Connected and Automated Vehicles (CAV) Program Roadmap · 2018-05-08 · Turnpike’s CAV program...

Connected and Automated Vehicles (CAV) Program Roadmap

Prepared by: AECOM Michael Baker InternationalInformation Logistics, Inc.Texas Transportation Institute

Prepared for Pennsylvania Turnpike Commission

April 2017

i

TABLE OF CONTENTS Executive Summary ............................................................................................................................................................ 1 1. Introduction................................................................................................................................................................ 6

1.1 CAV Background ................................................................................................................................................. 6 1.1.1 CV Technology Background ........................................................................................................................... 7 1.1.2 AV Technology Background ........................................................................................................................... 8 1.1.3 National CV Technology Timeline .................................................................................................................. 8 1.1.4 The History of CAV Integration in the PTC ................................................................................................... 10 1.1.5 Recent CAV Deployments within the PTC .................................................................................................... 11

1.2 CAV Roadmap Goals......................................................................................................................................... 11 1.1.6 Roadmap Approach ..................................................................................................................................... 12 1.1.7 CAV Program Roadmap Assumptions .......................................................................................................... 12

2. Focus of Applications ............................................................................................................................................... 14 2.1 Goals ................................................................................................................................................................ 14 2.2 Objectives ........................................................................................................................................................ 14 2.3 Core Focus Areas .............................................................................................................................................. 15

3. Foundational Needs ................................................................................................................................................. 16 4. Prioritized CAV Program Applications ...................................................................................................................... 18 5. List of Short‐Term Projects ....................................................................................................................................... 20

5.1 Work Zone Safety CAV Pilot: Mobile and Maintenance Patterns Warning (Planned) ..................................... 20 5.2 Roadway Safety CAV Pilot: Curve and Ramp Warning (Planned) ................................................................... 21 5.3 Road Weather CAV Pilot: Spot Weather Impact Warning (Planned) ............................................................... 21 5.4 Connected Truck Mounted Attenuator Pilot (On‐going) ................................................................................. 22

6. Sources of Funding ................................................................................................................................................... 23 6.1 Internal Sources of Funding ............................................................................................................................. 23 6.2 Outside Sources of Funding ............................................................................................................................. 24 6.3 Partnerships ..................................................................................................................................................... 25

7. Implementation Strategy ......................................................................................................................................... 27 7.1 Short‐Term Implementation Plan .................................................................................................................... 27

7.1.1 Initial Deployments / “Quick Wins” ............................................................................................................. 27 7.1.2 Planning and Prioritization .......................................................................................................................... 28

7.2 Mid‐Term Implementation Plan ...................................................................................................................... 29 7.3 Long‐Term Implementation Plan ..................................................................................................................... 29

8. Concluding Remarks and Recommendations ........................................................................................................... 31 Appendix A – Suggested Updates to PTC Policies ............................................................................................................ 32 Appendix B – TE&O CAV Preparedness – Current Efforts ................................................................................................ 33 Appendix C – Foundational Need/Considerations Descriptions ....................................................................................... 34 Appendix D – PTC Potential Applications ......................................................................................................................... 38 Appendix E – CVRIA Application Physical Interconnect Diagrams .................................................................................... 39 Appendix F – CAV Project Sheets ...................................................................................................................................... 58 Appendix G – CAV Application Unit Costs ........................................................................................................................ 65 Appendix H – PA Turnpike Curve/Ramp Warning – Critical Locations ............................................................................. 66 Appendix I – PA Turnpike – Weather Hotspots ................................................................................................................ 67

ii

LIST OF FIGURES Figure 1. What are Connected and Automated Vehicles? ................................................................................................. 6 Figure 2. USDOT CV Program ‐ Deployment Approach ...................................................................................................... 9 Figure 3. CAV Program Roadmap Approach ..................................................................................................................... 12 Figure 4. CAV Program Goals ............................................................................................................................................ 14 Figure 5. PTC Goals, Objectives, and Core Focus Areas .................................................................................................... 14 Figure 6. CAV Roadmap ‐ Foundational Need Areas ........................................................................................................ 16 Figure 7. Prioritized PTC Applications by Timeframe ....................................................................................................... 19 Figure 8. PTC Core Focus Areas, CV Applications, and List of Projects ............................................................................. 20 Figure 9. Project Selection Process ................................................................................................................................... 29

LIST OF TABLES Table 1. SAE V2X Communication Message Types ............................................................................................................. 7 Table 2. SAE International Levels of Vehicle Automation .................................................................................................. 8 Table 3. PTC CAV Roadmap Goals ..................................................................................................................................... 12 Table 4. Foundational Needs ............................................................................................................................................ 17 Table 5. PTC CV Application Potential Third Party Partnership Service Areas ................................................................. 26

Rev 1; April 2017 1

EXECUTIVE SUMMARY The Pennsylvania Turnpike Commission (PTC) has a mission to provide a toll road system that is valued by their customers as being safe and reliable, while supporting national mobility and commerce. Traditional technologies, such as intelligent transportation systems (ITS), including road weather information systems (RWIS), electronic tolling, and smartphone‐based motorist information applications, have been and will continue to be applied by the PTC to address safety, mobility, and operational concerns. However, the PTC delivers their mission and enhances the services they provide by remaining engaged as a visionary leader in the application of innovative transportation technologies, such as exploring and preparing for connected and automated vehicles (CAV) on the Pennsylvania Turnpike. Turnpike’s CAV program roadmap defines the CAV core focus areas, prioritized CAV applications for implementation, CAV foundation needs and considerations, CAV “Quick Win” projects, funding sources, and the implementation framework along with a set of action plans. The goals of the CAV Roadmaps are:

PTC CAV Roadmap Goals

Refine operational vision, goals, and objectives.

Identify objectives and core focus areas to address with CV technology solutions.

Align PTC's goals with national connected vehicle architectures.

Identify foundational needs for today, tomorrow, and the future that will need to be in place.

Plan and prioritize future projects and associated funding needs.

Provide input to state agencies on legislation and regulatory needs to support the CAV Program.

Provide input to PTC's TOP Program, Long Range Plan (LRP), capital plan, operating budget, and joint plan with PennDOT.

Define action plans to execute the road map and allocate resources.

Develop an operations and maintenance strategy for applications.

The United States Department of Transportation (USDOT) has led efforts nationally to develop initiatives and promote technology that combats the negative safety and congestion related impacts occurring on our roadways. Human errors are consistently determined to be the largest contributing factor, approximately 94%, of all motor‐vehicle crashes, which has annually led to an approximate 33,000 fatalities across the nation, from 2009 through 2014. In addition to the cost of human life, resulting injuries, and loss of property; motorists are also faced with congestion related system inefficiencies, costing an annual $160 billion in wasted time and fuel. In total, the fuel consumed in moving people and goods, or sitting idle in traffic, contributes to nearly 24% of the Greenhouse Gas Emissions throughout the country.

As identified in the following table, the CAV program identifies the core focus areas for CAV applications based on Turnpike’s established Goals and Objectives defined as part of the Turnpike Strategic Plan.

2

Turnpike Strategic Plan Goals

Safety Mobility

Objectives

Reduce the number and severity of:

All crashes

Crashes in work zones

"On‐the‐job" injuries to employees

Objectives

Achieve an efficient toll collection system through the increased use of E‐Z Pass and expanded use of toll collection alternatives.

Increase mobility and reliability in travel time.

Core Focus Areas

Work Zone Safety

Traffic Incident Management

Roadway Safety

Road Weather Safety

Core Focus Areas

Traveler Information

Tolling

Traffic Network

Freight

The table below identifies the prioritized CAV applications in the core focus areas for implementation over the next 10 years (the duration of the Capital Plan). USDOT provides an implementation framework for these CAV applications.

Core Focus Area CAV Application

Safety

Work Zone Safety

Warnings about Upcoming Work Zone

Warnings about Hazards in a Work Zone

Incident Scene Work Zone Alerts for Drivers and Workers

Roadway Safety

Curve Speed Warning

Queue Warning (Q‐WARN)

Reduced Speed Zone Warning/Lane Closure


Incident Scene Pre‐Arrival Staging Guidance for Emergency Responders (RESP‐STG)

Road Weather Information and Routing Support for Emergency Responders

Advanced Automatic Crash Notification Relay (EVAC)

Reduced Speed Zone Warning/Lane Closure (Work Zone Safety)

Road Weather Safety

Variable Speed Limits for Weather‐Responsive Traffic Management (WxTINFO)

Road Weather Information for Maintenance and Fleet Management Systems

Road Weather Motorist alert and Warning (MAW)

Spot Weather Impact Warning

Mobility

Traveler Information Advanced Traveler Information Systems

In‐Vehicle Signage

Tolling Electronic Toll Collection

Road Use Charging (Congestion Pricing)

Traffic Network

Speed Harmonization (SPD‐HARM)

Vehicle Data for Traffic Operations

Enhanced Maintenance Decision Support System (Enhanced MDSS)

Performance Monitoring and Planning

Freight Traveler Information‐Smart Parking

3

To implement the above CAV applications, several foundational needs are identified. These foundational needs, when met, will allow for successful deployment of CAV applications. While the foundational needs are required to be met for certain CAV applications, it may not be necessary for others. The following table identifies the foundation needs for the Turnpike’s CAV applications.

Category Foundational Needs

Policy & Business

Develop or update existing policies and procedures to support CAV planning, deployments, operations, and maintenance. (See Appendix A for potential impacted existing policies that may need to updated)

Update existing documents including the Construction Operations Manual (COM), Design Operations Manual (DOM), Continuity of Operations Plan (COOP), Maintenance Manual, and Disaster Recovery Documents.

Workforce Identify and develop workforce skills, expertise, and capabilities needed to carry out the CAV planning, deployment, operations, and maintenance.

IT/Comm/Security Prepare, develop, and implement a robust communication network to satisfy the demands of

CAV applications. Consider cyber‐security and privacy needs.

Define enterprise‐wide data management strategies.

Infrastructure

Plan and deploy roadside infrastructures to enable CAV applications.

Develop CAV technologies on Turnpike Vehicles.

Prepare TOC, ATMS, GIS, weather forecasting tools, and TripTalk, for CAV applications.

Outreach & Collaboration

Outreach and collaborate with internal and external stakeholders including legislative members, PennDOT, other State agencies, researchers, and other third parties

Prepare to share data with other third parties.

Others Develop funding strategies to support the implementation of CAV applications.

Develop CAV applications’ operations and maintenance strategies.

Having considered the impacts of the foundational needs and determined potential CV applications, it then becomes important to identify the next steps towards the first practical implementations. The first concern is to identify how to properly fund the CAV technology projects, both capital and on‐going operations and maintenance, for implementation. The PTC capital plan identifies the capital projects for implementation. The Operating budget defines the budget for Turnpike’s operation and maintenance.

Based on the funding availability and the opportunity to optimize benefits, the implementation of applications was broken down into three stages: short‐term (0‐4 years), mid‐term (4‐10 years), and long‐term (beyond 10 years) deployments.

4

Short‐Term 0‐4 Years ▼

Mid‐Term 4‐10 Years ▼

Long‐Term Beyond 10 Years ▼

Warnings about Upcoming Work Zone (Work Zone Safety)

Advanced Traveler Information Systems (Traveler Information)

Incident Scene Work Zone Alerts for Drivers and Workers (Traffic Incident Management)

Electronic Toll Collection (Tolling)


Traveler Information‐Smart Parking (Traveler Information)

Curve Speed Warning (Roadway Safety)

Spot Weather Impact Warning (Road Weather Safety)

Incident Scene Pre‐Arrival Staging Guidance for Emergency Responders (Traffic Incident Management)

Road Weather Information for Maintenance and Fleet Management Systems (Road Weather Safety)

Variable Speed Limits for Weather‐Responsive Traffic Management (Road Weather Safety)

Road Weather Motorist Alert and Warning (Road Weather Safety)

In‐Vehicle Signage (Traveler Information)

Queue Warning (Roadway Safety)

Warnings about Hazards in a Work Zone (Work Zone Safety)

Speed Harmonization (SPD‐HARM) (Traffic Network)


Vehicle Data for Traffic Operations (Traffic Network)

Performance Monitoring and Planning (Traffic Network)

Enhanced Maintenance Decision Support System (Traffic Network)

Advanced Automatic Crash Notification Relay (EVAC) (Traffic Incident Management)

Road Weather Information and Routing Support for Emergency Responders (Traffic Incident Management)

The deployment of CAV technology will occur first through a project by project occurrence, rather than a system‐wide installation. Typical early deployments of CV applications will only be pilots or installations at specific locations. Deployment in this manner allows for evaluation of the CV applications and the availability of funding to grow. Immediate deployments of CV applications with currently available funding are identified as “Quick Win” projects, which correlate to CV applications from the short‐term timeframe. One of two potential “Quick Win” options are identified for deployment and piloting of safety related CAV applications over the next year.

CAV Safety Core Focus Areas CV Applications “Quick Win” Projects

Work Zone Safety


Roadway Safety

Road Weather Safety




Curve Speed Warning


Option 1 (Pick one):

Mobile and Maintenance Patterns Warning (Line Painting; MP 319‐326; MP 202‐206)

Curve and Ramp Warning Systems (Breezewood Interchange)

Road Weather Information Systems (Mile Marker 288)

Option 2:

Connected Truck Mounted Attenuator Pilot

5

As the initial “Quick Win” projects are deployed, refinement to the plans developed for the short‐, mid‐, and long‐term will continue. After each timeframe, the planning and prioritization of projects is reviewed again, as it is imperative to reassess the relevancy of CAV applications, review new technology that has been developed in the meantime, available funding, and reevaluate the PTC’s goals, objectives, and foundational needs. A seven step action plan was developed to provide guidance through the PTC’s continued development of CAV program.

1. Develop and update policies and procedures required for CAV implementation.

2. Continue participating in the USDOT, FHWA, ITSA, NHTSA and other national and local initiatives

3. Continue outreach and collaboration with internal and external stakeholders.

4. Address foundational needs. Leverage existing projects identified in the capital plan for funding.

5. Plan, deploy, test, operate, maintain, and evaluate “quick‐win” pilot work zone, curve/ramp warning, and road weather CV applications.

6. Apply for funding opportunities through grants and other federal initiatives to implement additional CV applications.

7. Develop internal workforce skills by participating in CAV relating training and seminars.

After the initial “Quick Win” projects, funding for each fiscal year throughout the next ten years is identified at $500,000 per year. While this annual funding will allow continued deployments, additional funding opportunities were identified that may allow for aid in the fulfillment of the foundational needs and deployment of CAV applications.

The CAV Roadmap is the first step in defining the early pathway forward for the PTC to embark upon the planning, deployment, and integration of CAV solutions on the Pennsylvania Turnpike. The Roadmap will support future efforts across the PTC such that needs of a successful CAV program and deployment become part of the standard business processes associated with capital planning, infrastructure design, deployment, operation, and maintenance. The initial deployments to come from the Roadmap are the execution of “Quick Wins”. Funding capabilities and the fulfillment of the identified foundational needs will be important factors in the continued deployment of Turnpike’s CAV Program. The Roadmap is intended to evolve as technology is implemented along the turnpike. As such, plans for CV applications and funding for future deployments, operations, and maintenance costs will need to be evaluated and adjusted as benefits are realized.

It should be noted that the CAV Roadmap is oriented more towards CV rather than AV since development of AV will most likely be dictated by the private sector. The Turnpike will play minimal role with AV. To prepare for the AV, it will be vitally important to keep well‐maintained pavement markings and roadside signage, supporting the operation of optical sensors. Any preparations for AV operations individually would require an inspection/upgrade to all pavement markings and signing. Since the path of AV is mostly driven by the private sector and is still mostly unknown, it is recommended that the Turnpike take the “wait and watch” approach towards AV prior to making significant investment preparing for the AV.

6

1. INTRODUCTION The Pennsylvania Turnpike Commission (PTC) has a mission to provide a toll road system that is valued by their customers as being safe and reliable, while supporting national mobility and commerce. Traditional technologies, such as intelligent transportation systems (ITS), including road weather information systems (RWIS), electronic tolling, and smartphone‐based motorist information applications, have been and will continue to be applied by the PTC to address safety, mobility, and operational concerns. However, the PTC delivers their mission and enhances the services they provide by remaining engaged as a visionary leader in the application of innovative transportation technologies.

The United States Department of Transportation (USDOT) has led efforts nationally to develop initiatives and promote technology that combats the negative safety and congestion related impacts occurring on our roadways. Human errors are consistently determined to be the largest contributing factor, approximately 94%, of all motor‐vehicle crashes, which has annually led to an approximate 33,000 fatalities across the nation, from 2009 through 2014. In addition to the cost of human life, resulting injuries, and loss of property; motorists are also faced with congestion related system inefficiencies, costing the U.S. an annual $160 billion in wasted time and fuel. In total, the fuel consumed in moving people and goods, or sitting idle in traffic, contributes to nearly 24% of the total Greenhouse Gas Emissions throughout the country. While it is true that existing transportation technologies are successful in reducing these statistics, the USDOT and many others feel that emerging technologies will drastically affect those statistics. The emergence and documented value of connected and automated vehicle (CAV) technology, through early testing and deployment, indicate that CAV technology will create a substantial positive impact on safety, mobility, and environmental quality of our nation’s roadways, once deployed.

To achieve the benefits of successfully applied CAV technology along the Pennsylvania Turnpike, a clearly defined direction for CAV deployments needs to be established. The path towards applying CAV technology

within the Pennsylvania Turnpike is described within this document, the CAV Roadmap. The roadmap provides a background on CAV technology, key areas of focus for CAV technology use, needs that are required of and for the Turnpike as a whole, a potential list of prioritized CV applications, initial deployment projects, and the next steps to implement potential projects.

1.1 CAV BACKGROUND CAV technology incorporates both connected vehicle (CV) and automated vehicle (AV) technology. Separating CAV technology into these two terms, aids in the initial understanding of the capabilities available in these vehicles. In general, connected vehicles (CVs) are vehicles equipped with the low‐latency communication systems, consisting of either Dedicated Short‐Range Communication (DSRC) radios, Wi‐Fi, or cellular data communications. CV communication systems permit anonymous, timely, standardized, and secure communication with similar nearby communications equipment. Communications may be either vehicle‐to‐vehicle (V2V), vehicle‐to‐infrastructure (V2I), or vehicle‐to‐device (V2X), which encompasses both V2V and V2I. The CVs, transportation agencies, and third‐party agencies then utilize the data obtained from V2V or V2I transmissions, through the operation of both onboard and agency based applications, to enhance customer safety and mobility. While CVs exploit the use of communication, AVs are equipped with a variety of embedded technologies that support, augment, or fully control the operation of the individual vehicle as it travels the roadway without communication to other nearby vehicles or infrastructure.

Our Mission: To operate a safe, reliable, customer-valued toll road system that supports national mobility and commerce.

Figure 1. What are Connected and Automated Vehicles?

7

Since a general/brief understanding of the technology has been presented, throughout the remainder of this document ‘CAV’ will refer to the vehicles, Program, Roadmap, and deployment of connected vehicle technology as a whole, inclusive of both connected vehicles and connected and automated vehicles; meanwhile, ‘CV’ will refer to the technologies, communications, and applications that allow both connected vehicle and connected and automated vehicles to function as intended.

While both CV and AV technologies operate in separate and independent manners, the technologies do not necessarily conflict with one another. To the contrary, the USDOT anticipates that vehicles will emerge with an integrated combination of both connected and automated vehicle technology, providing the greatest value and benefit to motorists. Figure 1, from the USDOT, provides a graphical depiction of the individual applications of both CVs and AVs and further depicts the merging of the two technologies.

1.1.1 CV TECHNOLOGY BACKGROUND

CV technology allows for a communication link between each vehicle’s onboard computer and nearby vehicles or infrastructure. The Society of Automotive Engineers (SAE) has divided the information available to and from each vehicle into 16 individual messages, shown in Table 1. Each individual type of message provides additional informationactions taken after a message is received. For the information to or received from nearby vehicles from the infrastructure, it is important to determine the specific applications that are to be utilized. On December 16, 2016, the USDOT announced their intention of proposed rulemaking for V2V Communication, which if implemented, would require automobile manufacturers comply with enabling V2V communication technology on all new light‐duty vehicles starting in 2023. A final rule mandating the inclusion of V2X communications on all new vehicles is expected to be released in the near future, however, no such date has been officially released.

Table 1. SAE V2X Communication Message Types

Message Type Purpose

Basic Safety Message Conveys vehicle state information necessary to support V2V safety applications.

Common Safety Message A vehicle uses this to request specific state information from another vehicle.

Emergency Vehicle Alert Alerts drivers that an emergency vehicle is active in an area.

Intersection Collision Avoidance Provides vehicle location information relative to a specific intersection.

Map Data Sent by RSI to convey the geographic description of an intersection.

NEMA Corrections Encapsulates one style of GPS corrections – NEMA style 183.

Personal Safety Message Generic message with flexible content.

Probe Data Management Sent by RSU to manage the collection of probe data from vehicles.

Probe Vehicle Data Reports vehicle status over a given section of road; aggregated to derive road conditions.

Road Side Alert Sent by RSU to alert passing vehicles to hazardous conditions.

RTCM Corrections Encapsulates a second style of GPS corrections – RTCM.

Signal Phase and Timing Message Sent by RSU as a signalized intersection to convey the signal’s phase and timing state.

Signal Request Message A vehicle uses this to request either a priority signal or signal preemption.

Signal Status Message Sent by RSU to convey the status of signal requests.

Traveler Information Message Sent by RSU to convey advisory and road sign types of information.

Test Messages Table derived from Kenney, J. B. (2011). Dedicated short‐range communications (DSRC) standards in the United States. Proceedings of the IEEE, 99(7), 1162‐1182.

Rev 1; April 2017 8

Table 2. SAE International Levels of Vehicle Automation

1.1.2 AV TECHNOLOGY BACKGROUND

In September of 2016, the USDOT and National Highway Traffic Safety Administration (NHTSA) published the Federal Automated Vehicles Policy which formally adopts the level‐based narrative description of variations in autonomous vehicle features and capabilities as defined by the Society of Automotive Engineers (SAE), shown in

Table 2. Vehicles currently for sale and typically traveling on our roadways range from Level 0 through Level 2. Level 0 vehicles are typically older vehicles or base models of newer vehicles. Level 1 vehicles are typically available as options on base model vehicles or available on higher‐end vehicles. Level 2 vehicles are typically only late model vehicles and are typically higher end models. Most manufacturers are focusing production between either Levels 0, 1, and 2 or Level 4, to avoid driver confusion, expectation, or responsibility while under autonomous control. One of the largest confusions to arise with AV technology is the driver expectation of Level 3 vehicles being more in alignment with a Level 4 equipped vehicle, in which the drivers

often expect too much of the vehicle’s capabilities and disengage in the driving task, leading to near‐misses, crashes, and injuries. Based upon these real‐world occurrences and the rapid advancement in automation technology it is forecasted that many manufacturers will seek to move from Level 2 to Level 4 equipped vehicles that include fallback safety features should the driver be non‐responsive while automated operation is active. Continued advancement of AV technology will likely be developed through private sector vehicle manufacturers, suppliers, and other innovative startup companies with industry forecasts stating that Level 4 AVs may be publicly available for purchase by 2020. Early deployments of Level 4 AV may be limited to specific regions, such as central business districts, and the AV may either not leave or will require driver intervention to leave the designated area.

1.1.3 NATIONAL CV TECHNOLOGY TIMELINE The USDOT is the leading advocate, among public roadway agencies, for national efforts to research, standardize, and complete early deployments of CV technologies, prior to the inclusion of private sector CV technologies on production fleets. Figure 2, produced

9

by the USDOT, highlights the process by which initiatives are being fostered, which is similar to the program of progressive public agencies that are preparing their workforces and infrastructure to more quickly gain value as broader CAV fleet deployment occurs. State transportation agencies, such as Pennsylvania, Michigan, Florida, California, New York, and Wyoming, are leaders in the public sector working jointly with USDOT and private sector companies, to advance the application of CV technologies. Some common areas where these agencies are applying CAV solutions for V2I applications include creating smarter work zones, addressing location specific safety concerns, evaluating and monitoring pavement conditions, and the broadcasting of real‐time traffic signal phase and timing information. While there are several key decisions to be made with regard to standardized communication protocols, methods, and security, the industry forecast towards full deployment of CAVs still remains intact and defined in the following general timeframes of near, mid, and long‐term.

Short Term (Present to 2020) ▼

Penetration rate restricted to test‐bed areas and early private‐vehicle deployment.

Gradual availability of technology for new vehicle models or the general public’s purchase

CV data / decision applications continue to be defined and tested for value

Middle Term (2020 – 2040) ▼

Gradual increase in penetration rates, allowing for increased data transfer from vehicles to other vehicles and the infrastructure

Increased application development and public‐benefit realization inspires policy makers to increase deployment rates.

Agencies begin to more broadly distribute data, allowing for increased decision‐making processes and data analytics.

CAVs begin to emerge on public roadways.

Long Term (beyond 2040) ▼

High penetration rates of CAVs on roadways, supporting the full potential of CAVs and cooperative automated capabilities.

Older ITS and transportation technology solutions may begin to be phased out.

Agencies begin to leverage complex data streams, predictive travel tools, demand management strategies and other decision support systems.

Figure 2. USDOT CV Program - Deployment Approach

10

1.1.4 THE HISTORY OF CAV INTEGRATION IN THE

PTC

At a local level, the PTC is actively involved in the emergence of CV technology and professional working groups and the development of key internal leaders and partnerships, such as collaborations with the Pennsylvania Department of Transportation (PennDOT), Carnegie Melon University, and the private sector. The following are the key task forces, professional associations and committees that the PTC and other entities within Pennsylvania are actively engaged in to plan, prepare, and stay informed of the latest advancements in CAVs.

Smart Belt Coalition – PTC and PennDOT have formed the Smart Belt Coalition with transportation agencies in Ohio and Michigan that will focus on automated and connected vehicle initiatives to support research, testing, policy, funding pursuits and deployments, as well as share data and provide unique opportunities for private‐sector testers.

Autonomous Vehicle Policy Task Force – The task force is a collaboration of several public and private entities, including representatives from PennDOT, the Department of Insurance, the Department of Community and Economic Development, Pennsylvania State Police, PTC, FHWA, Pittsburgh City Council, the American Automobile Association (AAA), American Trucking Associations (ATA), Carnegie Mellon University (CMU), University of Pennsylvania, Uber Technologies, and the Society of Automotive Engineers, which has a focus of developing guidance on automated vehicle policy within the Commonwealth of Pennsylvania. The six (6) policy topics include: minimum approval for Highly Automated Vehicle (HAV) testers; driver involvement in a driverless setting; operation of HAVs; vehicle characteristics, capabilities and security; data collection; and, testing approval and renewal.

American Association of State Highway Transportation Officials (AASHTO): V2I Deployment Coalition – The coalition consists of members from AASHTO, the Institute of Transportation Engineers (ITE), and the Intelligent Transportation Society of America aimed at deploying consistent and effective CV technologies.

AASHTO; Deployment Guidance Technical Working Group – The working group is a subset of the AASHTO: V2I Deployment Coalition that helps to ensure interoperability between public and private entities and aid in the efficient and effective

planning, procurement, and operations of V2I technology.

Intelligent Transportation Society of America – The society consists of the collaboration of public entities, private companies, researchers, and academia that facilitate discussions regarding the research, development, and design of Intelligent Transportation System (ITS) technologies to enhance safety and mobility.

Transportation Research Board (TRB): Regional Transportation Systems Management and Operations Subcommittee on Connected and Autonomous Vehicles– The subcommittee is a joint effort amongst professionals engaged in CAV research, with the goal of addressing inter‐jurisdictional CAV related deployment issues and exploiting the benefits of modern transportation technology.

International Bridge, Tunnel and Turnpike Association (IBTTA) – The association is a collaboration between international toll facility owners, operators, and businesses that work together to implement innovative user‐based transportation solutions.

There is a need for standardization associated with CAVs such that operation is seamless to the driver as they move across state lines and agency jurisdictions. Additionally, with AVs there is a need for defined policies that permit and regulate how autonomous vehicles can be tested and operated on public roads. The following are some of the recent policy updates/events that impact the future of CAVs for the PTC:

Pennsylvania Senate Bill 427; pending – Proposed legislation, within the Commonwealth of Pennsylvania, which would regulate testing of highly automated vehicles (HAVs), which are defined as Level 3 vehicles and above; vehicle registration; operator restrictions; and AV roadway access. The declaration of a contract between the state and the PTC is also proposed for the operation of AVs on the turnpike.

Pennsylvania Autonomous Vehicle Testing Policy; pending – Establishes the process and guidelines for which testing of HAVs may be conducted on public roadways including submission of requests, notification of testing, tracking of data, and proof of cybersecurity systems.

NHTSA Federal Automated Vehicle Policy; September 2016 – A policy that provides guidance, but no mandates, to manufacturers and other

11

entities for the safe design, development, testing, and deployment of AV technology.

NHTSA Vehicle to Vehicle Proposed Rulemaking; pending – A proposed mandate that all new light‐duty vehicles for sale in the United States be equipped with basic standardized V2V technologies.

FHWA Vehicle to Infrastructure Deployment Guidance and Products; December 2016 – A guidance document, which provides no mandates, to public agencies that offers an understanding of the affects V2I communications would have on transportation networks and a direction towards implementing V2I deployments.

The USDOT formed a new Advisory Committee on Automation in Transportation, which will focus on the development and deployment of HAVs and determine federal needs on HAV technology.

Uber’s first self‐driving fleet of HAVs arrived in Pittsburgh, which offers customers the option to be transported (free of charge) in a human‐supervised HAV.

Penn State University (PSU), State College, received $3 million in federal funds to enhance truck platooning, traffic coordination and vehicle routing for HAVs.

PennDOT and the PTC are partners in the USDOT’s selection of the City of Pittsburgh and the Larson Transportation Institute (LTI) in the Automation Proving Ground Pilot Program.

1.1.5 RECENT CAV DEPLOYMENTS WITHIN THE

PTC Throughout the development of the Roadmap, the PTC identified and deployed two CV applications as pilots throughout the Turnpike.

1.1.5.1 A101-104 Connected Smart Work Zone The PTC recently completed a Connected Smart Work Zone project along the Northeast extension. The project utilized active construction sites to demonstrate smart work zone technologies that are focused on sharing queue, delay, and incident information into TripTalk application.

1.1.5.2 Autonomous Truck Mounted Attenuator (ATMA) Demonstration

Recently, Royal Truck and South West Regional Institute (SWRI) conducted a demonstration of Autonomous Truck Mounted Attenuator. The ATMA vehicle made use of the attenuator safety feature, which mounts on the rear of a truck and cushions

impact in the event of a vehicle crash. In addition to remote driving, the truck uses “leader‐follower” technology, which allows it to follow other vehicles, mimicking the speed and turns of the lead vehicle. The Turnpike is exploring piloting the ATMA pending legislation.

1.2 CAV ROADMAP GOALS The PTCs involvement in CAV initiatives has highlighted their need for a more detailed plan, or roadmap, to follow as they move forward in determining feasible connected vehicle solutions, the needs of AV to safely operate on the Turnpike, and the next steps for future pilots and deployments along the Pennsylvania Turnpike. The PTC wishes to strategically leverage CV technologies to create comprehensive, intelligent, and integrated systems that improve the means for obtaining data and sharing information with all Turnpike users, allowing motorists to execute well‐informed decisions as they navigate, operate, or maintain the Turnpike. CV technologies, when combined and leveraged appropriately, will have the potential to vastly improve Turnpike operations and, most importantly, customer safety, allowing the Turnpike to move closer to the ultimate goal of zero crashes each year.

The need for the PTC CAV Roadmap was identified as an unmet need for the PTC through a gap analysis of the PTC’s Traffic Operations Performance (TOP) Program activities in the CAV functional area. The PTC’s TOP Program is based upon a capability maturity model process to evaluate current performance, and to identify improvements in 11 core functional areas of the PTC, of which the CAV is one functional area. The outputs of the TOP Program and this Roadmap will be specific projects and activities that are necessary for the PTC to improve their CAV Program and those recommendations will then move forward for consideration as part of the PTC’s Capital Plan and Operating Budget. Additionally, the outputs of the CAV Roadmap may lead to specific actions that are best addressed through the Joint Plan that is between the PTC and PennDOT. The specific purpose and goals of the PTC CAV Roadmap are shown in Table 3.

12

1.1.6 ROADMAP APPROACH

Key members of the PTC, along with consultant provided services, developed the CAV Roadmap using the systematic approach shown in Figure 3, which align the PTC’s mission with CAV capabilities to create an actionable plan to guide the PTC CAV Program over the next several years.

1.1.7 CAV PROGRAM ROADMAP ASSUMPTIONS

While there are many facts and guidance documents for which the roadmap is based, it still remains necessary to note a few of the key assumptions that were made in the development of the roadmap. It is possible that as the industry moves forward and policies are created or revised, the following assumptions may need to be revisited along with the

associated impact to the roadmap as originally defined. The key assumptions in developing the CAV program roadmap are as follows:

USDOT policies will continue to influence the mandated requirement for CV technologies on newer vehicles.

USDOT guidance will continue to be refined for public agencies to create seamless CAV environments.

USDOT policies will evolve to govern the publicly available AV technologies.

Private sector business will lead the development of AV technologies and many will likely integrate both CV and AV technologies as part of their consumer offerings.

Table 3. PTC CAV Roadmap Goals

PTC CAV Roadmap Goals

Refine operational vision, goals, and objectives.

Identify objectives and core focus areas to address with CV technology solutions.

Align PTC's goals with national connected vehicle architectures.

Identify foundational needs for today, tomorrow, and the future that will need to be in place.

Plan and prioritize future projects and associated funding needs.

Provide input to state agencies on legislation and regulatory needs to support the CAV Program.

Provide input to PTC's TOP Program, Long Range Plan (LRP), capital plan, operating budget, and joint plan with PennDOT.

Define action plans to execute the road map and allocate resources.

Develop an operations and maintenance strategy for applications.

Develop Implementation Short-, Mid- and

Long-Term Strategies

Align PTC Mission and Define Core Focus Areas

Define Foundational Needs (based on Industry Trends)

Identify, Evaluate and Prioritize CAV Applications

Align Current PTC Programs and Develop Initial List of Projects

Identify Sources of Funding (internal and external of PTC)

Deploy CAV Program

Figure 3. CAV Program Roadmap Approach

13

Initial deployments of both CV and AV will likely leverage smaller fleets of agency or partner vehicles and may provide limited benefits until publicly equipped vehicles begin to interact with the system.

Forecasts for the greater penetration of CV enabled vehicles currently align with the timeframes for when larger deployment investments are necessary.

Complementary communication solutions such as smartphone based applications were considered to expand the near‐term value of initial investments, as publicly owned CAVs will be limited.

Further development of federal and vehicle manufacturer standards will determine CV communication standards.

The Turnpike has several existing initiatives that are complementary to CAV needs, such as plans to deploy fiber optic infrastructure along the length of the Turnpike.

AV technology is currently heavily reliant upon the visual appearance and constant maintenance of the infrastructure, such as pavement markings and signage.

Industry forecasts predict a more rapid adoption of CV technology on commercial vehicles whether mandated or adopted on their own accord for operational and safety values.

A key takeaway from these assumptions is that the private sector will continue to lead the development of both CV and AV systems and those road agencies, such as the PTC, will need to stay informed of the necessary infrastructure requirements for successful CAV operation. It is important to note that for CV communications, multiple standards are being discussed, including DSRC, Wi‐Fi, and 4G/5G cellular communications. The ultimate standard will be determined through continued development, piloting, and increased penetration.

Current AV technology, on the other hand, leverages a combination of sensors to navigate the roadway, use the markings for lane keeping, and read the text on roadside signage. Thus, for AV technologies, it is vitally important to keep well‐maintained pavement markings and roadside signage, supporting the operation of optical sensors, and any preparations for AV operations individually would require an inspection/upgrade to all pavement markings and signing. Also, as mandates for CV technology are required by federal requirements many manufacturers will likely combine both CV and AV technologies in their vehicles offered to the public. Therefore, the roadmap has a greater focus on the CV technology and its associated impacts, since CV technology will be the more disruptive of the technologies to the business, infrastructure, and overall operation of the Turnpike.

14

2. FOCUS OF APPLICATIONS CV technology has the capability to address a wide variety of transportation related concerns on the roadway. However, prior to defining specific CV applications, this section identifies the core focus areas for implementation. The core focus areas are the key business initiatives and directives that the PTC strives to improve through CV technology. The determination of the core focus areas comes from aligning the overall mission of the PTC with the national best practices, guidance documents, and architectures, defined through the Connected Vehicle Reference Implementation Architecture (CVRIA).

2.1 GOALS The CVRIA lists four types of CV applications, which are Environmental, Mobility, Safety, and Support. Parallels between the CVRIA and discussions with key PTC staff, regarding near‐term capital improvement projects, the

Turnpike’s strategic plan, the PTC’s existing focus areas, and plausible near‐term CV applications, led to the identification of “safety” and “mobility” as overall goals of the PTC’s CAV Program, as shown in Figure 4.

2.2 OBJECTIVES Progressing beyond the establishment of the overall CAV goals, the next step in determining the core focus areas was derived from the identification of several clear objectives, pertinent to each defined goal, that the PTC could independently evaluate. The evaluation of the individual objectives allows for a more in‐depth investigation into the value obtained from CAV deployments and a direct correlation to the impact and effectiveness achieved by both of the overall PTC goals. The objectives relating to each goal were obtained from the PTC’s Strategic Plan and are shown in Figure 5.

Figure 4. CAV Program Goals

Figure 5. PTC Goals, Objectives, and Core Focus Areas

Safety Mobility

Objectives

Reduce the number and severity of:

All crashes

Crashes in work zones

"On‐the‐job" injuries to employees

Objectives

Achieve an efficient toll collection system through the increased use of E‐Z Pass and expanded use of toll collection alternatives.

Increase mobility and reliability in travel time.

Core Focus Areas

Work Zone Safety


Roadway Safety

Road Weather Safety

Core Focus Areas


Tolling

Traffic Network

Freight

PTC Mission: To operate a safe, reliable, customer-valued toll road system that supports national mobility and commerce.

The CVRIA contains four types of Connected Vehicle Applications: Environmental, Mobility, Safety, and Support.

Safety and

Mobility

15

2.3 CORE FOCUS AREAS As similarly as the objectives were correlated to the PTC’s goals, the core focus areas are linked to the defined objectives. The core focus areas identify specific components for which the PTC desires positive outcomes in the Turnpike’s operations and maintenance sectors. The relationship between the goals, objectives, and core focus areas are shown in Figure 5.

Below, the Core Focus Areas are described in further detail, demonstrating the PTC envisioned impact of CV technology and applications on their business and derived values for both the Turnpike and their customers.

Work Zone Safety – Leverages CV technology to improve work zone safety and operation for both motorists and workers by providing warning of lane restrictions and backlog and warning of mobile and long‐term construction and maintenance patterns.

Roadway Safety – Supports communication regarding hazardous conditions, such as slowed or stopped traffic, restricted geometry (tight curves), or unplanned incidents, throughout the entire corridor or at specified locations.

Road Weather Safety – Supports alerts and adversaries for CVs regarding adverse weather conditions at specific locations or corridor wide, provides road weather information to assist in adjusting posted speed limits, and supports connected snowplows to provide weather data.

Traffic Incident Management – Leverages CV technology to improve safety for first responders and motorists by warning drivers of lane closing and reduced speeds when approaching incident zones and warning on‐scene responders of vehicles approaching the incident zone at speeds or in lanes that pose a high risk to their safety.

Traveler Information – Leverages CV technology and data sets to improve PTC operations that lead to increases in reliability and capacity while also improving the traveler information data that is ultimately disseminated from PTC to motorists.

Tolling – Supports the transmission of tolling information to CVs, such as suggested lanes for expedited servicing or specific tolling methods and in the future for toll payment services.

Traffic Network – Supports the integration and utilization of new data streams, stemming from CVs and the PTC infrastructure, to support the operation of traffic management systems and CV applications.

Freight – Supports the transmission of freight‐specific traveler information, based upon historical and near real‐time based CV data sets, to improve overall reliability and efficiency of travel on the Turnpike. In addition, supports notification of truck parking availability, provides warning of oversize restrictions, and provide warning of winter restrictions. Also, supports truck platooning.

16

3. FOUNDATIONAL NEEDS Since the Core Focus Areas are now defined, it is important to assess the needs of the PTC and the Turnpike corridor, allowing for the successful testing, piloting, and deployment of CV technology. The changes required represent the Foundational Needs of the Turnpike, which correlate to the actions, activities, programs, policies, or measures necessary to implement CV technology. Foundational needs are developed from the identification of categorical groups. Figure 6 shows the categorical groups of foundational need areas and key questions evaluated for each group were as follows:

Policy & Business – Are items, such as necessary key policies, institutional procedures, or necessary legislation, in place to support near‐term deployments to demonstrate or pilot CV technologies? What activities are suggested for the PTC to engage in to promote, integrate, evaluate, and make full use of these technologies in their daily business? Federal policies, relevant to this category, may be seen in Figure 6.

Workforce – Is the PTC’s work force prepared to stay abreast with CV technologies both from a technical perspective to understand how to apply these technologies to improve the Turnpike and as leadership to promote, educate and participate in the local and national discourse on these topics?

IT/Communications/Security – Are the implications to the Turnpike’s IT, communication and security system needs understood, what actions are necessary to prepare those system for CV data flows within and external to the Turnpike along with managing the immense volume of CV data such that it can be leveraged to enhance Turnpike systems?

Infrastructure – Are the future deployment build‐out scenarios and equipment well enough understood such that infrastructure needs may be proactively addressed to some degree in current project execution or future planning tasks to facilitate a more comprehensive and readily supportive infrastructure for CV technologies? Does the PTC maintain their roadside infrastructure to the necessary quality levels for use by AV technology systems to aide in vehicle navigation and operation?

Outreach & Collaboration – Is the PTC actively engaged in creating relationships, valuable partnerships and driving policy decisions such that burdens to the PTC in terms of costs, policy delays or collaborative deployment can progress?

Others – What other needs are there to address such as developing standards, operational/maintenance requirements or identification of funding sources that can further enable early deployment of pilot solutions or participating in specific USDOT or other sponsored deployments of CV technologies.

Next, as identified in Table 4 , the foundational needs under each categorical group were defined to support each category and the overall CAV Program Roadmap, allowing progress to move forward into pilot and larger scale deployments.

Being in a similar nature to the above table, a status list of other PTC initiatives may be seen in Appendix B. Once the foundational needs were identified by categorical groups, they were systematically defined and classified as follows:

Initiative Type – General classification of each need identified with regard to its relevance or association with existing, planned / programmed, and or other initiatives at the PTC, or occurring other stakeholders.

Timeframe – Classification of each need to the prospective timeframe (short‐, mid‐, and long‐term) of when the need should be addressed.

Priority – Classification of the priority associated with each need and its association with a successful CAV program relative to the timeframe associated with each need.

A sequentially listed set of tables with a list of activities to meet the foundational needs and considerations, beginning with the short‐term high priority foundational

Figure 6. CAV Roadmap - Foundational Need

17

needs followed by short‐term medium and low priority foundational needs and the mid‐/long‐term priority foundational needs, are provided in Appendix C.

Table 4. Foundational Needs

Category Foundational Needs

Policy & Business

Develop or update existing policies and procedures to support CAV planning, deployments, operations, and maintenance. (See Appendix A for potential impacted existing policies that may need to updated)

Update existing documents including the Construction Operations Manual (COM), Design Operations Manual (DOM), Continuity of Operations Plan (COOP), Maintenance Manual, and Disaster Recovery Documents.

Workforce Identify and develop workforce skills, expertise, and capabilities needed to carry out the CAV planning, deployment, operations, and maintenance.

IT/Comm/Security Prepare, develop, and implement a robust communication network to satisfy the demands of

CAV applications. Consider cyber‐security and privacy needs.

Define enterprise‐wide data management strategies.

Infrastructure

Plan and deploy roadside infrastructures to enable CAV applications.

Develop CAV technologies on Turnpike Vehicles.

Prepare TOC, ATMS, GIS, weather forecasting tools, and TripTalk, for CAV applications.

Outreach & Collaboration

Outreach and collaborate with internal and external stakeholders including legislative members, PennDOT, other State agencies, researchers, and other third parties

Prepare to share data with other third parties.

Others Develop funding strategies to support the implementation of CAV applications.

Develop CAV applications’ operations and maintenance strategies.

18

4. PRIORITIZED CAV PROGRAM APPLICATIONS With the PTC’s Goals, Objectives, Core Focus Areas, and Foundational Needs identified, this section thoroughly evaluates the myriad of industry defined CV applications to determine those which are most appropriate for future deployment on the Turnpike. To remain compliant with the activities of the USDOT and other strategic partners for the PTC, the currently defined CV applications documented in the CVRIA were evaluated. The PTC was guided through a general process of determining which applications, as defined in the CVRIA, were applicable and of specific interest in supporting Turnpike operations. Furthermore, those applications directly related to infrastructure or technologies that are not in place on the Turnpike, were removed from future consideration, for example, traffic signal or arterial intersection related safety applications. The remaining applications were then evaluated against a variety of criteria, as defined below:

Ease of Implementation (Simple/Moderate/Challenging) – What is the general ease of implementing the application in terms of physical deployment, integration into existing business processes, and coordination with other stakeholder networks?

Timeline (Short/Mid/Long) – What is the timeline for discernible value to be derived from a full scale deployment of the application along the Turnpike, based upon the forecasted CV communications deployment in public vehicles and infrastructure (i.e., “Short‐term” zero to five years, “Mid‐term” five to ten years, and “Long‐term” beyond 10 years)?

Cost (Low/Medium/High) – What is the general cost to develop and deploy an initial and valuable pilot deployment (i.e. “Low” cost under $100,000, “Medium” cost between $500,000 to $1,000,000, and “High” cost greater than $1,000,000)?

V2I Method (DSRC/Cellular/Cellular and DSRC) – Certain applications do not require low latency DSRC communications and are capable of leveraging cellular communications links as an interim, until DSRC deployment penetration increases. What method of communication between the vehicle and the infrastructure is necessary to support the application?

Benefit to Public (Low/Medium/High) – What benefit does the general public realize through the deployment of the application, as certain applications focus upon internal business process improvements?

Pilotability (None/Low/Medium/High) – How capable is the implementation of an initial application deployment, such that lessons learned may be derived and application evaluated prior to implementing a full scale deployment?

Third Party System/Data Reliance (None/Low/Medium/High) – What level of reliance does the application have on third party data sources in order to enable or sustain operation? Can these data be shared with other third parties?

V2I Application (Ready/Developing/Only Defined) – In what stage of development is the application: “Ready” for deployment along public roadways, “Developing” in closed or limited use test beds, or “Only Defined” in concept and definition in the CVRIA?

Piloted by Other Agencies (Yes/No) – Has the application or concept been piloted by others, including public transportation agencies and research entities?

TripTalk/PA511 Compatibility (Yes/No) – Does the application have the ability to be integrated with existing TripTalk/PA511 systems, supporting a broader user base for certain CV‐related applications and data dissemination?

Foundational Needs (Yes/No) – Are the various Foundational Needs, previously described in Section 3, are required to be met in order to create and support a viable deployment of the particular application?

The process of sorting all of the applicable CVRIA applications was broken down into three steps.

1. Each application was individually evaluated based on the criteria listed above.

2. The individual evaluation results were compiled together, related back to the PTC’s previously defined goals and core focus areas, and then the team ranked the applications based on their experience and the ability of the applications to satisfy the goals and objectives of the Turnpike. A table of the ranked CVRIA applications may be found in Appendix D.

3. The applications were sorted into a prioritized list, based on the compiled rankings, for separate short, mid, and long‐term timeframe deployment considerations. The resulting list of PTC priority applications are shown in Figure 7.

19

The deployment of DSRC enabled vehicles and roadside equipment may demonstrate future value through a limited fleet deployment; however, the simultaneous use of cellular and the PTC’s TripTalk application could demonstrate value to all motorists ahead of the migration to publicly operated DSRC vehicles. Therefore, many of the short‐term applications are supportive of both DSRC and cellular based communications, potentially making initial deployments more valuable to the PTC and motorists.

Figure 7. Prioritized PTC Applications by Timeframe

Short‐Term 0‐4 Years ▼

Mid‐Term 4‐10 Years ▼

Long‐Term Beyond 10 Years ▼

Warnings about Upcoming Work Zone (Work Zone Safety)

Advanced Traveler Information Systems (Traveler Information)

Incident Scene Work Zone Alerts for Drivers and Workers (Traffic Incident Management)

Electronic Toll Collection (Tolling)


Traveler Information‐Smart Parking (Traveler Information)

Curve Speed Warning (Roadway Safety)

Spot Weather Impact Warning (Road Weather Safety)

Incident Scene Pre‐Arrival Staging Guidance for Emergency Responders (Traffic Incident Management)

Road Weather Information for Maintenance and Fleet Management Systems (Road Weather Safety)

Variable Speed Limits for Weather‐Responsive Traffic Management (Road Weather Safety)

Road Weather Motorist Alert and Warning (Road Weather Safety)

In‐Vehicle Signage (Traveler Information)

Queue Warning (Roadway Safety)

Warnings about Hazards in a Work Zone (Work Zone Safety)

Speed Harmonization (SPD‐HARM) (Traffic Network)


Vehicle Data for Traffic Operations (Traffic Network)

Performance Monitoring and Planning (Traffic Network)

Enhanced Maintenance Decision Support System (Traffic Network)

Advanced Automatic Crash Notification Relay (EVAC) (Traffic Incident Management)

Road Weather Information and Routing Support for Emergency Responders (Traffic Incident Management)

Note: Core focus areas are indicated in parenthesis for each application.

20

5. LIST OF SHORT-TERM PROJECTS As the short‐term applications may initially provide the most value to the PTC and motorists, it is important to determine the applicable projects capable of deploying CV technology for application implementation. The list of prioritized short‐term safety CV applications, shown in Figure 8, was vetted for their ability to enhance or be integrated with other existing or planned/programmed PTC initiatives. Consideration was also provided to those initiatives that demonstrate a future means to address a particular issue. Those initiatives, which are innovative in nature, leverage ITS technology, or serve to provide information directly to motorists, naturally rose to the top as areas of interest for adding CV technology. The results of the evaluation led to a few instances, whereby a short‐term mobility based application aligned with an existing PTC initiative. Discussions on this particular result led to the confirmation that the PTC is moving in the right direction, as the majority of the Turnpike is a free‐flow system, with the exception of toll booth areas, and the ability to actively impact or manage capacity is most directly tied to eliminating, managing, or promptly clearing incidents. Providing improved traveler information to motorists does improve the trip planning and execution process, thereby impacting mobility. However, the low penetration of CV‐enabled vehicles in the early years of CAV infrastructure deployment on the Turnpike may limit the return on tying initial CAV projects to existing initiatives in the area of mobility. The results of this evaluation are shown in the Figure 8. PTC Core Focus Areas, CV Applications, and List of Projects, connect the safety goals, of specific core focus

areas, to the prioritized short‐term projects and the relevant existing PTC initiatives. The potential value provided by implementing the short‐term CV applications align well with existing PTC initiatives, as described in the following subsections. Physical interconnect diagrams for each of the selected short‐term CV applications may be found in Appendix E. Summary sheets, for each project within Chapter 5, are provided in Appendix F.

5.1 WORK ZONE SAFETY CAV

PILOT: MOBILE AND

MAINTENANCE PATTERNS

WARNING (PLANNED) The PTC has utilized a variety of methods to continuously improve the overall safety of their work zone operations, including applying advanced technology, improving traffic control equipment layout, educating workers and motorists, and communicating work zone presence well in advance of actual construction activities. The PTC envisions that CV technology application will further enhance their ability to gather data, communicate new information to motorists, and, eventually, provide active warnings to workers by detecting errant vehicles. As the Turnpike’s number of CV‐enabled vehicles increases, short‐term CV technology deployments will demonstrate the concepts of building an information gathering and dissemination platform, which communicates directly with motorists’ vehicles.

Figure 8. PTC Core Focus Areas, CV Applications, and List of Projects

CAV Safety Core Focus Areas CV Applications “Quick Win” Projects

Work Zone Safety


Roadway Safety

Road Weather Safety




Curve Speed Warning


Option 1 (Pick One):

Mobile and Maintenance Patterns Warning (Line Painting; MP 319‐326; MP 202‐206)

Curve and Ramp Warning Systems (Breezewood Interchange)

Road Weather Information Systems (Mile Marker 288)

Option 2:

Connected Truck Mounted Attenuator Pilot

21

The Mobile and Maintenance Patterns Warning project utilizes lane specific location tracking equipment on a full platoon of construction vehicles. The data collected would allow the distinct patterns of a mobile work zone to be monitored and messaged to approaching motorists. Messages, such as information about moving shoulder, left lane, and left two lanes closures, delivered via the TripTalk smartphone application will allow motorists to adjust their travel lane positions well in advance of encountering the construction vehicle platoon. Applying CV technology to this project allows potential information dissemination and active motorists warning messages to be demonstrated. The following is a prioritized work zone related project list that has been identified for potential CV technology deployment.

Line Painting crew – Mobil operations

MP 319‐326 – Resurfacing project – Short term operations

MP 202‐206 – Total reconstruction project – Long term operations

A high level physical interconnect diagram for the pilot is identified in Appendix E under the heading “Warning about Upcoming Work Zone”. As a next step, a detailed concept of operations refining the concepts provided in the physical interconnect diagram will need to be developed.

5.2 ROADWAY SAFETY CAV PILOT: CURVE AND RAMP WARNING

(PLANNED) The PTC has identified approximately 30 locations (refer to Appendix H) along the roadway, whereby mainline curves or interchange ramps have a recordable history of speed‐related crashes. ITS solutions, such as detecting a vehicle’s approach speed and providing an active warning through flashing beacons or flashing message signs, have been proven to reduce the occurrence of these types of crashes. Variants in these systems, including the detection of the vehicle type or roadway surface condition, create a more specific warning based upon actual conditions. Applying CV technology will demonstrate future methods for directly warning motorists of potentially dangerous approach speeds and allow CAVs to automatically reduce vehicle speeds when such systems are encountered, providing crash avoidance. As part of the roadmap development process, the team has reviewed the full list of curve and ramp locations to identify the following hot spots where the CV technologies could be successfully demonstrated:

1. Valley Forge interchange

2. Bensalem interchange

3. New Stanton interchange

4. Breezewood interchange

5. Allegheny Tunnel Curve

A high level physical interconnect diagram for the pilot is identified in Appendix E under the heading “Curve Speed Warning”. As a next step, a detailed concept of operations refining the concepts provided in the physical interconnect diagram will need to be developed.

5.3 ROAD WEATHER CAV PILOT: SPOT WEATHER IMPACT

WARNING (PLANNED) The PTC has identified approximately 19 locations (refer to Appendix I) along the roadway where a recordable history of weather related crashes have occurred. ITS solutions detect and warn approaching motorists of adverse conditions, such as dense fog, slippery pavement conditions, and high‐winds. Implementing CV technology would allow such conditions to be detected and broadcasted, via warnings, directly to vehicles. As part of the roadmap development process, the team reviewed the full list of potential roadway weather information systems to identify the following hot spots where the CV technologies could be successfully demonstrated:

1. Mile marker 288 Proximity (snow related crashes)

2. Mile marker 300 Proximity (snow and rain related crashes)

3. Mile marker 235 Proximity (snow and rain related crashes)

A high level physical interconnect diagrams for the pilot is identified in Appendix E under the heading “Spot Weather Impact Warning”, “Variable Speed limits for Weather‐Responsive Traffic Management”, “Road Weather Information for Freight Carriers”, “Road Weather Motorist Alert and Warning”, and “Road Weather Information for Maintenance and Fleet Management Systems”. As a next step, a detailed concept of operations refining the concepts provided in the physical interconnect diagram will need to be developed.

22

5.4 CONNECTED TRUCK MOUNTED

ATTENUATOR PILOT (ON-GOING) The Truck Mounted Attenuator (TMA) is an attached or towable vehicle impact attenuator, or crash cushion. This equipment’s use has shown to successfully increase safety when inattentive motorists or errant vehicles strike construction vehicles, which are shadowing active workers on the roadway. TMAs are most effective in protecting light‐duty vehicle operators; meanwhile, heavy commercial vehicles remain a large threat to both the operator and construction worker towing the TMA. The TMA is often the first physical obstacle that a motorist will encounter when entering a work zone or approaching a moving work crew. The PTC intends to deploy technology enabled TMAs, capable of understanding and broadcasting exact locations to motorists, which will disseminate active advisories and warnings via their TripTalk smartphone application. This project’s utilization of CV technology would demonstrate the benefits of disseminating advisory and imminent collision warnings directly to motorists and TMA operators, possibly leading to improved crash avoidance and saved lives.

Turnpike is currently developing a concept of operations for a pilot in partnership with PennDOT, CMU, and Waze.

23

6. SOURCES OF FUNDING Funding new programs, such as the PTC’s CAV Program, at a level that not only demonstrates new concepts but also delivers meaningful value to the agency is often the greatest obstacle to a program’s long‐term success. Initial estimates developed to fully deploy all of applicable short‐term CV applications from Section 4 across the Turnpike is between $28.5M to $41.5M (does not include foundational needs); meanwhile, programmed PTC funding over the same time period is roughly $1.875M, leaving a drastic, yet not uncommon, gap in funding for a start‐up program. The PTC will need to exercise care when determining the projects from Section 5 to progress forward into implementation, leveraging the existing PTC Capital Plan funds available. The experience gained from the initially deployed projects will provide the PTC staff expertise in the development, maintenance, and continual enhancement of the prioritized project list. This expertise will be needed for the future determination of executable projects, specific grant application submittals, integration with existing PTC programs, and partnership considerations, whereby specific CV technology and concepts may be demonstrated. A summary of the various funding types and sources are provided within the following subsections.

6.1 INTERNAL SOURCES OF FUNDING PTC Capital Plan – The funding supporting the execution of the roadmap has been set for the next 10 years, through the Capital Plan, amounting to an approximate $4.225M. These funds should be used judiciously to demonstrate quick and early wins for the CAV Program. At the same time, future projects and infrastructure elements should be defined and supported, potentially utilizing other Capital Fund sources. The PTC Capital Plan funding, aligned for execution of roadmap projects, is currently defined for each of the next ten fiscal years as follows:

Fiscal Year 2018 ‐ $225,000

Fiscal Year 2019 to 2026 ‐ $500,000 per Fiscal Year

While specific funding for execution of roadmap projects may be limited to the above restrictions, it is important to note that there are a number of other Capital Fund Program categories and projects, which may support infrastructure aspects of CAV Program integration and/or consideration, such as the following:

Highway ‐ Roadway Safety – The PTC has a Capital Plan line item in this category to study truck parking improvements necessary along the Turnpike. The majority of current CAV program deployments in other states inform drivers of available downstream parking. It is suggested that the PTC include the evaluation of this opportunity in the completion of this study. Other funding items in this category, including attenuator replacement at interchanges and CV technology, could be considered to demonstrate the implementation of smart infrastructure. Smart infrastructure has the capability to either notify motorists of hazardous behavior in high‐crash locations, such as traveling at an unsafe speed or conditions, or to immediately notify first responders when an attenuator strike is detected.

Highway ‐ Bridge, Tunnels, and Miscellaneous Structures – In general, consideration of CV and ITS based applications, at locations where substantial repair or replacement are proposed, could be considered to address location specific safety concerns and to install conduits for future communication backhauls. There are many CV and ITS based solutions, such as bridge deck surface condition monitoring and warning systems, that use surface friction sensors, advanced signage/warning beacons, and DSRC/smartphone applications to deliver approaching vehicles warnings, both in‐vehicle and roadside, of slippery conditions.

Highway ‐ Total Reconstruction – Working towards a goal of seamless CV V2I coverage on the Turnpike, the PTC should coordinate full reconstruction projects with the installation of conduit infrastructure, for backhaul communications, and incorporate CV infrastructure into engineer estimates or as‐let budgets.

Highway ‐ Highway Miscellaneous – Aside from the specific funding allocated for CAV Program activities in this category, there is a number of existing coordination opportunities, such as integrating CV infrastructure/applications with ITS projects, that may either support location specific safety solutions or deploy co‐located DSRC or Wi‐Fi units at ITS device sites. As the PTC gains experience with CV communication installations and devices/technology become more standard, it is possible that specifications for previously “canned” installations could be developed. Further, as

24

existing roadside infrastructure is updated and maintained, CV communication devices may be procured and installed. For example, at sites with roadside signing improvements, additional traveler information could be disseminated by the PTC to CV‐enabled vehicles beyond that of the static signage.

FEMO ‐ Re‐Capitalization – Should repair portions of the funding for this category go unused in a particular year, the funding could be re‐allocated to support CV deployment.

Gate Access Control System – As a part of the PTC fleet conversion, where vehicles become outfitted with CV technologies, future consideration could be made to create CV‐enabled gate controls. The advanced gate system could result in fewer stops, as gates could be opened in advance of an approaching fleet vehicle.

Fleet Equipment – Considerations should be made to specify or outfit new PTC fleet vehicles with CV technologies, at minimal costs. The CV technology would then support operations and maintenance through data collection and CV field infrastructure interaction. Added value may come from included on‐board sensors that would allow the PTC fleet to inspect roadway conditions, such as the conditions of pavements, paint markings, or signage. Several agencies have successfully eliminated pavement condition surveys through the implementation of CV technologies on fleet vehicles.

Technology – Functional Business Software: Roadway infrastructure asset management software should be developed or implemented to support the maintenance of signage and pavement markings, which are critical to AV operations. Should funding in any respective year go unused in this category, consideration could be made to develop CV applications that compliment current CAV deployment plans, enhance existing CAV deployments, or broaden the reach of the CAV deployment concept to other motorists, through PTC TripTalk smartphone application improvements.

Technology – Infrastructure HW/SW: Several existing infrastructure projects including communications technology upgrades, fiber in the road, network monitoring configurations, identify and access management program, IT security enhancement, and ITS‐related projects could be leveraged to address the CAV program foundational needs.

Toll Collection/Operations – Consideration could be made to explore the demonstration of CV‐based tolling with a major commercial/freight client of the Turnpike. Demonstration of this method of toll collection should be able to attract interest from both a commercial/freight client of the Turnpike, along with hardware or software vendors. Implementation could come at a minimal cost to the PTC to demonstrate, and the application could potentially leverage funding under the Innovation, Adds, and Changes category.

6.2 OUTSIDE SOURCES OF FUNDING There are a number of federal funding based programs and initiatives that are offered both regularly and irregularly throughout each year, depending upon the associated administrating office or the specific program. The PTC’s application submissions should be strongly considered for both CAV and non‐CAV related projects. CAV related project submissions will likely be more successful for the PTC if they are able to develop larger multi‐jurisdictional related concepts (similar to Smart‐belt corridor), demonstrating the full value of the Turnpike’s safe and efficient operation to both state and national commerce. The PTC should also consider a more aggressive application process for other funding sources, which could be used to re‐distribute, augment, or offset existing PTC Capital Plan funds into the CAV Program. The majority of funding sources are centered on the various USDOT departments and their respective programs, such as:

Surface Transportation Program Funds

Transportation, Community, and System Preservation Program

ITS Joint Program Office – Connected Vehicle Pilot Deployments

Transportation Investment Generating Economic Recovery (TIGER) Grants

Congestion Mitigation and Air Quality (CMAQ) Grants

Build America Bureau – Fostering Advancements in Shipping and Transportation for the Long‐term Achievement of National Efficiencies (FASTLANE) Grants

FAST ACT Grant

ATCMTD Grant

AID Grant

25

6.3 PARTNERSHIPS The unique nature and potential of CV technologies has resulted in a wide‐range of interest from many business sectors. The broad range of interest allows the PTC the opportunity to consider strategic partnerships with a wide‐range of entities to further the Turnpike’s CAV infrastructure deployment. Value to the PTC may occur in a variety of ways, such as reducing deployment costs through working with a partner seeking to develop and refine a CV application or infrastructure equipment component in a real‐world setting. The PTC will need to exercise caution in selecting partners and must consider the wide range of risks that could stem from a partnership. Risks may include system component failure that increases internal staff workload and/or a detriment to the Turnpike’s operation and, in a worst case scenario, liability exposure due to a failure that adversely impacts a Turnpike customer. As partnership opportunities arise, the PTC should execute an evaluation process that seeks to identify, minimize, and, when possible, mitigate these types of risks. The upside is the substantial opportunity to work with a wide‐range of private sector partners to advance the deployment of CV technologies and integrate the immensely valuable data streams available from these applications. Many of the agencies with existing CAV programs have leveraged the value of creating unique partnerships to accelerate their programs. The following are the primary categories of partners for which the PTC can consider seeking mutually beneficial relationships with:

Road Agencies – Various road agencies that share interfaces with the Turnpike may be interested in collaborating with the PTC and strategic partners to demonstrate cross‐jurisdictional or broader CV applications for federal funding opportunities. PTC is part of a Smart Belt Coalition ‐ a first‐of‐its‐kind collaboration – with transportation agencies in Pennsylvania, Ohio, and Michigan that will focus on automated and connected vehicle initiatives. The coalition, which includes transportation and academic partners, brings together leaders on these technologies to support research, testing, policy, funding pursuits and deployment, as well as share data and provide unique opportunities for private‐sector testers. The coalition is developing its strategic plan which initially focuses on:

- Connected and automated applications in work zones, including uniform work‐zone scenarios offering consistency for testers as well as technologies offering better information to motorists.

- Commercial freight opportunities in testing, including platooning (connecting more than one vehicle) and potential coordination on interstates.

- Incident management applications providing better information to and infrastructure for emergency responders and other agencies.

Universities – Numerous universities and research institutes, including CMU, PSU, LTI, and TTI, have been heavily engaged in the development of both AV and CV technologies. The ability of universities to obtain grants related to AV and CV technologies has created partnerships with agencies, such as the PTC, allowing the university to serve as the evaluator or demonstrator of early AV and CV technologies on public roadways. Partnerships with universities also provide the public agency with access to a depth of analytical capabilities that are often not found in a transportation agency.

Private Sector – The CV technology industry is growing rapidly and includes vehicle manufacturers, parts suppliers, telecommunication providers, software companies, application developers, and consultants. Each opportunity is uniquely based upon a specific product or solution the partner is wishing to demonstrate or deploy. The partnership opportunities may range amongst CV communication device testing, data management, application testing, or vehicle testing. Potential partners include Waze, Google Maps, Bing Maps, MapQuest, Apple Map, Trafficcast, HERE, Inrix, TomTom, Garmin, Megallan, Rand McNally, PC Miler Traffic, Iteris, Saucon Tech, RIMIS (DVRPC), Southwest Planning Commission (SPC), CMU, RITIS (UMD), Total Traffic, SiriusXM Traffic, BMW ConnectedDrive, and Scout by Telenav.

Table 5 highlights the potential areas where partnerships with third parties may be possible and specific to the CV application priorities of the PTC:

26

Table 5. PTC CV Application Potential Third Party Partnership Service Areas

Core Focus Areas

CV Applications

Potential 3rd Party Partnership Service Areas

Navigation Cellular Solutions

Information Sharing

Safety

Work Zone

Warnings about Hazards in a Work Zone X X X

Warnings about Upcoming Work Zone X X X

Incident Scene Work Zone Alerts for Drivers and Workers X X X


Incident Scene Pre‐Arrival Staging Guidance for Emergency Responders (RESP‐STG) X X X

Advanced Automatic Crash Notification Relay (EVAC) X

Road Weather Information and Routing Support for Emergency Responders X X X

Roadway Safety

Curve Speed Warning X X X

Queue Warning X X

Reduced Speed Zone Warning / Lane Closure X X X

Road Weather

Spot Weather Impact Warning X X X

Road Weather Motorist Alert and Warning (MAW) X X X

Road Weather Information for Maintenance and Fleet Management Systems X X

Variable Speed Limits for Weather‐Responsive Traffic Management (WxTINFO) X X X

Mobility


Advanced Traveler Information Systems X X

In‐Vehicle Signage X X

Tolling Electronic Toll Collection X

Road Use Charging X X

Traffic Network

Speed Harmonization (SPD‐HARM) X X X

Enhanced Maintenance Decision Support System X

Vehicle Data for Traffic Operations X

Performance Monitoring and Planning X

Freight Traveler Information‐ Smart Parking X X X

27

7. IMPLEMENTATION STRATEGY The CAV Roadmap implementation strategy focuses on the key actions and processes for the short, mid, and long term timeframes. The key areas of focus are providing successful program launches and delivering value to the Turnpike, as each project is selected to move forward into deployment. In general, the systems engineering process is noted as the best practice and, in many instances, a required step for deploying complex technology solutions. The systems engineering process uses a prescriptive approach to identify project specific goals, concepts of operation, stakeholder roles, and system requirements that are then integrated into the final system design. Upon completion of construction, the system engineering process is again used to test and validate that the initial system goals and requirements have been met. As the systems engineering process guides the successful delivery of each project chosen to move forward, the implementation plan is focused upon three questions, “What are the next steps to choose the first projects?”, “What is necessary to evaluate all options?”, and “How will the strategy need to change over the various short, mid, and long term implementation timeframes?” Therefore, while implementation plans are provided below, continual evaluation of funding and the performance of existing CV applications should be considered throughout the planning process. As described earlier, the focus of the implementation plans is on CV applications. The deployment of CV applications is designed to allow for the continual evaluation, rather than immediate‐widespread integration, as deployments are generally implemented first through pilots and expanded as funding increases. Meanwhile, the upgrades required for AV only integration would likely need to be widespread, since the AVs would need to have the proper visual quality upon entrance and exit of the Turnpike and throughout roadways leading

7.1 SHORT-TERM IMPLEMENTATION

PLAN The Short‐Term Implementation Plan covers the key activities that the PTC should engage in over the next four years, which is inclusive of PTC fiscal years 2018 to 2021. The PTC has been aware of the value and premise of CAVs and has recognized the need to allocate funding in this area to explore the technology

and fully understand the value propositions for the Turnpike before additional larger investments are allocated. One important example of this is the use of a communication standard. As mentioned in the assumptions, in Section 1.2.2, the CV communications standards are continually evolving. Therefore, it is important to pilot and develop the applications throughout the turnpike utilizing various implementations of each standard. This will ultimately provide a wide demonstration of each concept and filter out underperforming standards.

7.1.1 INITIAL DEPLOYMENTS / “QUICK WINS”

The initial funding for the first year of the program is limited and it should be focused on those projects that can provide a “Quick Win” for the program. Quick Win Projects are those that offer the greatest potential to deliver value with a limited number of CAVs on the Turnpike, can be implemented more quickly than others, have been demonstrated elsewhere, and compliments other PTC initiatives as mentioned in Section 0. The Quick Win Projects are also an integral part of the workforce development process, as PTC staff are provided initial hands‐on experience with more proven applications of CV technology and prepared for larger and more complex deployments. Over the next year, FY18, it is recommended that the PTC focus their efforts on the following Quick Win Project options:

Option 1: Develop the Concept of Operations and Implement one Pilot Project for the following CV applications

Work Zone Priority Application ($125K)

Curve/Ramp Warning (Breezewood) ($125K)

Spot Weather Application (Mile Marker 288) ($125K)

Option 2: Deploy the Connected Truck Mounted Attenuator Pilot Project ($375,000)

In an effort to aid in the expedited “Quick Win” process, project sheets for each project under Options 1 are available in Appendix F.

Planning efforts for all pilot deployments should first capture the full‐scale deployment goals, then transition towards the specific details, leading to a

28

successful pilot of a sufficient scope/scale that may be properly evaluated for lessons learned, benefits, and costs at a later date. Caution should be exercised in expediting the planning process. For example, it may allow the PTC to move quickly in establishing a physically noticeable CAV deployment; however, there is the risk of not accounting for how it may be integrated into the overall business processes of the Turnpike. Failing to integrate a deployment into the existing business processes may impede the ability to discern, or derive, what values the PTC and customers were obtained from the pilot deployment. As “Quick Wins” are selected, the PTC may wish to leverage their existing network of professional peer relationships to obtain and apply the lessons learned of those agencies that have experience deploying similar solutions. Once the Quick Win Projects have been selected and moved into the systems engineering process for delivery, the PTC should place attention on developing a methodology and tool for the planning and prioritization of their future CAV investments. The “Quick Win” projects have costs built into the funding amount to cover operational and maintenance costs for the first two years; after which, funding must be appropriately planned alongside future deployments.

7.1.2 PLANNING AND PRIORITIZATION In support of planning future deployment efforts, the PTC CAV Roadmap team developed a spreadsheet tool that aides in developing planning level cost estimates to pilot, deploy, operate, and maintain the prioritized CV applications and associated infrastructure. The tool allows the PTC to understand and develop a strategy to close the gap between the estimated costs to outfit the Turnpike, as desired for each timeframe, against the current funding available. The specific funding estimations were based off of unit costs provided in Appendix G, which includes values for road side units, on‐board vehicle DSRC units, application development, and other supporting infrastructure, such as backhaul communications. As initial deployments are completed, the PTC may refine future estimates by updating the initial unit cost variables.

Greater attention in evaluating the next project to invest funding will be necessary, as the PTC Capital Plan funds made available to the program will increase to $500,000 per fiscal year beginning in 2019. While it is recommended that the PTC remain focused on the continued piloting of the remaining “Quick Win” Projects, a methodology and supporting tool should be developed to guide future investment decisions.

The PTC will gain experience in deploying CV technologies, allowing them to develop more complex and broader deployments. The PTC will need to be able to discern the benefit‐to‐cost potential of their past/future investments, identify those projects that could be eligible for outside funding, and discern or keep track of technical components that could be delivered through other PTC programs. The project planning and prioritization methodology is envisioned to consist of a technical memorandum, describing how the spreadsheet tool is populated and applied. The memorandum and tool would need to be developed in such a manner as to remain dynamic and accommodate for changes in PTC priorities or CV technologies. The spreadsheet tool should also be constructed for integration into similar roadmap spreadsheets and support of the project‐specific systems engineering process for goal and requirement development. The following are a few of the key project descriptors to be considered in the methodology and tool:

Primary goals/objectives

Specific CV‐applications or automated vehicle features to be included

Type of deployment, such as: - Demonstrations

- Initial pilots

- Pilot expansions

- Enhancement

- Final system build‐out

Distinctive project component packages that could be procured or constructed independently, such as:

- Roadside equipment

- Software and applications

- Communication or network equipment

- Vehicle based equipment

Funding source per project component package, such as:

- PTC funds

- Other programs (other PTC projects)

- Outside sources (grants and partnerships)

Estimated benefits and costs to deploy

Operation and maintenance impacts, such as: - Workload

- Staffing Levels

- Expertise

- Equipment

29

At the close of the short‐term timeframe, the complexity of the PTC’s combined CAV deployments will have grown, and there will likely be substantial changes to today’s technology, policies, and other factors to consider as the implementation process moves forward in the mid to long‐term timeframes.

7.2 MID-TERM IMPLEMENTATION

PLAN The mid‐term implementation plan provides an overview of the CAV infrastructure deployment status and guidance on formalizing the project selection process to be used over the 2022 to 2026 PTC fiscal years. The CAV Roadmap will likely require a minor review and update, accommodating changes to funding, CV technology, CV applications, PTC priorities, federal guidance, and deployment status. It is anticipated that limitations to funding will have left several short‐term priority application projects un‐deployed and that the PTC will have to consider such projects while evaluating the deployment of higher‐priority mid‐term applications. As the mid‐term timeframe progresses, or funding increases, the PTC may begin to shift some resources towards the expansion of successful pilot projects. Overall, the mid‐term implementation plan focuses upon defining the framework of a more formalized decision‐making process, by which changes in technology, priorities, funding, or other areas can be integrated into the project selection process. The project selection process builds upon the methodology and functionality of the project planning and prioritization tool, as described in the previous section, and follows the four‐step process shown below and in Figure 9. Project Selection Process:

1. Evaluate Pilots and Technology – With a number of pilot projects completed, the PTC may integrate specific lessons learned and the technical benefit/cost evaluations results of past completed projects, allowing for updates to generic values used for future estimates to be more accurate. Evaluating changes in technology will be necessary, as it may lead to reduced equipment needs, lowered software/application costs, improved potential value, or, in some drastic instances, project elimination.

2. Revise Project Priority – Leveraging the project planning and prioritization tool, the initial set of project types and general locations, as presented in Section 5, will need to be re‐evaluated and re‐prioritized, such that the areas CV technology

offers the greatest value are slated for the next deployment opportunities. The prioritization process should always serve to separate projects to best utilize the limited PTC funds available from other sources.

3. Review Funding – The last review examines the available funding from PTC Capital Plan dollars to implement the top project priorities for each year. Confirmation of adequate funding for maintenance and operation needs to be made in order to avoid deployments that cannot be sustained. Funding priority projects that are not eligible for outside funding should rise to the top of the list; meanwhile, those projects that are eligible for outside funding may be sidelined for future submission on federal grant applications.

4. Final Project Selection – After the above evaluations are completed, the final project selection will occur and may then be moved forward into the systems engineering based execution process, either by PTC forces or through contracted services.

7.3 LONG-TERM IMPLEMENTATION

PLAN As time passes beyond the 2026 PTC fiscal year and the program enters the long‐term timeframe, the PTC will continue the build‐out of infrastructure to obtain and provide value to the growing number of CAVs that will be traveling on the Turnpike. The success of past deployments will likely lead to increased funding; however, it is still likely that the allocated funding will still be insufficient to meet the entirety of the program’s desires. Continued refinement and use of

1. Evaluate Pilots and

Technology

2. Revise Project Priority

3. Review Funding

4. Final Project

Selection

Figure 9. Project Selection Process

30

the project selection tools and methodologies, developed over the short and mid‐term timeframes, will be necessary to best leverage all available funding for the program. The PTC will begin to more fully leverage CV technology as part of their “technology toolbox,” similar to the way ITS is applied today. Integration of the basic foundational infrastructure elements for CAV systems will be more readily integrated and added to other PTC capital projects where funding permits to include the installation of CV communication radios, roadside conduits, communication systems, cloud servers, or software.

The implementation plan, as defined in this document, will require a substantial revision in the future, as CV technology will surpass some of today’s traditional methods for solving safety, mobility, maintenance, and operation problems on the Turnpike. During the later years of the long‐term timeframe, the PTC may begin to phase out, replace, or augment existing deployments of traditional technology solutions with CV technologies. Through the success of the short and mid‐term CAV deployment projects, sufficient proof of value will have been obtained that should support the justifications for increased CAV deployment funding to meet the Turnpike customers’ and federal government’s expectations. Eventually, CV technology will become seamlessly deployed as an integral part of all vehicles and the transportation infrastructure, allowing the PTC to more effectively and proactively manage the Turnpike operations. The implemented CV technology will then deliver a safer, more reliable, and greater customer‐valued toll road system that continues to support national mobility and commerce.

31

8. CONCLUDING REMARKS AND RECOMMENDATIONS

Vehicles with advanced CV capabilities are anticipated to be available within the next few years. USDOT is taking a lead role in identifying, implementing, and coordinating the groundwork required to enable operations of CAV capable vehicles in the US. The adoption rate of CV will depend on whether USDOT mandates the CV capabilities for new vehicles, which is anticipated. The AV aspects of the vehicles, such as infotainment, traveler information and navigation, remote diagnostics, maintenance, and software updates, are largely being driven through collaboration between vehicle manufacturers and technology companies. The deployment of such applications will occur largely independently of road agencies.

Access to multiple communication technologies to support pilot CV applications is essential to achieve the best outcomes in relation to costs, reliability, safety, and adaptability. It is also important that the CV applications are based on standardized message sets and have been tested and validated in field operational tests.

What the Turnpike may need to do to support CV enabled vehicles to operate on the roadway will fully emerge through USDOT’s deployment guidance documents. Meanwhile, Turnpike should concentrate on addressing the foundational needs to prepare for CAV implementation. In addition, Turnpike should pilot “quick‐win” CV applications at critical hot spots using DSRCs. Until the penetration of CV technologies is significant, Turnpike should use TripTalk and other similar prevalent applications to reach “inside” the customer’s vehicles using existing wireless and Bluetooth technologies. In addition, Turnpike should pilot DSRC technologies to reach “inside” the top customer’s vehicles using DSRC technology.

For the foreseeable future, assuming a prioritized incremental installation, the investment required in roadside infrastructure for CAV is likely to be only moderate. The benefits of such moderate investments are likely to outweigh costs although the benefits case is partly reliant on the roadside unit deployment

encouraging more rapid adoption of CV safety technologies in the future. In summary, the following action plan is recommend for the next few years or until what’s required in relation to CAV clearly emerges:

1. Develop and update policies and procedures required for CAV implementation.

2. Continue participating in the USDOT, FHWA, ITSA, NHTSA and other national and local initiatives

3. Continue outreach and collaboration with internal and external stakeholders.

4. Address foundational needs. Leverage existing projects identified in the capital plan for funding.

5. Plan, deploy, test, operate, maintain, and evaluate “quick‐win” pilot work zone, curve/ramp warning, and road weather CV applications.

6. Apply for funding opportunities through grants and other federal initiatives to implement additional CV applications.

7. Develop internal workforce skills by participating in CAV relating training and seminars.

It should be noted that the CAV Roadmap is oriented more towards CV rather than AV since development of AV will most likely be dictated by the private sector. The Turnpike will play minimal role with AV. To prepare for the AV, it will be vitally important to keep well‐maintained pavement markings and roadside signage, supporting the operation of optical sensors. Any preparations for AV operations individually would require an inspection/upgrade to all pavement markings and signing. Since the path of AV is mostly driven by the private sector and is still mostly unknown, it is recommended that the Turnpike take the “wait and watch” approach towards AV prior to making significant investment preparing for the AV.

32

APPENDIX A – SUGGESTED UPDATES TO PTC POLICIES

Policy Subject Category PTC Department Description

1 6.04 PTC VEHICLE POLICY/DRIVER AND PROCEDURES MANUAL

Communication MAINTENANCE

PTC Driver and Procedures Manual would need to be augmented to include training for driving vehicles equipped with CV/AV technologies (pgs. 13, 15). This should also cross‐reference to Policy 5.01 ‐ Employee Accident Review and Disciplinary Program, if a PTC vehicle equipped with CV/AV equipment would be involved in a crash.

2 8.01 ACCEPTABLE USE OF COMMISSION TECHNOLOGY RESOURCES

Data INFORMATION TECHNOLOGY

Security of devices when accessing 3rd Party data that is not owned or maintained by PTC for CAV (pg. 14).

3 8.06 RECORDS MANAGEMENT POLICY Data INFORMATION TECHNOLOGY

Change security requirements to protect what data is stored on PTC servers and which PTC personnel are granted access (pg. 17). Includes cloud based storage (pg. 10).

4 8.06 RECORDS MANAGEMENT POLICY Data INFORMATION TECHNOLOGY

Create a system to keep necessary records of CAV data for legal compliance and to limit liability exposure (pg. 23).

5 8.11 INFORMATION AND OPERATIONAL TECHNOLOGY (IT/OT) STANDARDS

Communication INFORMATION TECHNOLOGY

Standards and procedures would be developed for use of 75 MHz of spectrum in the 5.9GHz band for dedicated short‐range communications (DSRC) as allocated by the FCC. PTC is eligible for use of this communication bandwidth and would need to obtain authorization for CV/AV applications (pg. 9).

6 10.04 INDEMIFICATION AND HOLD HARMLESS LEGAL ASSISTANCE

Data LEGAL "Scope of office or employment" to be addressed to include CV applications in case of an incident, in such cases, that CV may have been involved.

Varadarajan, Vijay

33

APPENDIX B – TE&O CAV PREPAREDNESS – CURRENT EFFORTS

Title Status Note

Sign Management Ongoing Agile assets project. FHWA requirement.

Safety Management System Not started Pending final direction for safety program, this project would provide for gathering requirements for a comprehensive, integrated Safety Management System.

Performance Measures and Metrics Ongoing TEO developing business requirements for next phase

ATMS Replacement Ongoing Proposals due in February 2016

Video Management System Phase 2 and Analytics Phase 1 completeIT support and phase 2 implementation (mobile, analytics, etc)

Weather Forecasting and Alerts Complete IT support

Crowdsourcing Tools On hold Legal ruling against Geofeedia has put this project on hold

First Responder Extranet Complete Box.com implemented. IT support.

TripTalk/511 Merger and Emergency Communication Module Not started Limited IT involvement expected

Broadband (fiber and mesh network) – TEO needs Ongoing Enterprise-wide project. Need to define radio, ITS and connected vehicle bandwidth/ latency

needs. Automated Work Zone Speed Enforcement On hold Draft requirements and RFP developed pending legistlation

GIS Implementation - TEO needs Ongoing Enterprise-wide project. Needs include Operation Center viewer for traffic, weather, incidents.

UAV Program Support Ongoing IT support

Probe Data for Situational Awareness and Analytics Ongoing Limited IT involvement expected

Data Sharing Requirements and Portal Ongoing IT support

Device Integration – Temporary and Permanent Ongoing IT support for ITS projects under construction

Mobile CCTV Pilot complete - 9 vehicles Need to define requirements for full deployment

Upgrade Traffic Operations Red Flag Reporting Phase 1 completeNeed to adjust requirements to better flag conflicts

Connected Fleet ConOps and Requirements Not started Need to define requirements for AVL and connected vehicle applications

ITS Device Deployment and Maintenance Not started Need to define requirements for future contracts - maintenance, emergency installations, smart

work zones, CV readiness

Connected Vehicle Preparations Ongoing Connected vehicle roadmap identifying items needs to prepare.

Radio System – Next Generation Ongoing Prior study complete. Recent meeting to discuss inclusion in Broadband project.

Video Sharing/ Recording Policy Ongoing IT leading revisions

Varadarajan, Vijay

34

APPENDIX C – FOUNDATIONAL NEED/CONSIDERATIONS DESCRIPTIONS

Varadarajan, Vijay

35

SHORT-TERM FOUNDATIONAL NEEDS/CONSIDERATIONS (HIGH-PRIORITIES) Foundational

Need Areas

Initiative Type

Priority

Foundational Need Description Impacts

P E H Turnpike CAV Working Group Consists of CAV partners interested in the advancement of the CAV Program at the Turnpike.

Regularly communicate updates on the program and current needs. Venue for partners to provide updates on product offerings and educate those with no experience. Develop strategic partnerships that can address current or future program needs.

W E H Identify Lead Person Create a PTC CAV champion that will lead, organize, and represent the program.

Champion provides visibility and singular contact for legislators, partners, and internal staff. Effective at gathering resources, resolving differing opinions, and delivering on change.

IT P H Evaluate Communication Bandwidth Need

Determine high‐level communication network needs for CAV systems.

Understanding needs early allows for inclusion of aspects in transportation and IT improvements.Overall bandwidth, data transfer rates, latency requirements and other attributes are critical to IT operation and CAV system performance.

IT O H Evaluate Enterprise‐wide Data Management Impacts

Evaluate the changes relative to types,volumes, applications, and accessibility to others.

Failure to manage data properly will reduce benefits from investments in CAV systems. Managing of the data will grow exponentially as CAVs emerge. Critical systems may rely upon effective data access and management systems.

IT O H Manage Cybersecurity / Vulnerability

Evaluate and manage the potential weaknesses for cybersecurity breaches.

Actively seek unprotected access points and manage any attempts to access PTC systems. Regularly maintain and execute a security regime to stay current with the changing of threats.

I P H Develop CV‐enabled Turnpike Fleet Vehicles

Develop plan to leverage Turnpike fleet vehicles as probes to interact with PTC CAV deployments.

Vehicles can be easily retrofitted with CAV systems creating added value to early deployments. Sensors can be added to assess pavement condition and roadway weather systems to support maintenance processes.

OC E H Collaborate with Penn DOT / CMU

Coordinate with external agencies. Collaboration with successful partners including Penn DOT and Carnegie Mellon University.

O O H Develop Funding Strategies Create a strategy to identify and re‐allocate newly available funding towards the deployment of CAV systems.

Create "wish‐list" projects of various types, scale, and complexity to quickly leverage funds. Actively seek out sources of additional funding including other projects completed under budget for advancement of the CAV program.

Foundational Need Areas: P=Policy/Business; W=Workforce; IT=IT/Communications/Security; I=Infrastructure, OC=Outreach/Collaboration; O=Other

Initiative Type: E=Existing; P=Programmed or Planned; O=Others

Timeline: S=Short‐Term; M=Mid‐Term; L=Long‐Term

Priority: L=Low; M=Medium; H=High Priority

Varadarajan, Vijay

36

SHORT-TERM FOUNDATIONAL NEEDS/CONSIDERATIONS (MEDIUM AND LOW PRIORITIES) Foundational

Need Areas

Initiative Type

Priority


P E M Evaluate Current Legislation Determine what modifications, or additional legislation, are required to permit CAV deployment.

Limitations may exist such as gathering, or using, data from privately owned CAVs. Definition and limitations of liability when AV is in incidents or V2I communications fail.

P E M Participate in Statewide AV Task Force

Participate in Statewide AV Task Force Task force comprised of various agencies to lead and advocate for AV advancement in the state.

P E L Follow NHTSA Rulemaking NHTSA Rulemaking Requires new vehicles have V2V/V2I capability and broadcast basic message data.

W E M Participate in TRB/ITSA/Coalition Participate in TRB/ITSA/Coalitions Participate in national working groups and coalitions around the various CAV topics.

IT P M Monitor CV Security / Privacy Policies

Changes to security and privacy policies are expected as publicly owned / operated CAVs emerge.

Public ownership and understanding of CAVs may lead to changes in data sharing. Federal standards for security requirements will continuously change with technology. PTC will need to adhere to all current standards for uniform security credentialing between vehicles and infrastructure.

IT O M Develop Data Strategy Plan Develop strategy for the overall PTC relative to CAV and other emerging sources of data (IoT, probe, third parties).

Numerous sensors are being developed to gather new data that can add to PTC data needs. Failure to define overall strategies could lead to ineffective application of richer data sets.

IT O L Consider Licensing Needs Consider Licensing Needs Monitor and remain informed of CAV licensing requirements.

I P M Incorporate CAV into Existing /Planned Projects

Evaluate and incorporate known CAV infrastructure needs in other projects

Reduces overall cost of deployment and preparedness for larger scale deployments. Reduces disruptions to travel, or re‐working of recently installed infrastructure. CV applications often compliment and can enhance other ITS deployments.

I P L Evaluate Current Construction Projects

Identify opportunities to demonstrate CAV work zone systems.

Potential sources of quick wins and early partnerships with work zone equipment providers. Compliments existing and planned features of PTC TripTalk smartphone application.

OC E M Educate Policy Makers Actively engage and educate decision makers of benefits, limitations, and opportunities with CAV systems.

CAV investments have led to economic development in other states/regions. Continuation of the Turnpikes heritage in innovation is important to maintain. Educated policy makers are more likely to advocate and support the CAV program.

OC E M Outreach to internal/external stakeholders.

Establish Internal / External Stakeholder Groups Create and regularly engage with all interested stakeholders.

OC P M Collaborate with Other States Collaborate with Other adjacent States Collaborate with other state agencies on opportunities to demonstrate CAV.

OC P M Collaborate with automakers Collaborate with Auto OEMs & Suppliers Collaborate directly with vehicle manufacturers and suppliers to demonstrate the latest or Turnpike specific CAV systems.

OC P M Outreach to other peers Support & Encourage Peer Exchanges Engage with other partners to create a peer to peer exchange to job shadow with agencies more experienced in CAV.

O E M Update Strategic / Capital Plan Creates a defined investment plan and strategy for the CAV program.

Creates specific and visible commitment to strategic advancement of the CAV program. Clarifies what limitations exist relative to partial funding of overall CAV program desires.

O E M Submit for Grants Develop grants for funding that best align with PTC CAV program goals.

Competing for grants increases visibility of PTCs interest in funding and program expansion. Successful infusion of funding can accelerate the program beyond PTC funding capacity.

O P M Participate in Federal Competitions

Participate in those competitive events that are sponsored by federal agencies to promote CV technology.

Competitions can attract interest or investment outside of normal PTC geographic areas. Provides opportunity to demonstrate PTC solutions to broader CAV audience.

O O M Develop Requirements to Deploy, Operate and Maintain

Establish requirements for application of CAV systems on the Turnpike and the standards for which they are operated and maintained.

Creates uniformity in application of CAV systems to address specific Turnpike problems. Allows for identification and allocation of appropriate funding before deployment occurs.




Varadarajan, Vijay

37

MID- AND LONG-TERM FOUNDATIONAL NEEDS/CONSIDERATIONS (ALL PRIORITIES) Foundational Need

Areas

Initiative Type

Priority


P P M Develop Performance Metrics Develop metrics to consistently evaluate Turnpike investments in CAV.

Verifiable and consistent evaluation is important to garner investment in CV technology. Results support prioritization of future investments to those with the greatest return.

P P M Update Long Range Plan Update to include CAV projects and needs within traditional investments of the Long Range Plan.

Creates dedicated investments, reduces duplication of efforts and disruptions to travel. Dedicates limited PTC funding to highest priority CAV needs.

P P L Evaluate CV Impact to Tolling Rules

Evaluate changes to tolling rules that may permit direct collection of tolls from CV‐enabled vehicles.

Requires identification of end‐user and deviation from standard CV anonymity. May identify legislation, technology, or policy changes to collect tolls via a CV‐based mechanism. Standardization would be desirous to enable toll collection across infrastructure systems.

P P L Review Impacts to DOM/COM and Maintenance/COOP/DR

Evaluate impacts that CAV systems and data will have on these standardized operations manuals.

Impacts will include greater data sets available to support real‐time decision making. Design requirements regarding operational requirements of CAV infrastructure elements.

P O L Evaluate Crash Reporting Procedures

Evaluate procedures for detecting, reporting, and responding to crashes.

CV‐enabled vehicles can directly notify first responders of a crash occurrence. Crash report formats updates to denote vehicle types as CV, CAV, or AV.

W O M Develop Workforce Plan Develop Workforce Plan Strategic plan to create a new workforce to plan, design, deploy, operate and maintain the CAV infrastructure.

W O L Modify Job Descriptions Modification and creation of job descriptions as CAV systems are deployed.

Existing descriptions may limit ability of staff to provide services for CAV systems. Proactive identification of new roles, added responsibilities, cross‐trained staff, or unknown staffing requirements ahead of deployments.

W O L Create Internal Workforce Teams

Create Internal Workforce Teams Develop subcommittees from the Turnpike CAV Working Group focused on internal workforce development

W O L Identify Workforce Challenges Identify Workforce Challenges Identify impediments that face the future CAV workforce.

IT O L Develop Privacy Commitment Statement

Develop Privacy Commitment Statement Publish a statement to the public addressing privacy of customers.

I E M Plan for Fiber‐optic Backbone / Wireless Mesh

Develop conceptual layouts of future communications infrastructure representative of future bandwidth and redundancy needs.

Permits inclusion of addressing communication needs in other projects when possible. Account for flexibility as communication media and capability will change (wired/wireless).

I O L Develop Qualified Products List Develop and maintain Turnpike approved CAV related products.

Clarifies how Vendors can submit equipment for qualification on PTC projects. Expedites the process for which basic CV infrastructure elements are procured/deployed.

I O L Develop O&M plan Identify roles, responsible parties, and standards for operating and maintaining CAV systems.

Identify specific entity responsible for O&M of each component and sources of funding. Establish the O&M expectations such as device availability, up‐time, and response times.

I O M Evaluate Impacts to Staffing, Equipment, and Software (ATMS, GIS, etc.)

Assess impact of CAV systems on staff, equipment, software and other business support elements of the Turnpike.

Software platform changes to integrate CV data and support operation of CV applications. Asset management and maintenance to support AV system operation on Turnpike. Staffing needs, levels, and other changes based upon specific CAV system deployments.

O O M Evaluate Impacts on TOC & ITS Evaluate impact of CAV data and systems on TOC functions and capabilities along with the impact to the need for traditional ITS.

CAV systems may integrate, augment, or replace traditional ITS deployments. CAV data sets can enhance functionality of the TOC if harnessed and managed effectively.

O O M Update Standards Update design standards and details for inclusion of CAV systems.

Creates a uniformly designed, deployed, operated, and maintained system.




Varadarajan, Vijay

38

APPENDIX D – PTC POTENTIAL APPLICATIONS

PA Turnpike CAV Program Roadmap

Varadarajan, Vijay

APPENDIX E – CVRIA APPLICATION PHYSICAL INTERCONNECT DIAGRAMS


Varadarajan, Vijay

40

WARNINGS ABOUT UPCOMING WORK ZONE (TIMEFRAME – SHORT-TERM; GOAL – SAFETY; CORE FOCUS AREA – WORK ZONE)


Varadarajan, Vijay

41

INCIDENT SCENE WORK ZONE ALERTS FOR DRIVERS AND WORKERS (TIMEFRAME – SHORT-TERM; GOAL – SAFETY; CORE FOCUS AREA – TRAFFIC INCIDENT MANAGEMENT)


Varadarajan, Vijay

42

CURVE SPEED WARNING (TIMEFRAME – SHORT-TERM; GOAL – SAFETY; CORE FOCUS AREA – ROADWAY)


Varadarajan, Vijay

43

REDUCED SPEED ZONE WARNING/LANE CLOSURE (TIMEFRAME – SHORT-TERM; GOAL – SAFETY; CORE FOCUS AREA – ROADWAY)


Varadarajan, Vijay

44

SPOT WEATHER IMPACT WARNING (TIMEFRAME – SHORT-TERM; GOAL – SAFETY; CORE FOCUS AREA – WEATHER)


Varadarajan, Vijay

45

VARIABLE SPEED LIMITS FOR WEATHER-RESPONSIVE TRAFFIC MANAGEMENT (TIMEFRAME – SHORT-TERM; GOAL – SAFETY; CORE FOCUS AREA – WEATHER)


Varadarajan, Vijay

46

QUEUE WARNING (TIMEFRAME – SHORT-TERM; GOAL – MOBILITY; CORE FOCUS AREA – TRAFFIC NETWORK)


Varadarajan, Vijay

47

ADVANCED TRAVELER INFORMATION SYSTEM (TIMEFRAME – SHORT-TERM; GOAL – MOBILITY; CORE FOCUS AREA – TRAVELER INFORMATION)


Varadarajan, Vijay

48

IN-VEHICLE SIGNAGE (TIMEFRAME – SHORT-TERM; GOAL – MOBILITY; CORE FOCUS AREA – TRAVELER INFORMATION)


Varadarajan, Vijay

49

ELECTRONIC TOLL COLLECTION (TIMEFRAME – SHORT-TERM; GOAL – MOBILITY; CORE FOCUS AREA – TOLLING)


Varadarajan, Vijay

50

TRAVELER INFORMATION – SMART PARKING (TIMEFRAME – SHORT-TERM; GOAL – MOBILITY; CORE FOCUS AREA – FREIGHT)


Varadarajan, Vijay

51

WARNING ABOUT HAZARDS IN A WORK ZONE (TIMEFRAME – MID-TERM; GOAL – SAFETY; CORE FOCUS AREA – WORK ZONE)


Varadarajan, Vijay

52

ROAD WEATHER MOTORIST ALERT AND WARNING (TIMEFRAME – MID-TERM; GOAL – SAFETY; CORE FOCUS AREA – ROAD WEATHER)


Varadarajan, Vijay

53

ROAD WEATHER INFORMATION FOR MAINTENANCE AND FLEET MANAGEMENT SYSTEMS (TIMEFRAME – MID-TERM; GOAL – SAFETY; CORE FOCUS AREA – ROAD WEATHER)


Varadarajan, Vijay

54

ROAD WEATHER INFORMATION FOR FREIGHT CARRIERS (TIMEFRAME – MID-TERM; GOAL – SAFETY; CORE FOCUS AREA – ROAD WEATHER)


Varadarajan, Vijay

55

INCIDENT SCENE PRE-ARRIVAL STAGING GUIDANCE FOR EMERGENCY RESPONDERS (TIMEFRAME – MID-TERM; GOAL – SAFETY; CORE FOCUS AREA – TRAFFIC INCIDENT MANANGEMENT)


Varadarajan, Vijay

56

OVERSIZE VEHICLE WARNING (TIMEFRAME – MID-TERM; GOAL – SAFETY; CORE FOCUS AREA – ROADWAY)


Varadarajan, Vijay

57

SPEED HARMONIZATION (TIMEFRAME – MID-TERM; GOAL – MOBILITY; CORE FOCUS AREA – TRAFFIC NETWORK)


Varadarajan, Vijay

58

APPENDIX F – CAV PROJECT SHEETS Project sheets provide key information about PA Turnpike projects, which assist the Turnpike in tracking the projects through the life cycle. As part of the Traffic Operations Performance (TOP) Program, the Turnpike developed projects sheets for several traffic operations projects including projects related to Connected/Autonomous vehicles functional area. Projects sheets were developed for the following projects related to the Connected/Automated Vehicles functional area:

1. ITS‐001: ITS Connected Vehicle/Fleet Strategic Plan

2. ITS‐001.1: Connected Vehicle/Autonomous Vehicle (CV/AV) Roadmap

3. ITS‐001.2: Connected Vehicle/Autonomous Vehicle (CV/AV) Pilot Program

4. ITS‐001.3: Connected Fleet ConOps and Requirements

5. ITS‐010.2: Curve and Ramp – ITS, Connected Vehicle Projects

6. ITS‐012: ITS Pilot Projects

7. ITS‐017: ITS DSRC Upgrade Project

8. TO‐004.5: Data Sharing Requirements Development and Projects

9. WZ‐003: Regional Connected Smart Work Zones

10. WZ‐004.1: Work Zone Technology Pilot Program

11. WZ‐004.2: Connected TMA ConOps and Pilot

12. WZ‐004.3: Automated TMA ConOps and Pilot

In this Appendix, the projects sheets for the list of CAV short‐term projects, which were not developed (in detail) as part of the TOP Program is provided.


59

PROJECT CV‐002 Work Zone Safety CAV Pilot: Mobile and Maintenance Patterns Warning

Planned Programmed Active Complete

Contract Mechanism: TBD Consultant/Contractor: TBD

Lead Department and Stakeholders

Lead Department TE&O

Lead Manager Bob Taylor

Internal Stakeholders Engineering (TBD)

Maintenance (TBD)

IT (TBD)

External Stakeholders N/A

Project Description

This project will examine the capability of CV technology to improve safety within the work zones specifically during mobile operations (line painting crew), short term operations (resurfacing project; MP 319‐326), and long term operations (total reconstruction project; MP 202‐206). Communication of warnings to motorists will occur using the TripTalk smartphone application (to add value to many Turnpike customers) and also through Dedicated Short Range Communicaiton (DSRC) radios to CVs (demonstrating future warning methods). This project will include planning, implementation, operations and maintenance, and evaluation of a pilot CAV work zone project(s). The results from the pilot will assist the Turnpike in determining the need to implement CV technologies at work zones along the Turnpike to improve safety.

Basis For Project

Functional Area Connected/Autonomous Vehicles

Relevant Commission Drivers Safety, Mobility

Project Relevancy to Specific Traffic Engineering & Operations (TE&O) Objectives

Elevate mobility and TSM&O throughout the PTC

Start Date (Duration) Summer 2018

Source Document(s) CVRIA Implementation Architecture

Needs Implement pilot technologies.

Key Activities

1. Plan

a. Identify/confirm locations for pilot projects as identified within the CAV Roadmap.

b. Develop concept of operations and requirements for CAV work zone project.

2. Design the CAV work zone pilot system

3. Procure, Deploy, integrate, and testing the pilot system

4. Maintain and operate the pilot system.

5. Evaluate the pilot system.


60

Projected Cost Estimate

Year Planning Design Implementation O&M

Planned Actual Planned Actual Planned Actual Planned Actual

FY 18 $20,000 $25,000 $70,000 $5,000

FY 19 $5,000

FY 20

FY 21

TOTAL $20,000 $25,000 $70,000 $10,000

Notes: Implementation cost depends on the Concept of Operations. Annual Operations and Maintenance assumes approximately 10% of capital costs

Prerequisites and Linkages

• Linkage CV/AV Roadmap

Notes / Status

• N/A

Attachments

• N/A


61

PROJECT CV‐003: Roadway Safety CAV Pilot: Curve and Ramp Warning Systems





Lead Manager Mike Pack

Internal Stakeholders Engineering (TBD)

Maintenance (TBD)

Toll (TBD)

IT (TBD)

External Stakeholders N/A

Project Description

This project will demonstrate curve/ramp warning systems using CV technologies in the Breezewood interchange area. The CAV systems will utilize traditional ITS systems and sensors to gather data such as vehicle classification, speed and current roadway conditions to determine if a warning is necessary to the approaching motorists. Communication of warnings to motorists will occur using the TripTalk smartphone application (to add value to many Turnpike customers) and also through Dedicated Short Range Communicaiton (DSRC) radios to CVs (demonstrating future warning methods). The project will include the development of a Concept of Operations, System Requirements, System Architecture and Deployment/Integration.

Basis For Project


Relevant Commission Drivers Safety, Mobility





Needs Implement pilot projects

Key Activities

1. Plan


b. Develop concept of operations and requirements for CAV curve/ramp warning pilot project.

2. Design the CAV curve/ramp warning pilot system





62




FY 18 $20,000 $25,000 $70,000 $5,000

FY 19 $5,000

FY 20

FY 21

TOTAL $20,000 $25,000 $70,000 $10,000




Notes / Status

• N/A

Attachments

• N/A


63

PROJECT CV‐004: Road Weather CAV Pilot: Spot Weather Impact Warning





Lead Manager Amber Reimnitz

Internal Stakeholders • Engineering (TBD)

• Maintenance (TBD)

• Toll (TBD)

• Traffic Operations

External Stakeholders • N/A

Project Description

This project will demonstrate the operation of a spot weather impact warning applications using connected vehicle technologies in the Mile Marker 288 area. The CAV systems will use data obtained from existing road weather information systems to gather a variety of road surface, subsurface and atmospheric weather conditions. This data will be used to determine when warnings or advisories are necessary in a specific geographic area. Communication of warnings to motorists will primarily occur via the TripTalk smartphone application (to add value to many Turnpike users) and through the use of Dedicated Short Range Communicaiton (DSRC) radios to provide warnings directly to connected vehicles (demonstrating future warning methods). The project will include the development of a Concept of Operations, System Requirements, System Architecture and Deployment/Integration.

Basis For Project


Relevant Commission Drivers Safety





Needs Implement pilot projects

Key Activities

1. Plan


b. Develop concept of operations and requirements for CAV spot weather pilot project.

2. Design the CAV spot weather pilot system





64




FY 18 $20,000 $25,000 $70,000 $5,000

FY 19 $5,000

FY 20

FY 21

TOTAL $20,000 $25,000 $70,000 $10,000




Notes / Status

• N/A

Attachments

• N/A


65

APPENDIX G – CAV APPLICATION UNIT COSTS


66

APPENDIX H – PA TURNPIKE CURVE/RAMP WARNING – CRITICAL LOCATIONS


67

APPENDIX I – PA TURNPIKE – WEATHER HOTSPOTS

Connected and Automated Vehicles (CAV) Program Roadmap · 2018-05-08 · Turnpike’s CAV program...

Documents

Transcript of Connected and Automated Vehicles (CAV) Program Roadmap · 2018-05-08 · Turnpike’s CAV program...