized by infrastructure owner-operators (IOOs), original equipment manufacturers (OEMs), and industry technology providers

Private 5G Technology and Implementation Testing

69A3551747115/06-006NEC developed a Video Analytics implementation for traffic intersections using 5G technology. This implementation included both hardware infrastructure and software applications supporting 5G communications, which allows low latency and secure communications. The Virginia Tech Transportation Institute (VTTI) worked with NEC to facilitate the usage of a 3,400- to 3,500-MHz program experimental license band without SAS integration to successfully implement a private 5G deployment at the VTTI Smart Road intersection and data center. Specific use cases were developed to provide alerting mechanisms to both pedestrians and vehicles using cellular vehicle-to-everything/PC5 technology when approaching a traffic intersection and a dangerous situation is detected

Smart Work Zone System

69A3551747115/VTTI-00-036In the previous Safe-D project 04-104, a prototype wearable Personal Protective Equipment vest that accurately localizes, monitors, and predicts potential collisions between work zone (WZ) workers and passing motorists was developed and demonstrated. The system also notifies the worker when they\u2019re about to depart geo-fenced safe areas within WZs. While the design supported a successful functional demonstration, additional design iteration was required to simplify, ruggedize, and reduce per unit costs to increase the likelihood of broader adoption. In addition, two new useful components were identified that support a more effective deployment package. One of these components is a Base Station that provides an edge computing environment for alert algorithm processing, consolidates communications of individual worker positions via a 4G link to a cloud computing environment, and can be coupled with a local roadside unit to support the broadcast of WZ information to connected and automated vehicles. The second component is a Smart Cone device that was added to help automatically define safe area boundaries and improve communications reliability between workers and the Base Station. This entire package was developed to support a broader scale deployment of the technology by the Virginia Department of Transportation

Evaluation Tools for Low-Speed Automated Vehicle (LSAV) Transit Readiness of the Area

69A3551747115/Project 05-113Automated shuttles are small, low-speed (generally less than 25 mph) vehicles that do not require a human operator, though to date all have included an onboard human attendant. This project aims to assess the limitations that the EasyMile EZ10 Gen 3 low-speed automated vehicle (LSAV) encountered while operating on public roadways. The primary interests are to evaluate the infrastructure elements that posed the most challenges for the LSAV during its deployment. Further, the EasyMile EZ10 Gen 3 is advertised as being capable of operating at SAE International Level 4 Automated Driving System capability in certain ODDs. Accordingly, the team deployed the LSAV with the expectation that it would be operated at SAE Level 2 capability. The human safety operator was required to intervene in scenarios beyond the vehicle\u2019s automated functional capability. The results of this analysis indicated that the LSAV operated at a lower than expected speed, experienced a high frequency of disengagements, and had a regular need for safety operator intervention. These results suggest that the EZ10 Gen 3 vehicle is not yet operating at SAE International Level 4 capability on routes with moderate complexity

Infrastructure-Based Performance Evaluation for Low-Speed Automated Vehicle (LSAV)

This study assessed the limitations of the EasyMile EZ10 Gen 3 low-speed automated vehicle (LSAV) while operating on public roadways. The primary interest was to evaluate the infrastructure elements that posed the greatest challenges for the LSAV. A route was chosen that would satisfy a legitimate transit need. This route included more operational complexity and higher traffic volumes than a typical EasyMile LSAV deployment. The results indicate that the LSAV operated at a lower-than-expected speed (6 to 8 mph), with a high frequency of disengagements, and a regular need for safety operator intervention. Four-way stop-sign controlled intersections, three-lane roads with a shared turning lane in the middle, open areas, and areas without clear markings were the most challenging for the LSAV. Some important considerations include the need to have LSAVs operate on roadways where other vehicles may pass more safely, or on streets with slower posted speed limits. Additionally, the low passenger capacity and inability to understand where passengers are located onboard make it hard for the LSAV to replace bus transits. Currently, the LSAV is best suited to provide first/last-mile services, short routes within a controlled access area, and fill in gaps in conventional transits