5.9 ghz dedicated short range communication …...the objective of this connected vehicle pooled...

Copyright © 2017 Synesis Partners LLC. All rights reserved.

5.9 GHz Dedicated Short Range Communication Vehicle-based Road and Weather Condition Application Deployment Report

Version 2.0 – Final

December 2017 Prepared For:

Connected Vehicle Pooled Fund Study

By:

Synesis Partners LLC

CVPFS_DSRC_RdWx_Final_Report_v1.0

Page ii Copyright © 2018 Synesis Partners LLC

All rights reserved.

TABLE OF CONTENTS

ACKNOWLEDGEMENTS ........................................................................................................ V

EXECUTIVE SUMMARY ........................................................................................................ VI

1 INTRODUCTION ............................................................................................................... 1

1.1 Purpose ................................................................................................................................................................ 1

1.2 Background and Scope ...................................................................................................................................... 1

1.3 Definitions, Acronyms, and Abbreviations ...................................................................................................... 3

1.4 References ........................................................................................................................................................... 3

1.5 Overview ............................................................................................................................................................. 3

2 SYSTEM IMPLEMENTATION ......................................................................................... 5

2.1 Vehicle On-board Components ......................................................................................................................... 5 2.1.1 OBE Hardware ........................................................................................................................................... 6 2.1.2 Mobile IceSight ......................................................................................................................................... 8 2.1.3 Mobile Surface Sentinel ............................................................................................................................. 9 2.1.4 OBE Software ......................................................................................................................................... 10

2.2 Roadside Components ..................................................................................................................................... 11 2.2.1 RSE Hardware ........................................................................................................................................ 12 2.2.2 RSE Software .......................................................................................................................................... 13

2.3 Back Office Services ......................................................................................................................................... 14

3 NEW YORK DEPLOYMENT EXPERIENCE ............................................................... 15

3.1 Deployment Description .................................................................................................................................. 15 3.1.1 RSU Deployment ...................................................................................................................................... 16 3.1.2 OBU Deployment ..................................................................................................................................... 18

3.2 Test Report ....................................................................................................................................................... 23

3.3 Operations Report ............................................................................................................................................ 26

4 MICHIGAN DEPLOYMENT EXPERIENCE ................................................................ 28

4.1 Deployment Description .................................................................................................................................. 28

4.2 Test Report ....................................................................................................................................................... 28

4.3 Operations Report ............................................................................................................................................ 31


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5 ANALYSIS AND CONCLUSIONS .................................................................................. 32

5.1 Challenges and Opportunities ......................................................................................................................... 32 5.1.1 Automatic Vehicle Location System Compatibility ................................................................................. 32 5.1.2 Messaging Standards ................................................................................................................................ 33 5.1.3 DSRC Security Systems Compatibility .................................................................................................... 35

5.2 Conclusions ....................................................................................................................................................... 36

APPENDIX A - DEFINITIONS ........................................................................................... 37


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TABLE OF FIGURES FIGURE 1 – CONCEPTUAL SYSTEM DEPLOYMENT (SOURCE: SYNESIS PARTNERS LLC) ........................ 5 FIGURE 2 – VEHICLE ON-BOARD COMPONENTS (SOURCE: SYNESIS PARTNERS LLC) ............................ 6 FIGURE 3 – HEAVY VEHICLE OBE, ANTENNA AND CABLES (SOURCE: SYNESIS PARTNERS LLC) ....... 7 FIGURE 4 – LIGHT VEHICLE OBE, ANTENNA AND CABLES (SOURCE: SYNESIS PARTNERS LLC) ......... 8 FIGURE 5 – HIGH SIERRA MOBILE ICESIGHT 2020S (SOURCE: SYNESIS PARTNERS LLC) ....................... 9 FIGURE 6 – MOBILE SURFACE SENTINEL SENSOR (SOURCE: SYNESIS PARTNERS LLC) ...................... 10 FIGURE 7 – OBE APPLICATION SOFTWARE MODULES (SOURCE: SYNESIS PARTNERS LLC) ............... 11 FIGURE 8 – RSE SCHEMATIC (SOURCE: SYNESIS PARTNERS LLC) ............................................................. 12 FIGURE 9 – RSE, ETHERNET SWITCH, AND BRACKET/SURGE SUPPRESSOR (SOURCE: SYNESIS

PARTNERS LLC) ............................................................................................................................................. 13 FIGURE 10 – NEW YORK DEPLOYMENT ............................................................................................................. 15 FIGURE 11 – NEW YORK RSU INSTALLATION LOCATIONS .......................................................................... 16 FIGURE 12 – NORTH COLLINS RSU INSTALLATION (SOURCE: SYNESIS PARTNERS LLC) .................... 17 FIGURE 13 – TONAWANDA RSU INSTALLATION (SOURCE: SYNESIS PARTNERS LLC) .......................... 17 FIGURE 14 - EAST AURORA RSU INSTALLATION (SOURCE: NYSDOT) ....................................................... 18 FIGURE 15 – MACK PLOW TRUCK COHDA MK2 OBU (SOURCE: SYNESIS PARTNERS LLC) .................. 19 FIGURE 16 – MACK PLOW TRUCK MOBILE SURFACE SENTINEL SENSOR (SOURCE: SYNESIS

PARTNERS LLC) ............................................................................................................................................. 20 FIGURE 17 – FUSED BATTERY BOX ON PLOW TRUCK FOR MOBILE SURFACE SENTINEL

INSTALLATION (SOURCE: SYNESIS PARTNERS LLC) ........................................................................... 20 FIGURE 18 – MACK PLOW TRUCK ANTENNA INSTALLATION (SOURCE: SYNESIS PARTNERS LLC) .. 21 FIGURE 19 – FORD TRUCK COHDA MK2 OBU INSTALLATION (SOURCE: SYNESIS PARTNERS LLC) .. 22 FIGURE 20 – FORD TRUCK ANTENNA INSTALLATION (SOURCE: SYNESIS PARTNERS LLC) ............... 22 FIGURE 21 – FORD TRUCK MOBILE ICESIGHT SENSOR INSTALLATION (SOURCE: SYNESIS

PARTNERS LLC) ............................................................................................................................................. 23 FIGURE 22 – EXAMPLE VEHICLE LOCATION IN THE WXDE ......................................................................... 26 FIGURE 23 – EXAMPLE MOBILE DATA FROM THE ROAD WEATHER APPLICATION IN THE WXDE ... 27

TABLE OF TABLES TABLE 1 – NEW YORK DEPLOYMENT TESTING RESULTS ............................................................................ 24 TABLE 2 – MICHIGAN DEPLOYMENT TESTING RESULTS ............................................................................. 29

REVISION HISTORY

Version Description

1.0 Initial version. 2.0 Incorporates resolution of comments received from CV PFS


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ACKNOWLEDGEMENTS The authors would like to thank the representatives and staff members of Michigan DOT and New York State DOT for their contributions to this project. Dan Ashley, New York State DOT Abdul Azeem, New York State DOT Luke Biernbaum, Michigan DOT Collin Castle, Michigan DOT John Cogswell, New York State DOT Elise Feldpausch, Michigan DOT Jason Fera, New York State DOT Mike Flynn, New York State DOT Brian Galvin, New York State DOT Mike Gassman, New York State DOT Joe Gorman, Michigan DOT Bob Hall, New York State DOT Mike Knab, New York State DOT Joe Jowsey, New York State DOT Joel Lomanto, New York State DOT Rick McDonough, New York State DOT Owais Memon, New York State DOT Jonathan Rasmussen, New York State DOT Brendan Simon, New York State DOT Matt Smith, Michigan DOT Bob Terry, New York State DOT


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EXECUTIVE SUMMARY The objective of this Connected Vehicle Pooled Fund Study (CV PFS) project has been to develop and test the acquisition of road and weather condition information on public agency vehicles and transmit it to roadside equipment over 5.9 GHz Dedicated Short-Range Communications (DSRC). The completed demonstration system was deployed to sites in New York and Michigan. The project consisted of six tasks, over two phases:

Task 1 – Requirements Development

Task 2 – Concept of Operations

Task 3 – Application Development

Task 4 – Application Installation and Testing (New York)

Task 5 – Application Installation and Testing (Michigan)

Task 6 – Application Compatibility Assessment

Hardware procured for the project included six DSRC on-board units (OBUs), three DSRC roadside units (RSUs), and two High Sierra Mobile IceSight and two High Sierra Surface Sentinel road weather sensor units to provide additional on-board data gathering, all deployed to the New York site. The application software was deployed to a pre-existing DSRC installation in Michigan.

The software developed in the project for the OBU can be configured to collect data from the vehicle’s Controller Area Network (CAN) bus, the aftermarket road weather sensors, and DICKEY-john® road treatment equipment (if present), in addition to the Global Positioning System (GPS). Data are transmitted to the DSRC RSU using IPv6 messaging, and are stored as files on the RSU. The data are retrieved from the RSU and stored in agency databases and in the Federal Highway Administration’s Weather Data Environment.

Several development and deployment challenges were raised and overcome. In particular, agencies deploying the DSRC-based road weather system and similar CV applications will want to assure that DSRC components are fully standards-compliant and meet the application functional requirements, and that sufficient IPv6 knowledge and skills are available to support deployment and operations. Future deployments of the application may need to consider compatibility with alternative automated vehicle location (AVL) systems, evolving DSRC road weather data standards, and DSRC security infrastructure.


Page 1 Copyright © 2018 Synesis Partners LLC


1 INTRODUCTION

1.1 Purpose The purpose of this document is to provide a summary report of project findings and experience for the 5.9 GHz Dedicated Short Range Communication (DSRC) Vehicle Based Road and Weather Condition Application developed for the Connected Vehicle (CV) Pooled Fund Study (PFS). Phase 1 of the project developed a Concept of Operations; Messaging Requirements; the system software, hardware, and communications interfaces for the vehicle on-board and roadside equipment; an Installation Guide; backhaul communications networking experience; and a Test Plan for a future deployment. These developments were previously documented in a Final Report to the CV PFS, and are only summarized herein. Phase 2 of the project deployed the system in New York and Michigan and initiated operations to provide the collected data to the States and to the Federal Highway Administration (FHWA) Weather Data Environment (WxDE). Descriptions of those deployments are the core of this document, along with an analysis of selected deployment challenges for future consideration.

1.2 Background and Scope Significant effort has been and continues to be expended in FHWA’s Road Weather Management Program and in various federal and state connected vehicle programs to identify opportunities to acquire data from vehicles acting as mobile sensor platforms. Federal, state and local transportation agencies have also been working with automakers, communications technology providers, and standards organizations to develop and standardize information exchange between vehicles and the transportation infrastructure, enabling a variety of applications that could improve transportation safety, mobility and environmental performance. This 5.9 GHz DSRC Vehicle-based Road and Weather Condition Application project is a synergistic result of those converging opportunities.

Accurate, timely and route-specific weather information allows traffic and maintenance managers to better operate and maintain roads under adverse conditions. The research system developed by this project enables collection of vehicle-based probe and observation data from mobile sensors on transportation agency vehicles and transmission of the data over DSRC to roadside units from where it can be accessed by agency systems. In this way, information from mobile platforms will eventually enable traffic managers and maintenance personnel to implement operational strategies that optimize the performance of the transportation system by mitigating the effects of weather on the roadways.




Potential use case scenarios for the system are well known from previous connected vehicle and road weather research. All connected vehicle applications make use of and depend on probe data, but six high-priority connected vehicle road weather applications were specifically identified in the Concept of Operations for Road Weather Connected Vehicle Applications1. Many of these applications/use cases recognize agency vehicles, including snow plow and maintenance trucks, as key sources of connected vehicle road-weather data, particularly since they are logical candidates for the installation of specialized sensors that will generate data sets that will be unavailable from vehicles in the general public fleet. Other applications/use cases are focused on delivering data to agency vehicles, especially for winter maintenance decision support and for maintenance management systems. The six road weather applications are:

• Enhanced Maintenance Decision Support System

• Information for Maintenance and Fleet Management Systems

• Variable Speed Limits for Weather-Responsive Traffic Management

• Motorist Advisories and Warnings

• Information for Freight Carriers

• Information and Routing Support for Emergency Responders

Within the greater connected vehicle context, the scope of this project is to develop, test, and prepare to deploy in-vehicle and roadside components with 5.9 GHz DSRC capabilities for road and weather condition data in light and heavy maintenance vehicles. The system is capable of obtaining vehicle data from SAE J1939 and J1979 diagnostic buses and various peripheral devices on maintenance vehicles; transmitting this data from 5.9 GHz DSRC on-board equipment (OBE) to compliant roadside equipment (RSE)2; and providing the data from the roadside equipment to configured agency systems. It is envisioned that this application could be deployed on agency maintenance vehicles of the members of the CV PFS along connected vehicle test beds.

Phase 1 of this project developed a suite of on-board and roadside equipment and software to enable data gathering from vehicles to roadside collectors. The system

1 U.S. Department of Transportation, Federal Highway Administration, “Concept of Operations for Road Weather Connected Vehicle Applications,” prepared by Booz Allen Hamilton, Report No. FHWA-JPO-13-047, February 2013.

2 The DSRC community vernacular refers to the on-board radio unit as an “OBE” and the roadside radio unit as an “RSE”. This is somewhat confusing since there are other on-board equipment and roadside equipment components other than the DSRC radios. “OBE” and “RSE” will be used in this report to refer specifically to the DSRC units, and “on-board equipment” and “roadside equipment” will be used to refer to the equipment more generally deployed in those locations.




captures data on the vehicle’s OBE from diverse sources, including the vehicle’s CAN bus and aftermarket sensors, and transmits the data over DSRC to the RSE, from which it is accessible over an IP network connection. The first phase also captured, generalized and documented many of the practical aspects of DSRC deployment in agency vehicles and at the roadside. An original intent to provide data aggregation from the roadside to back-office servers was deferred along with end-to-end system testing.

Phase 2 of the project deployed the system developed in Phase 1 for the New York State Department of Transportation (NYSDOT) in three locations near Buffalo, New York, and for the Michigan Department of Transportation (MDOT) on previously deployed DSRC equipment in a Lansing, Michigan test bed.

1.3 Definitions, Acronyms, and Abbreviations This document may contain terms, acronyms, and abbreviations that are unfamiliar to the reader. A description of these terms, acronyms, and abbreviations is provided in Appendix A.

1.4 References The following documents contain additional information pertaining to this project and the requirements for the system,

5.9 GHz Dedicated Short Range Communication Vehicle Based Road and Weather Condition Application Concept of Operations, May 2013, Synesis Partners LLC.

5.9 GHz Dedicated Short Range Communication Vehicle Based Road and Weather Condition Application Messaging Requirements, May 2013, Synesis Partners LLC.

5.9 GHz Dedicated Short Range Communication Vehicle Based Road and Weather Condition Application Test Plan, December 2013, Synesis Partners LLC.

5.9 GHz Dedicated Short Range Communication Vehicle Based Road and Weather Condition Application Installation Guide, August 2015, Synesis Partners LLC.

The Institute of Electrical and Electronics Engineers, Inc., 1990, IEEE Standard Glossary of Software Engineering Terminology. IEEE Std 610.12-1990.

The Institute of Electrical and Electronics Engineers, Inc., 1998, IEEE Standard for Software Test Documentation. IEEE Std 829-1998, ISBN 0-7381-1443-X SH94687.

1.5 Overview The remaining sections of the document describe each of the three major system interfaces and their potential use in connected vehicle.




Section 2 – System Implementation describes the hardware and software implementation of the road and weather condition application.

Section 3 – New York Deployment Experience describes the system in-vehicle and roadside deployment for the state of New York.

Section 4 – Michigan Deployment Experience describes the system in-vehicle and roadside installation deployment for the state of Michigan.

Section 5 – Analysis and Conclusions discusses key project findings and suggests topics for further investigation.




2 SYSTEM IMPLEMENTATION The deployment concept for the Road and Weather Condition Application consists of on-board equipment capable of acquiring, caching, formatting and sending data from the vehicle over DSRC to roadside equipment from which other agency systems can in turn acquire the data for use in connected vehicle applications. This section of the report describes the implementation of the application hardware, software, and interfaces, and is summarized from the Phase 1 Final Report. Figure 1 shows the general system implementation concept; the details of the New York and Michigan deployments are described in Sections 3 and 4, respectively.

Figure 1 – Conceptual System Deployment (Source: Synesis Partners LLC)

2.1 Vehicle On-board Components The vehicle on-board components are illustrated in Figure 2 for the light commercial vehicle (in this case, a Ford F250 or F350) and the heavy vehicle (a Mack truck). Connections to the DSRC OBE provide power, access to communication antennas, and data connections to on-board sensors. OBE data connections are made to the vehicle data buses (J1979 OBD-II on commercial light vehicles and J1939 on heavy vehicles); to the DICKEY-john® plow and treatment equipment; and to the Mobile IceSight and Mobile Surface Sentinel road weather sensors. The on-board equipment consists of the DSRC OBE, with the application software; the OBE’s associated DSRC/Global

Agency Systems

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PoEswitch

DSRC OBU

J1979Data Logger

DSRCRSU

Application Service

edgerouter

switch

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J1939Data Logger

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Weather DataEnvironment

Agency Apps

RemoteApplication

Service




Positioning System (GPS) antenna; the ChargeGuard vehicle power interface; a cable to connect the OBE to the vehicle data bus; a serial DE9 cable to connect the OBE to a DICKEY-john road treatment system (if present); and an Ethernet serial cable to connect the OBE to an aftermarket road weather sensor unit (if present).

Functionally, the OBE reads the desired data as specified in the application configuration file from the CAN bus and other devices on the connected vehicle. The software formats those data into a CSV file that includes header information defining the tabular data. If the OBE is not within range of an RSE, as determined by the absence of a Wireless Access in Vehicular Environments (WAVE) Service Announcement, the data are stored for transmission at a later time. When an OBE detects the presence of a DSRC WAVE Service Announcement, vehicle-derived data are transmitted in last-in-first-out order so that the most recent data are sent to the RSE first. Data files stored on the OBE are deleted upon successful transmission to an RSE. If storage on the OBE becomes scarce because of lack of contact with an RSE, the oldest data files are deleted to make room for newer data.

Figure 2 – Vehicle On-board Components (Source: Synesis Partners LLC)

2.1.1 OBE Hardware The OBE hardware collectively consists of the components that together integrate DSRC radios to vehicle data sources. The core of OBE is the OBU itself. This device is an embedded computer with the processor, memory, storage, and application software in an aluminum enclosure that also contains interface hardware for the DSRC radio antenna, GPS antenna, CAN bus, Ethernet, and serial data. DSRC and GPS radios are connected to a combined external antenna with quick-connect automotive standard terminations. Serial data sources are connected using common DE9 serial cables and Ethernet network connections use readily available RJ45 CAT5 (or higher) cabling.

EthernetCable

J1939Cable

J1979OBD-IICable

LightVehicle

OBU

Vehicle PowerInterface

Vehicle J1979OBD-II Data Bus

DSRC/GPSAtenna

Additional Road Weather Sensors

HeavyVehicle

OBU

Vehicle J1939 Data Bus

DE9 SerialCable

DICKEY-john Sensors

Additional Road Weather Sensors

OBUSofware

Vehicle PowerInterface

DSRC/GPSAtenna




Figure 3 illustrates the key on-board components for a heavy vehicle; Figure 4 illustrates the corresponding light vehicle components.

The OBU is connected to the vehicle CAN bus with one of two types of CAN bus cables: one for light vehicles that are terminated with an OBD-II style low profile connector, and the other with a heavy vehicle J1979 connector. The OBU side of the CAN bus cable is similar to the serial data connection, except that it is a DE9 male termination.

Power is wired directly to a ChargeGuard power management module through the exposed power supply wires from the CAN bus cable. The OBU input power is terminated via a 4-pin Molex connector directly wired to the power management module output.

Figure 3 – Heavy Vehicle OBE, Antenna and Cables (Source: Synesis Partners LLC)




Figure 4 – Light Vehicle OBE, Antenna and Cables (Source: Synesis Partners LLC)

2.1.2 Mobile IceSight The High Sierra Electronics Mobile IceSight (Model 2020S3) mobile road weather sensor device (Figure 5) deployed in this project provides data to supplement those available from a vehicle’s on-board sensors. The device has been deployed on a NYSDOT Ford truck and will provide road surface temperature, air temperature, relative humidity, surface state (dry, damp, etc.) and surface grip data. The Mobile IceSight device is connected to the OBU with an Ethernet cable.

3 The IceSight Model 2020S was procured and installed for this project has since been replaced by High Sierra with the Model 5435.




Figure 5 – High Sierra Mobile IceSight 2020S (Source: Synesis Partners LLC)

2.1.3 Mobile Surface Sentinel The Model 5436-10 Mobile Surface Sentinel (Figure 6) deployed in this project provides data to supplement those available from a vehicle’s on-board sensors. The device has been deployed on a NYSDOT plow truck and provides air temperature and surface temperature.




Figure 6 – Mobile Surface Sentinel Sensor (Source: Synesis Partners LLC)

2.1.4 OBE Software The OBE software includes modules provided by the manufacturer and those developed specifically for this project. As shown in Figure 7, these software modules are the operating system; the WAVE Basic Service Set (WBSS) that supports the DSRC messaging; the Startup script that identifies and initiates the system modules; the Upload module that manages interactions with the RSE through the WBSS; and the Road Weather (RdWx) application that manages the data processing for the connected data sources.

The Cohda OBU deployed in this project uses an embedded GNU/Linux operating system for the firmware that includes a combined set of standard command-line utilities for embedded systems and a small-memory footprint Secure Sockets Layer (SSL) utility that supports Secure Shell (SSH) server, client, and Secure Copy (SCP) functions.

The WBSS is supplied by the OBU vendor as part of the native OBU software package. It is also started and runs in the background when the device is powered on. Once running, the WBSS listens for RSE radio signals advertising the IP version 6 (IPv6) WAVE service and creates an IP network connection when a RSU is in range, and also initiates the upload component.

The OBU is powered on by a power monitor after the host vehicle is started. The OBU operating system executes the RdWx startup script that first checks for a newer version




of the RdWx being present and installs it if present. It then initiates the RdWx application followed by the WBSS application.

Figure 7 – OBE Application Software Modules (Source: Synesis Partners LLC)

The Upload component’s primary purpose is to connect to the RSU and upload collected data files, with the most recent data being sent first. The upload component also checks for application updates and downloads them when available. This check occurs a maximum of once per day so as to not interfere with data transmission but still enabling remote software updating to occur at reasonable intervals.

The Road Weather application itself consists of five independent modules that each independently manages data processing for the connected data sources: GPS, CAN, DICKEY-john, Mobile IceSight, and Surface Sentinel weather sensors. The startup script initiates the main RdWx application when the OBU is first powered on, first checking for and applying updated software. The main RdWx application continues to run in the background after startup is complete, collecting data from its configured data sources, aggregating the data into snapshots, managing the storage space on the OBU, and formatting the data into CSV files for upload.

2.2 Roadside Components The roadside equipment procured, configured, tested, and deployed in this project is shown in Figure 8 and consists of the DSRC RSU, GPS antenna, DSRC antennae, antennae surge protectors, RSU mounting bracket, 48VDC power supply, power-over-Ethernet (PoE) switch, and PoE Ethernet cable surge protector. Functionally, the RSE




advertises IPv6 service over the DSRC broadcast, routes IPv6 traffic, receives data files from OBEs, sends data files when requested by backhaul network servers, and sends updated software on-demand to OBEs over DSRC.

Figure 8 – RSE Schematic (Source: Synesis Partners LLC)

2.2.1 RSE Hardware

The roadside equipment includes the DSRC radio roadside unit and the infrastructure components providing structural support and power (Figure 9). The DSRC-enabling components consist of the DSRC RSU with its GPS and DSRC antennae. The DSRC RSU consists of a weather-proof enclosure that houses the processing, memory, storage, DSRC radio, and power electronics, with protruding connectors for antennae, power, and the local wired network. There are four external DSRC antennae mounts to support various antennae configurations—two paired antennae on the top or bottom of the enclosure are most common, with unused antenna connectors capped. There is one GPS antenna connector at the top of the enclosure. RSUs can be powered either through the Ethernet cable connected to a PoE switch or wired directly to line voltage. The Ethernet port is also used to connect the RSU to the agency network or local network equipment for stand-alone operation. Infrastructure support equipment consists of the mounting brackets, electrical surge suppressors (both antennae and Ethernet), and power supply with PoE network switch.

GPSAntenna

DSRCAntenna

RSU

RSUSoftware

PoE

EthernetCable

Line Power(optional)




Figure 9 – RSE, Ethernet Switch, and Bracket/Surge Suppressor (Source: Synesis Partners LLC)

2.2.2 RSE Software At its core, the RSU is a single-board computer interfaced to dual DSRC radios with network software based on an open-source Linux operating system. The Linux OS is configured to provide network hardware (wired Ethernet and DSRC radios) with IPv6 addresses, default routing information, and firewall rule enforcement. The OS also includes widely-available secure shell (SSH) and secure copy (SCP) applications that enable remote interaction and file transfer with each RSU.

Most of the software functions used by the road weather application are provided by the built-in Linux capabilities. The RSU IPv6 application enables OBUs within range of an RSU to use IPv6 network features. The IPv6 application broadcasts the radio-side IPv6 address and network. Nearby OBUs receive the IPv6 network information and dynamically set their network address and routing information. The IPv6 application also monitors radio data and repackages the DSRC data for non-DSRC (back-office) network transport.

From the perspective of the OBU, the RSU advertises the availability of the IPv6 service, routes network traffic, receives collected data files, and supplies updated road weather




application software. The IPv6 application enables the network connection, but file transfer between the OBU and RSU is handled by the SSH and SCP applications provided by the operating system on both devices.

From the perspective of a RSE managing organization, each RSU is a router that can be contacted through the wired network to modify configuration parameters, retrieve accumulated data files and move them to other servers, and send new road weather application software for distribution to roaming OBUs.

2.3 Back Office Services The back office services play a passive role in the system as deployed in this project. Back office services receive the data and the health monitoring heartbeat and alarm messages pushed from the RSEs. Server locations to which the messages are delivered are configured on the RSEs.




3 NEW YORK DEPLOYMENT EXPERIENCE Phase 1 of this project originally deployed the DSRC infrastructure for the system on Long Island, New York. That deployment consisted of three related sets of activities: installing the roadside and vehicle on-board equipment, configuring the supporting IPv6 backhaul network connections, and testing the connections, data transport, and interfaces. That deployment was somewhat modified from the original plan to place the focus more squarely on the DSRC capability rather than on any application-specific back office data exchange. As described in the Phase 1 Final Report, that deployment was tested to assure that the DSRC communications and application messaging was working, but did not demonstrate the data flow from vehicle to the road weather information systems in the back office.

For Phase 2, NYSDOT took the initiative to relocate the DSRC equipment deployed on Long Island in Phase 1 to the upstate Buffalo region. The Phase 2 New York experience then consisted of (re-)deploying the DSRC OBUs and RSUs, testing the deployed system, and operating the equipment and application to gather road weather data from NYSDOT vehicles. Figure 10 provides a schematic of the New York deployment.

Figure 10 – New York Deployment

3.1 Deployment Description RSUs were installed in three locations near Buffalo, New York: Tonawanda, East Aurora and North Collins. OBUs were installed on two Mack plow trucks based in

Backhaul

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Mobile IceSightWeather Sensor




Tonawanda, one Mack plow truck and one Ford truck based in East Aurora and one Mack plow truck and one Ford truck based in North Collins.

Figure 11 – New York RSU Installation Locations

3.1.1 RSU Deployment As illustrated in Figures 12 through 14, the New York RSUs were mounted to buildings at the three sites sufficiently distant from the New York statewide radio network antennae so as to avoid interference.4 All the RSUs use PoE connected to a router. All connections were sealed in order to prevent environmental damage.

4 The East Aurora RSU was initially mounted near and appeared to interfere with an existing low band radio antenna. The RSU was subsequently moved to an alternative location without discernable radio interference.




Figure 12 – North Collins RSU Installation (Source: Synesis Partners LLC)

Figure 13 – Tonawanda RSU Installation (Source: Synesis Partners LLC)




Figure 14 - East Aurora RSU Installation (Source: NYSDOT)

The software configuration was completed by connecting to the RSUs through the network after they were mounted in the field. The RdWx user was manually generated on the RSUs by creating a user directory and setting the correct permissions. Application scripts were then installed in the RdWx user directory. The execution of the application scripts is scheduled by the operating system.

The network configuration of the RSUs required a DHCP address to be reserved for each RSU MAC address. For the New York RSU deployment, the address received upon initial network connection was reserved for each RSU. It would, however, be more ideal to choose and reserve the addresses before connecting the devices to the network.

To allow communication between the OBUs and RSUs, the IPv6 application and firewall configuration on the RSU were updated. The MAC address for each RSU was added as the “GatewayMac” parameter in the IPv6 application configuration. Due to a firewall requirement, a rule for the DSRC network was manually added to the configuration file as the web interface did not allow the rule to be set. Password-less login from OBU-to-RSU and RSU-to-database gateway was enabled by configuring private and public security keys on the devices.

3.1.2 OBU Deployment OBUs were installed on four Mack plow trucks and two Ford F-250 trucks.




3.1.2.1 Mack Plow Trucks

In order to mount the OBUs in the Mack plow trucks, an extended back panel was built. Both the OBU and ChargeGuard were mounted on this panel, shown in Figure 15. The ChargeGuard power setting was changed to DC to enable the auto shutoff to work properly. CAN bus communication uses power through an Ethernet cable wired behind the passenger’s seat.

Figure 15 – Mack Plow Truck Cohda Mk2 OBU (Source: Synesis Partners LLC)

The Mobile Surface Sentinel sensor was mounted to the lower frame of the truck behind the blade, shown in Figure 16. The Mobile Surface Sentinel display was mounted on a gimbal in the console space next to the extended back panel. Power for the Mobile Surface Sentinel was wired directly to the fuse (Figure 17), while the Mobile Surface Sentinel display receives its power from the OBU. The Mobile Surface Sentinel sensor communicates to the Mobile Surface Sentinel display through Bluetooth. DSRC and




GPS antenna cables run from the OBU through an existing rear cab penetration up to the light bar, shown in Figure 18.

Figure 16 – Mack Plow Truck Mobile Surface Sentinel Sensor (Source: Synesis Partners LLC)

Figure 17 – Fused Battery Box on Plow Truck for Mobile Surface Sentinel Installation (Source: Synesis Partners LLC)




Figure 18 – Mack Plow Truck Antenna Installation (Source: Synesis Partners LLC)

The software deployment of the OBUs in the plow trucks included installation of the RdWx application and supporting scripts. A new header was added to the RdWx configuration file to map collected data to the appropriate database fields. Each vehicle’s NYSDOT vehicle asset ID was also added to configuration file. To enable the OBU to read the data from the Mobile Surface Sentinel, the data rate for the serial port was configured. The private security key was added on the OBU to enable password-less login over the network from OBU to RSU.

3.1.2.2 Ford Trucks

The OBUs in the Ford trucks were mounted to the baseboard behind the passenger seat and the ChargeGuard was mounted on top of the OBU with adhesive, shown in Figure 19. The ChargeGuard power setting was set to AC to enable the auto shutoff to work properly.

DSRC and GPS antenna cables run from the OBU through an existing rear cab penetration up to the light bar, as shown in Figure 20. Figure 21 shows the Mobile IceSight sensor mounted to the passenger side bed. A breakout adapter was built to enable the Mobile IceSight sensor to be powered by and communicate with the OBU using the Ethernet port. The Ethernet cable was wired behind the passenger’s seat.




Figure 19 – Ford Truck Cohda Mk2 OBU Installation (Source: Synesis Partners LLC)

Figure 20 – Ford Truck Antenna Installation (Source: Synesis Partners LLC)




Figure 21 – Ford Truck Mobile IceSight Sensor Installation (Source: Synesis Partners LLC)

Similar to the software deployment of the OBUs in the plow trucks, the deployment in the Ford trucks included installation of the RdWx application and supporting scripts. A new header was added to the RdWx configuration file to map collected data to the appropriate database fields. Each vehicle’s NYSDOT vehicle asset ID was also added to configuration file. The private security key was added on the OBU to enable password-less login over the network from OBU to RSU.

3.2 Test Report The objective of system testing is to demonstrate that the system performs its intended functions as described in its concept of operations and specified by the user needs and requirements. Testing assesses both nonconformance with the stated requirements and any unexpected or undesired side effects of system operation. Just as the functional requirements specify behaviors of particular system components, testing is performed on particular components and on the fully integrated system.

A Test Plan5 describing the overall approach to testing the application was developed in Phase 1 of the project. It was based on the user needs and requirements and identifies test scripts for specific testing needs based on implemented system features. Those test 5 5.9 GHz Dedicated Short Range Communication Vehicle Based Road and Weather Condition Application Test Plan, December 2013, Synesis Partners LLC.




scripts formed the basis for testing performed for the New York deployment. Table 1 summarizes the results of the testing, with the following notes:

1. The RdWx application was not able to use the CAN bus (J1979 and J1939) connections because of the Verizon Networkfleet AVL system installation on NYSDOT vehicles.

2. Heartbeat message were monitored in Long Island, but were not monitored in upstate New York due to the network configuration.

3. The DICKEY-john connection was not able to be installed because the serial port was used for the Mobile Surface Sentinel instead.

4. FHWA Clarus system functionality has been moved to the WxDE since the original scope of work. The VDT was not available as an independent data repository for this project. Any system that wants this data can subscribe to the WxDE (https://wxde.fhwa.dot.gov).

5. PoE switches that were deployed did not include remote control functions. Table 1 – New York Deployment Testing Results

Task Test Case

Test Script Description Result

Prepare and Test OBEs

TC-1 Verify OBE reads J1979 data See Note 1 New Verify OBE reads J1939 data See Note 1 New Verify OBE reads Mobile Surface Sentinel data Completed TC-1 Verify OBE reads Mobile IceSight data Completed TC-2 Verify OBE reads GPS data Completed TC-2 Verify OBE formats data as CSV Completed TC-2 Verify OBE stores CSV files Completed TC-2 Verify OBE transmits CSV files Completed

Prepare and Test RSEs

TC-2 Verify RSE receives CSV files from OBE Completed TC-3 Verify RSE forwards CSV files to weather data

services Completed

TC-5 Verify RSE transmits heartbeat message See Note 2 Install and Field Test OBEs

TC-6 Verify OBE reads J1939 data from plow trucks See Note 1 TC-6 Verify OBE reads J1979 data from Ford vehicles See Note 1 TC-6 Verify OBE reads Mobile IceSight data on Ford

vehicles Completed

TC-6 Verify OBE reads DICKEY-john data See Note 3 TC-6 Verify OBE reads GPS data Completed TC-6 Verify OBE transmits CSV files Completed TC-6 Verify vehicle power control correctly starts up Completed TC-6 Verify vehicle power control shuts down OBE Completed

https://wxde.fhwa.dot.gov/




Task Test Case


New Verify ChargeGuard powered the OBE; automatically turned off after 15 minutes

Completed

New Verify that the RdWx runs; files are being written Completed New Verify OBE serial port reads Mobile Surface

Sentinel data on plow trucks Completed

New Verify OBE was able to obtain the IPv6 address Completed Install and Field Test RSEs

TC-7 Verify IPv6 switches power RSEs Completed TC-7 Verify RSE receives CSV files from OBE Completed TC-7 Verify RSE forwards CSV files to weather data

services Completed

TC-7 Verify RSE transmits heartbeat message See Note 2 New Verify the files were uploaded to the RSU Completed New Verify that the RSU copied the files to file share Completed New Verify that the file sharing files are getting copied to

the database Completed

Deploy Weather Data Service(s) to Center

TC-3 Verify data are received from RSE Completed TC-3 Verify vehicle sources are identified Completed TC-4 Verify subscriptions are created for WxDE Completed TC-4 Verify subscriptions are created for VDT See Note 4

Deploy Clarus Collector

TC-4 Verify WxDE collector receives subscription Completed TC-4 Verify VDT collector receives subscription See Note 4

Perform Integrated System Tests

TC-5 Verify the system receives RSE heartbeat messages See Note 2 TC-5 Verify the system reports expected RSE messages

are absent See Note 2

TC-5 Verify the system reports expected OBE messages are absent

See Note 2

TC-5 Verify the system reports data aggregation is unavailable

See Note 2

TC-8 Verify remote PoE control See Note 5 TC-8 Verify OBE stores CSV files when not in range of

RSE Completed

TC-8 Verify OBE transmits CSV files when in range of RSE

Completed

TC-8 Verify RSE stores CSV files when weather data aggregator unavailable

Completed




Task Test Case


TC-8 Verify RSE forwards CSV files when weather data aggregator is available

Completed

3.3 Operations Report The OBUs were originally installed in Buffalo-area vehicles in the fall of 2016 and continued operation even throughout the non-winter season. Full deployment of the RSUs was completed in October 2017, and the NYSDOT back office database was completed shortly thereafter. Provision of data to FHWA’s WxDE was started in early November.

The system collected 201,365 observations of road conditions from vehicles operating in the Buffalo region in November 2017, averaging 25,000 observations per day on days in which vehicles were operating. Figure 22 illustrates the location of a NYSDOT vehicle providing data to the WxDE; Figure 23 shows a sample of data coming from that vehicle. The minimum time between observation measurement and collection in the month was 5 minutes, and the maximum was 23 hours; the median difference was 6 hours, and the most common was 2 hours.

Figure 22 – Example Vehicle Location in the WxDE




Figure 23 – Example Mobile Data from the Road Weather Application in the WxDE




4 MICHIGAN DEPLOYMENT EXPERIENCE Deployment of the Road and Weather Condition Application in Michigan was conceived of in Phase 2 of the project as a second demonstration deployment in a pre-existing DSRC context. Michigan DOT had previously deployed DSRC RSUs along an arterial corridor in Lansing, Michigan, to which the RdWx app could also be deployed. Road and weather condition data was already being collected from MDOT vehicles by another MDOT cellular-based application, so the performance of the DSRC-based CV PFS RdWx app deployment could be compared directly to that alternative. Data from the deployment could also be sent to MDOT’s DUAP system. DSRC resources on the originally-planned corridor have since become unavailable, so the application is being deployed at another site.

4.1 Deployment Description The Michigan deployment differs from the New York deployment primarily in that the application is installed on DSRC equipment also used for other applications. The DSRC OBUs are Cohda Mk5 units instead of the older Mk2 units deployed in New York. The OBUs are not connected to the vehicle CAN bus, only Surface Sentinel mobile sensors are used, and the power control utilizes the previously deployed AVL hardware. OBUs are being installed initially in two MDOT ITS test vehicles. One Cohda Mk5 RSU with cellular backhaul is currently deployed near the MDOT offices at Canal Road and Ricks Road.

4.2 Test Report The objective of system testing is to demonstrate that the system performs its intended functions as described in its concept of operations and specified by the user needs and requirements. Testing assesses both nonconformance with the stated requirements and any unexpected or undesired side effects of system operation. Just as the functional requirements specify behaviors of particular system components, testing is performed on particular components and on the fully integrated system.

A Test Plan6 describing the overall approach to testing the application was developed in Phase 1 of the project. It was based on the user needs and requirements and identifies test scripts for specific testing needs based on implemented system features. Those test scripts formed the basis for testing performed for the Michigan deployment. Table 2 summarizes the results of the testing, with the following notes:

1. Certain tests were not intended to be performed in MI.

6 5.9 GHz Dedicated Short Range Communication Vehicle Based Road and Weather Condition Application Test Plan, December 2013, Synesis Partners LLC.




2. Plow trucks were not used in MI. 3. Mobile IceSight sensors were not used in MI. 4. Certain tests were not under the control of the project. 5. DICKEY-John sensors were not used in MI. 6. FHWA Clarus system functionality has been moved to the WxDE since the

original scope of work. The VDT was not available as an independent data repository for this project. Any system that wants this data can subscribe to the WxDE (https://wxde.fhwa.dot.gov).

7. Michigan RSEs were deployed by MDOT and not tested for heartbeat. 8. Michigan RSEs were deployed by MDOT and PoE switches were not tested..

Table 2 – Michigan Deployment Testing Results

Task Test Case


Prepare and Test OBEs

TC-1 Verify OBE reads J1979 data See Note 1 New Verify OBE reads J1939 data See Note 2 New Verify OBE reads Mobile Surface Sentinel data Completed TC-1 Verify OBE reads Mobile IceSight data See Note 3 TC-2 Verify OBE reads GPS data Completed TC-2 Verify OBE formats data as CSV Completed TC-2 Verify OBE stores CSV files Completed TC-2 Verify OBE transmits CSV files Completed

Prepare and Test RSEs

TC-2 Verify RSE receives CSV files from OBE Completed TC-3 Verify RSE forwards CSV files to weather data

services Completed

TC-5 Verify RSE transmits heartbeat message See Note 4 Install and Field Test OBEs

TC-6 Verify OBE reads J1939 data from plow trucks See Note 2 TC-6 Verify OBE reads J1979 data from Ford vehicles See Note 1 TC-6 Verify OBE reads Mobile IceSight data on Ford

vehicles See Note 3

TC-6 Verify OBE reads DICKEY-john data See Note 5 TC-6 Verify OBE reads GPS data Completed TC-6 Verify OBE transmits CSV files Completed TC-6 Verify vehicle power control correctly starts up Completed TC-6 Verify vehicle power control shuts down OBE Completed New Verify ChargeGuard powered the OBE;

automatically turned off after 15 minutes See Note 4

New Verify that the RdWx runs; files are being written Completed

https://wxde.fhwa.dot.gov/




Task Test Case


New Verify OBE serial port reads Mobile Surface Sentinel data

Completed

New Verify OBE was able to obtain the IPv6 address Completed Install and Field Test RSEs

TC-7 Verify IPv6 switches power RSEs Completed TC-7 Verify RSE receives CSV files from OBE Completed TC-7 Verify RSE forwards CSV files to weather data

services Completed

TC-7 Verify RSE transmits heartbeat message See Note 4 New Verify the files were uploaded to the RSU Completed New Verify that the RSU copied the files to file share Completed New Verify that the file sharing files are getting copied to

the database Completed

Deploy Weather Data Service(s) to Center

TC-3 Verify data are received from RSE Completed TC-3 Verify vehicle sources are identified Completed TC-4 Verify subscriptions are created for WxDE Completed TC-4 Verify subscriptions are created for VDT See Note 6

Deploy Clarus Collector

TC-4 Verify WxDE collector receives subscription Completed TC-4 Verify VDT collector receives subscription See Note 6

Perform Integrated System Tests

TC-5 Verify the system receives RSE heartbeat messages See Note 7 TC-5 Verify the system reports expected RSE messages

are absent See Note 7

TC-5 Verify the system reports expected OBE messages are absent

See Note 7

TC-5 Verify the system reports data aggregation is unavailable

See Note 7

TC-8 Verify remote PoE control See Note 8 TC-8 Verify OBE stores CSV files when not in range of

RSE Completed

TC-8 Verify OBE transmits CSV files when in range of RSE

Completed

TC-8 Verify RSE stores CSV files when weather data aggregator unavailable

Completed

TC-8 Verify RSE forwards CSV files when weather data aggregator is available

Completed




4.3 Operations Report The intended Michigan deployment configuration has been tested in the MDOT ITS lab. Two OBUs and one RSU with cellular backhaul had the road weather application installed and configured on them. Local data were successfully collected, transferred from OBU to RSU, and again successfully transferred to the back office system.




5 ANALYSIS AND CONCLUSIONS This project has successfully developed and demonstrated a capability for aggregating weather-related data from a variety of original and aftermarket vehicle on-board sensors, sending the data over a DSRC connection from the vehicle to the roadside, and providing the available data to agency and national weather data systems such as the WxDE. This section describes some of the challenges and opportunities encountered in the project, including recommendations for future consideration, and offers some conclusions to the project experience.

5.1 Challenges and Opportunities

5.1.1 Automatic Vehicle Location System Compatibility Although 5.9 GHz DSRC creates a new wireless data communications channel from vehicles to the roadside, similar capabilities have been available for many years in other protocols over other radio bands. For fleet applications, these capabilities have been broadly commercialized as automated vehicle location (AVL) systems. AVL systems in their early configurations typically used 800 and 900 MHz bands shared with voice communications. AVL options expanded tremendously with the build out of digital cellular networks, and most commercial AVL services offerings now operate on those networks. The relatively low cost and high bandwidth of these cellular solutions have made them popular where coverage is available.

It has been presumed in DSRC technology development and demonstration deployments that an eventual national deployment of DSRC could provide coverage and bandwidth that would enable AVL-like functions to be deployed over DSRC. This project, among others, was set up to explore exactly that concept. For example, the Minnesota and Nevada Integrated Mobile Observations (IMO) projects sponsored by the FHWA initially investigated weather data provision over cellular and 900 MHz radio networks, respectively, but in later phases investigated using DSRC. It is clear after all these efforts that the concept is sound, but the DSRC-based option does not yet have the coverage to completely displace the existing AVL options.

As such, it is likely that DSRC and other AVL options may have to coexist in both vehicles and networks for some time. This project therefore looked at the compatibility of DSRC and cellular AVL solutions as part of its deployment and analysis.

From a practical perspective, a DSRC-based solution would compete for physical space in the vehicle with an AVL system. Although the OBU/radio is relatively small, aftermarket packages will include enclosures that have to be mounted and cabling that has to be routed through the vehicle, generally in the same areas that might be used for AVL components and their connections.




Data connections are also limited. The DSRC-based and AVL systems may compete for interfaces to the vehicle data systems, for example. Both solutions want access to the vehicle CAN bus, DICKEY-john interfaces, and any additional road weather sensors. In this project’s New York deployment, the existing AVL solution used a CAN bus interface and blocked access by the DSRC-based system. In addition, the aftermarket weather sensor and the DICKEY-john equipment both needed a serial port on the OBU to provide data to the road weather application. The complexity of integrating data sources and interfaces increases more than linearly with these limitations.

This project did not see any radio interference issues with the Verizon Networkfleet AVL solution being used in New York and the DSRC OBU. Cellular service spectrum would generally not be expected to have any interference with the 5.9 GHz band used for DSRC in the United States.

Recommendation: Planning for deployment of future DSRC and AVL systems with similar interfaces and objectives should consider the potential overlaps in application, data needs, and physical constraints in the vehicle. Any potential conflicts can be included in the design as they are identified and need to be accommodated.

5.1.2 Messaging Standards A review of messaging standards was a significant part of the Phase 1 scope and was included in the Phase 1 documentation. The state of the available standards is changing, however, and it is appropriate to review them here.

As described in the Phase 1 review, DSRC messaging standards at the time offered three options for getting probe data from vehicles to the roadside, from where they can be provided to other applications and data services: probe vehicle data messages, Part II of the basic safety messages (BSMs), and IP datagrams. Although any of these options could presumably be used to meet the data messaging objectives of the application, each option has its challenges.

Since that review, SAE standards development efforts have generated new versions of some DSRC standards and progressed into a more granular definition of the data requirements. The current version of the SAE J2735 DSRC Message Set Dictionary is now J2735_201603. Although there have been changes to some vehicle kinematic data and data frameworks, the road weather data set definitions therein have not changed since the April 2015 version discussed in the Phase 1 documentation. More significantly, SAE is in the process of specifying the underlying data requirement in a series of J2945/x documents. Requirements for weather data applications are being captured in SAE J2945/3, which is currently under development. As such, the conclusions of the Phase 1 review are still applicable.




There is generally a lack of J2735 probe vehicle data message support on current generation RSEs, including the Savari RSU 3.2 procured for this project. The April 2015 version of the J2735 DSRC Message Set Dictionary applicable at the time of these procurements identified but did not provide any specific message formatting for the probe vehicle data message.

BSMs are broadcast continuously by the OBE and forward by the RSEs when received and configured to do so. Continuous probe-like data service would be a problem when DSRC coverage is intermittent, as in this project. Getting continuous coverage using BSM Part II would require an OBE store-and-forward application in order to provide continuous operational coverage. In addition, the RSEs procured in this project for New York were delivered to the RSE 3.x standard and did not come with a BSM-forwarding application. A BSM-based probe data application for road and weather condition data would have to develop the store-and-forward application for the OBE and use a version 4.x RSE configured for BSM forwarding.

IP messaging is supported by the RSE 3.x and 4.x standards, but requires an OBU application as developed in this project to originate messages, rather than using native DSRC J2735 messages. This is a practical solution to the project objectives and constraints, even if it risks developing custom message formats for the probe data.

Recommendation: In Phase 1, it was recommended that agencies wanting to deploy DSRC-based applications should monitor ongoing standards development and deployment to assure that viable probe message capabilities are included. Probe message capability and support (in one of the three forms described above) could be included in DSRC equipment procurements, even if applications for the data were not fully developed.

Since the Phase I report, other agencies have developed similar DSRC-based weather condition applications in parallel with this project. In particular, the Minnesota and Nevada Integrated Mobile Observations (IMO) projects have each developed weather data provision from agency vehicles over DSRC. The Wyoming DOT CV Pilot is also deploying weather data collection over DSRC as part of its deployment. These three and this CV PFS project are all collecting similar data in similar formats, but have sufficient differences that they could not be said to follow a common standard.

The committee developing the SAE J2945/3 weather data standard is aware of these concerns and will include them in its efforts. In the meantime, the recommendation made in the Phase 1 analysis still stands: agencies wanting to develop and deploy these applications should monitor the standards efforts and be prepared to provide detailed specifications in any interim procurement.




5.1.3 DSRC Security Systems Compatibility An interoperable security infrastructure will eventually be required for all DSRC communications. As such, USDOT has sponsored development of a CV security infrastructure, the Security Credential Management System (SCMS) Proof of Concept (POC) for DSRC research and Pilot deployments that becomes available in the fourth quarter of 2017. This SCMS POC has a limited scope (it manages certificates needed by OBEs and RSEs, but not necessarily all of the associated management functions), a limited lifetime, and is intended specifically for USDOT-sponsored DSRC deployments. This SCMS POC is not to be confused with the National system, although it is intended to help inform the development and deployment of that National system.

This need for eventual security interoperability therefore has an impact on equipment and applications, including this Road Weather Application, currently being deployed alongside those directly sponsored by USDOT. Agencies that already have or may be considering DSRC deployments need to know how those will eventually become parts of a national CV environment that requires the security infrastructure.

USDOT is providing high-level information for potential users of the SCMS POC system in its Security Credential Management System Fact Sheet, which is available online at https://www.its.dot.gov/factsheets/pdf/CV_SCMS.pdf. The USDOT ITS Joint Program Office (JPO) is also setting up a one-stop shop for SCMS policies, procedures, and documentation supporting the Proof-of-Concept system.

Based on the USDOT references, this Road Weather Application project, being sponsored by the CV PFS, would be a candidate for using the SCMS POC if it were being deployed in 2018. If it were approved to use the SCMS POC, all RSUs used in the deployment would require upgrading to version 4.1 of the RSU specifications and the application would need to obtain a DSRC provider service identifier (PSID) to enable the interoperable systems to identify its messages. Alternatively, equipment providers might be induced to provide “turnkey connected vehicle devices” (i.e., OBUs and RSUs) that would include the Road Weather Application (and potentially other agency-specified applications).

Recommendation: The Road Weather Application developed in this project can be deployed now by interested agencies “as is” without using the SCMS POC or other security infrastructure. Nonetheless, the equipment procured for such a deployment should meet the v4.1 (or higher) DSRC RSU standard specifications, and be updated as manufacturers implement subsequent specifications. Agencies should monitor the development and deployment of future DSRC security infrastructures leading up to the National system if their intent is to mainstream their existing equipment.




5.2 Conclusions The DSRC-based Road and Weather Conditions Application has been successfully deployed in New York and Michigan and is providing data to the agencies and to FHWA’s Weather Data Environment. The application is available to other agencies and could be similarly deployed in other areas. Deployment would be relatively cost-effective where it can share and leverage DSRC infrastructure being deployed for other purposes.

The software developed for the application and the messages used to transmit the collected road and weather condition data are consistent with current DSRC and RWIS data standards. The message format and transmission could be updated to new standards as they develop within the application framework.

The IceSight and Surface Sentinel sensors deployed in New York are providing data to the application and the downstream data users as intended. The sensors have not yet been deployed for sufficient time to evaluate their accuracy or operational benefits.




APPENDIX A - DEFINITIONS The following table provides definitions of terms, acronyms, and abbreviations found elsewhere in the document.

Term Definition

AVL Automated Vehicle Location

BSM Basic Safety Message

CAN Controller Area Network. An electrical specification and signaling protocol developed by Bosch to facilitate simple data communication between connected equipment control units.

CSV Comma-separated Value

CV Connected Vehicle

DHCP Dynamic Host Configuration Protocol

DOT Department of Transportation

DSRC Dedicated Short Range Communication. A low-latency, line-of-sight wireless data transmission standard designed for interactions between vehicles and infrastructure in a dynamic transportation environment.

FHWA Federal Highway Administration

GHz Gigahertz

GPS Global Positioning System

HTTP Hyper-Text Transfer Protocol

IEEE Institute of Electrical and Electronics Engineers

IP Internet Protocol

IPv4 Internet Protocol version 4

IPv6 Internet Protocol version 6

MDOT Michigan Department of Transportation

NY New York

NYSDOT New York State Department of Transportation

OBD-II On-board Diagnostics II. A standard for a light vehicle diagnostics communication port.

OBE On-board equipment

OBU On-board unit. In this context, more specifically the DSRC equipment connected directly to a vehicle data bus.




Term Definition

PFS Pooled Fund Study

POC Proof of Concept

PoE Power over Ethernet

PSID Provider service identifier

RSE Roadside equipment. DSRC-related equipment deployed near a roadway or intersection.

RSU Roadside unit. In this context, more specifically the DSRC equipment (radio and processor) at the roadside connected to a backhaul connection.

SAE Society of Automotive Engineers

SCMS Security Credential Management System

SP Synesis Partners

SSH Secure Shell

SSL Secure Sockets Layer

STP System Test Plan

U.S. DOT United States Department of Transportation

WAVE Wireless Access in Vehicular Environments

WBSS WAVE Basic Service Set

5.9 ghz dedicated short range communication …...the objective of this connected vehicle pooled...

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