Request for Letters of Intent

Connected Intersections Program Program Management and Technical Support

August 20, 2020

Issued by

University of Virginia Center for Transportation Studies Charlottesville, Virginia

On Behalf of

Connected Vehicle Pooled Fund Study

I. GENERAL INFORMATION REQUEST FOR LETTERS OF INTENT (RFLI) NAME Connected Intersections Program: Program Management and Technical Support The RFLI along with the Appendixes have been posted on the Connected Vehicle Pooled Fund Study (CV PFS) website (http://www.cts.virginia.edu/cvpfs/) for your information. Addenda will be posted on this website if issued. It is the responsibility of interested parties to ensure that the latest version of the entire RFLI and related links are reviewed prior to submission of a letter of intent. We encourage you to check the website frequently for any changes prior to the due date. For ease of reference, each firm or individual receiving this RFLI is referred to as an “interested party” and the firm or individual selected as a potential partner of the University of Virginia Center for Transportation Studies (UVA CTS) and the CV PFS is referred to as the “preferred subcontractor”. This RFLI states the instructions for submitting letters of intent, and the procedure and criteria by which a preferred subcontractor may be selected. RFLI SCHEDULE

• Issue Date: August 20, 2020

• RFLI Questions: Any questions or requests for necessary additional information concerning this RFLI must be emailed to the UVA CTS listed below no later than 3:00 p.m. ET on August 31, 2020 in order to guarantee a timely response prior to the letter of intent due date.

• Letters of Intent Due Date: 3:00 p.m. ET on September 15, 2020. One electronic file (up to

10MB), including a Letter of Intent and all supporting material, must be sent to the UVA CTS via email using the contact information in the box below. The UVA CTS reserves the right to reject letters of intent received after the stated due date and time.

• Expected Subcontract Start Date: December 2020 o Term: 16 month o Level of Effort: Cost reimbursable, not to exceed $750,000

REFER ALL QUESTIONS TO: University of Virginia Center for Transportation Studies

Attention: Mallory Artusio Phone: 434-243-8139

Email: martusio@virginia.edu

PROCEDURE It is important to note that preparation and submission of a letter of intent (for detailed contents, see Section IV. Contents of the Letter of Intent), in response to this RFLI, is completely voluntary, without any bearing on contractual obligations. In case none of the submitted letters of intent is satisfactory to CV PFS team’s expectation, the CV PFS team may opt not to establish a subcontract. The purpose of this RFLI is to identify a potential partner that may work, as a subcontractor, with the CV PFS and the UVA CTS on the project outlined in this RFLI. Once all the letters of intent are received, the below procedure will be followed:

1. The CV PFS team members will evaluate the letters of intent (including a signed cover letter, a proposal, and a budget) submitted in response to the RFLI to identify an interested party that best meets CV PFS’s needs as a preferred subcontractor;

2. Once a preferred subcontractor is identified, the CV PFS and the selected preferred subcontractor will conduct negotiations to come to an agreement on the scope and rates for a subcontract; and

3. Finally, a formal subcontract will be established through the University of Virginia Office of Sponsored Programs and the preferred subcontractor officially becomes the subcontractor. Note that the total duration, during which the contractual documents stay within the subcontractor for review and negotiation, shall not exceed 30 business days. If the process conducted by the subcontractor takes longer than 30 business days, the CV PFS may cancel the project and/or move to the next best interested party for negotiation.

II. BACKGROUND INFORMATION CONNECTED VEHICLE POOLED FUND STUDY The project detailed in this RFLI is intended to investigate “Connected Intersections Program: Program Management and Technical Support” for the CV PFS entitled “Program to Support the Development and Deployment of Connected Vehicle Applications.” This CV PFS was created by a group of state, local, and international transportation agencies and the Federal Highway Administration (FHWA), with the Virginia Department of Transportation (VDOT) serving as the lead agency. The UVA CTS is supporting VDOT on the pooled fund study, serving as the technical and administrative lead for the effort. For more information about the pooled fund study, please visit http://www.cts.virginia.edu/cvpfs/. BACKGROUND The Infrastructure Owner Operator (IOO) and Original Equipment Manufacturer (OEM) communities have the shared goal of building and operating intersections and producing vehicles that are fully interoperable. This is of the utmost importance in order to gain the full potential benefit of connected vehicles (CV). While significant progress has been made, there is a need for the IOO and OEM communities to work directly together to address key remaining issues in order to achieve this goal. This required effort includes collaborative testing in the laboratory and varied field deployments to verify timely, consistent, trusted and reliable message transfer, and joint development of security policies.

These communities – working through the CV PFS & CAMP (https://www.campllc.org/) - have developed the Connected Intersections Program to accomplish this. This program, which is founded on the CSIV Project in Ann Arbor, Michigan, described below, will address geographic and equipment variations, security, and message consistency; it will result in clear guidance materials to guide IOO deployment and clarity on testing and operational practices to ensure that the connected vehicles infrastructure is providing information vehicles can interpret and trust. In addition, engaging in the ongoing SCMS Manager effort, also described below, provides the foundation for security necessary for CV applications and a framework for ensuring deployments that are tested and verified for the production environment (as per the outcomes of this project) are trusted by production vehicles. CSIV Project As stated above, the foundation of the CV PFS/CAMP Connected Intersection Program is the CSIV Project – which is actually comprised of complementary projects in Ann Arbor, Michigan. The first project, being conducted by CAMP, is named “Connected Signalized Intersection Verification (CSIV). The scope of work for this project is provided in Attachment A of this RLFI. The second project is being conducted by Mcity/UMTRI entitled “Conformance to Clarifications for Consistent Implementations (CCI’s) to Ensure Interoperability of Connected Signalized Intersections in the Ann Arbor Connected Environment with a National Deployment.” The scope of this project is provided in Attachment B. This pair of projects will be referred to as the CSIV Project in this document. The purpose of the CSIV project is to bring strategic Ann Arbor Connected Environment DSRC-equipped intersections into conformance with the current “Cooperative Automated Transportation Clarifications for Consistent Implementations (CCIs) to Ensure National Interoperability Connected Signalized Intersections”. In order to do so, Mcity/UMTRI will work with CAMP in these collaborative projects to do the following:

• Test two corridors of RSUs installed at intersections in the Ann Arbor Connected Environment. This represents 40 scenarios.

• Message Level verification. • Data Element verification. • Document any deficiencies. • Update the RSUs as necessary. • Provide suggested content for the CCI document.

SCMS Manager (https://www.scmsmanager.org/) The purpose of the SCMS (Security Credential Management System) Manager effort is to develop a governance framework and security policies that are needed to stand-up a large scale V2X deployment with production root CAs (Certificate Authorities) and electors. The SCMS Manager effort will also play an important role in determining which standards and certifications are needed to receive security certificates from a production SCMS system and interoperate with other V2X devices in the production environment. The SCMS Manager consists of member organizations that have an active interest in the on-going successful operation of the North American V2X ecosystem – this includes automotive OEMs, companies that provide technology, products, and services for vehicles, roadside infrastructure, and traffic management centers; and non-commercial organizations such as national, state/province, county, and municipal transportation and safety agencies. SCMS Manager issues and maintains interoperability

profiles, policies, procedures and guidelines, and performs R&D to sustain the security and reliability of the V2X ecosystem. System components include Electors, Root CAs, SCMSs, and end entity devices. SCMS manager also audits participants in its V2X ecosystem to ensure continued compliance with SCMS Manager best practices. III. SCOPE OF SERVICES The UVA CTS, on behalf of CV PFS, seeks a qualified organization (the “Selected Subcontractor”) to provide engineering services and program management to fully support CV PFS member participation in the connected intersections program (the “Services”). A. GOAL AND OBJECTIVES The Connected Intersections Program will build from the foundation of the CSIV project. It will also leverage related efforts underway in the CV PFS and the CAT Coalition. The CV PFS sees this program as a crucial opportunity to integrate research, development, testing and verification efforts in order to ensure system performance as deployment continues and vehicles with CV technology become available on the market. The CV PFS intends to select a subcontractor to support the Connected Intersections Program in order to meet the following goals: Program Management Ensure coordination and collaboration between program team members (CAMP, MCity/UMTRI, CAT Coalition) and with CV PFS membership. Expansion of IOO Scope Ensure that a broader representation of the IOO community is engaged with the MCity/UMTRI - CAMP CSIV project to develop connected intersection verification tools and procedures for the Ann Arbor CV environment. In addition, perform testing at 3 additional sites, as determined by the CV PFS membership, that is consistent with testing at the Ann Arbor site. These 3 additional sites will have different traffic controllers and will be located in different geographic areas, making the verification tools more robust and transferrable. Support Direct IOO Representation in SCMS Manager Effort The selected subcontractor will work with CV PFS members to provide coordinated and consistent IOO participation in the existing SCMS Manager effort. The selected subcontractor will gather relevant feedback/concerns/needs from CV PFS members related to SCMS, and attend the monthly SCMS Manger meetings as an Observer Member and represent the IOO perspective gained from practical I2V deployment experience. The selected subcontractor will develop a guidance document for IOOs on

transitioning their deployments from a pilot SCMS implementation (or no implementation) to the production SCMS system chained to electors. Create Guidance Materials The selected subcontractor will synthesize the results of the program to create guidance materials for use by IOOs to enable successful deployment. As part of this, the selected subcontractor will also engage and coordinate with the three USDOT-funded CV Pilot projects to incorporate the important lessons learned in those deployments. B. PROGRAM AREAS The major program areas of this effort correspond to the goals identified above. They are described in more detail below. Please note that the subcontractor will be reporting directly to the UVA CV PFS leadership team as well as the CV PFS Connected Intersections Program Panel. This panel is made up of a group of CV PFS member representatives and is led by an IOO program champion. Program Area 1: Program Management The purpose of this program area is for the Subcontractor to provide program management support for all aspects of the Connected Intersections Program. The following are specific area items to be conducted:

• Participate in a program kick-off meeting within three weeks of contract award. • Based on discussions at the kick-off meeting, develop a Program Management Plan (PMP) that

guides the execution of Work Task Activities identified in this scope of services. The PMP shall include plans for: Scope Management, Cost Management, Quality Management, Human Resources Management, Communications Management and Risk Management.

• Prepare a detailed project schedule that lists all planned tasks and milestones for the program and submit the schedule in Microsoft Project format.

• Once the PMP and project schedule are ready, schedule a coordination meeting with the UVA CV PFS Leadership team and CV PFS Program Panel to review each document and ensure consensus on the overall approach for project execution. Based on direction from the CV PFS members, UVA CTS will issue an authorization to proceed with the activities described in the approved PMP and project schedule.

• Participate in a series of monthly program status conference calls, beginning after the authorization to proceed. Also submit agendas, presentation materials, and meeting minutes for these calls.

• Submit a monthly progress report by the 15th of each month. This includes cost, schedule, and performance information. The performance information includes deliverable status (not initiated, in progress X% complete, draft delivered, in revision X% complete, final delivered, accepted), accomplishments, current risk registry, and the planned activities for the next month. Please use US DOT ITS JPO PMO templates, which are available at http://www.its.dot.gov/project_mang/index.htm

• Attend CV PFS Mid-year meetings twice per year (generally in May and December). These meetings rotate among CV PFS member sites.

• Participate in a project closeout meeting in the last week of the project. At this meeting, prepare and present a project closeout summary including the summary of work performed under each task, the status of each deliverable, and identify pending or incomplete deliverables, and the total funds expended.

Program Area 2: Expansion of IOO Scope The purpose of this program area is to build on the IOO portion of the work being conducted in the CSIV project in order to enable a broader range of roadside infrastructure, technology, and operating strategies to be incorporated in the Connected Intersections Program. By doing so, the results of the program should support effective interoperability in North America. Specific activities in this area will include:

• Monitor all activities in the CSIV project and provide oversight of CAMP activities in the project that are funded by the CV PFS. The subcontractor is responsible to ensure that CV PFS members are fully aware of activities and issues in the project, coordinate CV PFS input, and coordinate activities in the CSIV project with the additional 3 test sites (described next)

• Work with CV PFS members and Connected Intersections Program staff to identify 3 locations for test sites beyond the current Ann Arbor site. These sites should provide the range identified above and also have strong technical and administrative commitment from the owner agency.

• Provide technical and administrative support for agency owners at the additional test sites to meet the needs of the program, including coordination with the CSIV project team to insure that testing procedures at these three sites are consistent with testing in Ann Arbor, preparation of test results from each site, and submission of test results to both the CV PFS and the CSIV team. Note, this is similar to the role that WSP is currently playing at the Ann Arbor site in the CSIV project.

Program Area 3: Support Direct IOO Representation in SCMS Manager Efforts The purpose of this program area is to enable CV PFS members to actively engage in SCMS Manager efforts to develop policies and procedures for a production SCMS and gain field experience in SCMS at the program test sites. Given the IOO’s role in a connected environment, it is critical to enable direct IOO representation in current SCMS Manager efforts to develop a Certificate Policy and deploy a production SCMS system. Furthermore, field experience at the test sites will enable the creation of relevant guidance documentation for IOOs in applying the security policy aspects that are relevant to them (including use of certificate types and PSID/SSP). The key activity in this program area is to facilitate CV PFS member involvement in SCMS Manager. The subcontractor will attend the monthly SCMS Manger meetings as an observer member and represent the IOO perspective. Based on this participation, the subcontractor will provide monthly reports on the progress of SCMS Manager, identify areas where IOO input is critical, enable discussion of CV PFS members to develop consensus input/recommendations for SCMS Manager. Based on the subcontractor’s participation in the SCMS Manager meetings, the subcontractor will develop a guidance document for IOOs on transitioning their deployments from a pilot SCMS implementation (or no implementation) to the production SCMS system chained to electors which may include coordinated use of PSID, SSPs, hardened security practices or security hardware, record keeping etc. The subcontractor will also develop a test plan for incorporating updates from the SCMS Manager initiative to the testing procedures used in Program Area 2.

Program Area 4. Create Guidance Materials The purpose of the entire Connected Intersections Program is to enable full interoperability between vehicles and the infrastructure in North America. It is essential that the lessons learned in working with CAMP at the test sites be fully documented to enable all CV PFS members (and other IOOs) to design, deploy, and operate infrastructure that is interoperable. A primary goal of the subcontractor will be to create guidance materials that supports this. Specific activities in this area include:

• Create a Guidance Materials Plan/Strategy. The subcontractor will propose a strategy for creating, distributing, assessing, and maintaining guidance materials to support interoperable connected intersections. This plan/strategy will require approval by CV PFS members.

• Draft, Facilitate Review, and Finalize Guidance Materials. Following the plan/strategy, the subcontractor will draft materials and then work with CV PFS members to enable thorough member review and then finalize materials based on the review.

IV. CONTENTS OF THE LETTER OF INTENT Letters of Intent are to provide a concise description of the program plan and capabilities of the interested party to satisfy the requirements of the RFLI. Emphasis will be on completeness and clarity of content. The letter of intent should include a signed cover letter, a title page, a proposal, a proposed budget and appendixes. The interested party shall submit the following in the letter of intent as one electronic file up to 10MB:

1. A signed cover letter (2 pages or less) 2. A title page (1 page) 3. A proposal (20 pages or less)

a. Technical Approach i. A detailed description and the full plan, to include a timeline, to

accomplish the project proposed b. Qualifications

i. A brief history of the interested party and its experience, qualifications and success in providing the type of service requested.

ii. A description of the interested party’s specific experience with connected vehicle technology, hardware, deployment, integration, and testing.

iii. A description of the interested party’s understanding of, and experience with, SCMS systems for connected vehicle communications.

iv. A description of the interested party’s existing working relationships with OEMs, CAMP, signal controller manufacturers, standards development organizations, or other parties who may have a role in, or interest in, this project.

v. Brief introductory qualifications of the proposed staff and their role in this project.

4. The interested party’s proposed rates and price/fee for providing the Services (no page limit)

5. Appendix (no page limit) a. Resumes of proposed staff b. Any other material that the submitter would like to include

V. BASIS OF SELECTION OF PREFERRED SUBCONTRACTOR Letters of intent will be evaluated based upon the overall merits/value including, but not limited to, the following criteria:

1. The interested party’s technical plan to provide the CV PFS with the products as described in the Scope of Services section;

2. The interested party’s qualification and specific experience in providing services similar to those described in this RFLI; and

3. The interested party’s rates and expected price/fee for providing the Services.

Attachment A

Connected Signalized Intersection Verification (CSIV)

Connected Signalized Intersection Verification Project Description

Background In order to implement safety and mobility applications based on connected traffic signal information, vehicle manufacturers need to be certain the information provided wirelessly by the traffic signal controller system via the Roadside Unit (RSU) is timely, accurate and nationally consistent (includes J2735, NTCIP 1202, TMDD, NEMA TS-2 standards). Independent efforts are underway at M-City (CCI Project) [1] to apply and verify the Clarifications for Consistent Implementations (CCI) document [2] developed by the IOO/OEM Forum at the Ann Arbor Connected Environment. Specifically having these connected intersections support in-vehicle Red Light Violation Warning (RLVW). This effort is largely targeted at the infrastructure side of the over-the-air (OTA) interface. In order to have confidence in a deployed intersection’s Signal Phase and Timing (SPaT), intersection geometry (MAP) and Global Positioning System (GPS) Radio Technical Commission for Maritime Services RTCM position correction broadcasts, verification tools and test procedures are needed to ensure proper implementation of each connected signalized intersection. Methods for ongoing state of health monitoring must also be established. Prior work by the CAMP V2I Consortium proposed initial verification procedures and test tools [3], but these require expansion and refinement to be utilized by Infrastructure Owner Operators (IOOs) for deployment verification of connected signalized intersections.

Scope In an effort to provide support, vehicle-infrastructure integration and verification, a CAMP project is proposed herein.

The CAMP Connected Signalized Intersection Verification (CSIV) Consortium, consisting of Ford, General Motors, Honda, Hyundai-Kia, Nissan and Toyota, will assign technical staff to a Technical Management Team (TMT) formed to execute the tasks defined in this work plan. The elements of this work plan will expand and refine the test/ verification procedures and tools developed previously. By working interactively with the M-City CCI project, the CAMP team will evaluate and refine tools and procedures using laboratory evaluations and field testing within the Ann Arbor Connected Environment. The CAMP team will also work with a steering group from the Connected Vehicles Pooled Fund Study (CV PFS), a program representing over half of the state IOOs in the United States and Canada, to directly communicate results from the Ann Arbor effort and provide a foundation for an expanded effort to ensure the refined tools and procedures will work appropriately in the range of infrastructure equipment and operating environments found in North America. The output of the work will establish criteria that IOOs need to implement and deploy connected intersections. These results would provide technical input to multiple Standards Development Organizations (SDOs) developing guidelines for connected signalized intersections.

Task 1 - Program Management Activities performed under this task include general administrative and technical support required to complete project tasks and achieve project goals while maintaining compliance with the schedule and budget. These activities include periodic meetings, other general administrative tasks and the delivery of the project milestones and deliverables as described below. In order to accomplish this task, the following interactions will be established and conducted for the duration of the project:

- Weekly meetings will be held between the TMT and the CAMP Principal Investigator (PI), with participation by technical representatives from the contract support identified in Tasks 2 and 3 as needed, to review progress and update the project work plan.

- An ongoing coordination plan will be established to interface with the M-City CCI project management team and its contractors (M-City CCI Project Team) including defining specific timelines, milestones and deliverables for the tasks in this coordinated SOW.

- Monthly meetings will be held between the PI and the CV PFS Steering Group to review progress, communicate results, and seek input from the larger IOO community.

- Work under this task may also include a series of technical review meetings and demonstrations with other involved entities the project coordinates with as mutually agreed in support of the technical tasks described below.

Deliverables:

o Technical Review Meeting(s) and Demonstrations as mutually agreed

Task 2 - Functional Safety Analysis Under this task the TMT will work with kVA and the M-City CCI Project Team to perform a hazard and risk analysis (HARA) for the RLVW Concept of Operations (ConOps) [4] developed by the IOO/OEM Forum SPaT/RLVW working group and enhanced by the ITE Connected Intersections project [5] including the Vehicle System ConOps developed in Task 3.1. A concept fault tree analysis (FTA) addressing both in-vehicle and infrastructure element failure modes contributing to the violation of the Safety Goals (SGs) of the proposed system will be conducted using the System Requirements Allocation developed under Task 3. A Functional Safety Concept (FSC) including identification and allocation of Functional Safety Requirements (FSR) will be established reflecting automotive industry and IOO best practices. FSRs allocated to the vehicle and infrastructure elements of the RLVW system will provide a key input to the intersection verification procedures developed in Task 3. The output of this analysis will also support Systems Engineering (SE) processes being performed by related efforts such as the Institute of Transportation Engineers (ITE) effort to develop a Connected Signalized Intersection Standard and Reference Implementation [5].

Deliverables:

o Hazard Analysis and Risk Assessment and Fault Tree Analysis establishing Safety Goals for the RLVW system

o Functional Safety Concept allocating Functional Safety Requirements to the vehicle and infrastructure system subsystems

Task 3 - Test Procedure & Tool Development Under this task the TMT will work with the M-City CCI Project Team to establish and refine Performance Requirements and Test Procedures to verify that SPaT, MAP and RTCM data transmitted by equipped intersections are in proper format and contain accurate information to ensure in-vehicle RLVW application(s) perform as intended. Connected intersection verification is expected to take place at two levels.

- Message-level verification at the intersection signal controller cabinet will ensure the data contained in the SPaT, MAP and RTCM messages coming out of the RSU,

o conform to the SAE J2735 standards specification,

o conform to the CCI document [2] or additional input(s) from the ITE Project [5]

o contain all required data elements defined in the SPaT Challenge Verification document [3] for RLVW application and

o data elements in the messages are correct

- Application-level verification on road will ensure the transmitted information is being properly received by equipped vehicles.

o SPaT, MAP and RTCM messages received in proper format

o Vehicle able to determine its position on the correct approach lane

o In-vehicle RLVW functions as intended

3.1 - System Requirements Allocation

Under this subtask the TMT will work with Athey Creek and the M-City CCI Project Team to develop a concept of operations and performance requirements for the Vehicle System portion of the overall RLVW application. Allocation of Performance Requirements to the vehicle and infrastructure, coupled with the allocation of FSR in Task 2, will drive the development of verification tools and test procedures in subsequent subtasks.

Deliverables:

o Documentation of Vehicle System ConOps and Performance Requirements

3.2 - Test Procedure Definition

Under this subtask the TMT will work with the M-City CCI Project Team to establish test procedures to evaluate intersection performance at the lane level for all approaches and timing patterns at both the message level and the application level. This work will include establishing performance criteria acceptable to all participating OEMs. Additionally, input gained through outreach efforts under Task 4 may be included. This effort will focus on verifying that the data provided by the intersection is

timely, accurate and consistent and that field implementation of an intersection supports intended operation of an in-vehicle RLVW. In the event infrastructure subsystem performance cannot be modified to meet these requirements due to local regulatory requirements or the signal controller system capabilities, mutually agreed default behavior will be established.

The TMT will collaborate with the M-City CCI Project Team to identify a corridor of connected intersections within the Ann Arbor Connected Environment that presents a broad range of operating conditions to support a robust evaluation of RLVW system performance. It is not feasible to anticipate and exercise all possible edge cases for any particular intersection control system in the field. Therefore, the message-level verification of any particular intersection control system is expected to be performed in a laboratory setting. This will involve implementing a control system configuration that mirrors the hardware, software and configuration settings present in the field. The M-City CCI Project Team will lead the message-level verification effort with support from the TMT in defining test scenarios.

Application-level verification must be performed in the field in order to assess reception of SPaT, MAP and RTCM messages, the ability of the vehicle subsystem to locate itself on the proper approach lane and correct operation of the RLVW algorithm under real world operating conditions. This approach is dependent on the content of the messages received being correct and deterministic as previously established by message-level verification testing. The TMT will lead the application-level verification effort with support from the M-City CCI Project Team. The starting point for this portion of the work will be the SPaT Challenge Verification document previously developed by the CAMP V2I Consortium [3].

Deliverables:

o Message-level test procedures for laboratory verification of an intersection control system prior to field deployment

o Application-level test procedures for field verification of intersection control system deployment

3.3 – MAP Generation Proper application-level performance is dependent on the ability of an equipped vehicle to reliably determine its lane position in order to apply the correct SPaT information. Proper positioning relies on receiving accurate lane-level map data from the intersection. However, there is no mechanism available to verify the accuracy of the data broadcast in the MAP message.

FHWA’s ISD Message Creator [6] tool is one means available to generate a MAP message that describes lane geometry as defined in SAE J2735. However, this tool requires the user to select node points to represent lanes manually on an aerial image of the intersection. This technique may not produce the required lane-level geometric accuracy, as defined in the SPaT Challenge Verification Document [3], in a correct and consistent manner.

A recommended practice is needed to ensure proper creation of nationally consistent, accurate intersection MAP messages. A high resolution, high accuracy measurement technique such as Lidar based 3D mobile scanning should be employed to conduct a geometric survey of the intersection. Using this data, software tool(s) can then be used to consistently select map node points representing lane-level intersection geometry as specified in SAE J2735. Such an approach could obviate the need to verify MAP message accuracy in the field.

The M-City CCI Project Team will develop and implement an approach to create consistent accurate intersection MAP messages for the locations selected in the Ann Arbor Connected Environment. The TMT will support this effort with regard to map data accuracy and precision requirements for proper RLVW application performance. This activity should inform / be informed by the Connected Vehicle Pooled Fund Study (CVPFS) MAP Creation Guidance project [7] as appropriate.

Deliverables:

o Documented approach to generate intersection MAP messages

3.4 – Verification Tool Development

At the message level, the TMT will assist the M-City CCI Project Team in the specification of test tools (hardware and software) necessary to verify proper data transmission by the RSU, primarily with respect to the accuracy and utility of messages to support in-vehicle RLVW application performance.

At the application level, the TMT will develop OBU independent software to receive and verify SPaT, MAP and RTCM data from an intersection under test. This software will be usable with any OBU (installed in a vehicle or by a portable test equipment) that provides the required information in the format specified by the TMT. The software will include RLVW application level verification of SPaT/MAP based on previous CAMP V2I Consortium work. The TMT will develop portable ‘suitcase’ test equipment which can operate without connecting to a vehicle network as the primary basis for evaluating intersection performance.

Deliverables:

o RLVW application verification software and portable test equipment with data logging / processing software

3.5 - Exercise & Refine Procedures / Tools

At the message level, the TMT will support the M-City CCI Project Team’s work to utilize laboratory tools and test procedures developed in subtasks 3.2 and 3.4 to ensure OTA message content is timely, accurate and deterministic. It is expected that the scope of scenarios evaluated will address the full range of operating conditions permissible for the specific infrastructure equipment and configuration(s) of the intersections identified in the Ann Arbor Connected Environment.

At the application level, the TMT will lead field verification testing efforts and work jointly with the Ann Arbor project team in analysis of test results. It is expected that the field test tools and procedures

developed in subtasks 3.2 and 3.4 will be evaluated at M-City prior to use at the intersections identified in the Ann Arbor Connected Environment.

Lessons learned from both message-level and application-level testing will be used to iteratively refine the tools and procedures and inform efforts under Task 4 to engage the stakeholder community to improve the applicability of the results to other locations and intersection configurations.

Deliverables:

o Updated verification tools and test procedure specifications for message-level and application-level evaluations

3.6 - Update Infrastructure

Based on the results of message-level testing of representative intersection control systems, individual intersections along the corridor identified in Task 3 may need to be updated prior to application-level testing or as the results of application-level testing are analyzed. The Ann Arbor Project Team will coordinate with city authorities to update deployed equipment as necessary to support application-level testing.

It is expected that the final configuration of the selected intersections will serve as a Reference implementation for RLVW compliant intersections that utilize the same infrastructure configuration.

Deliverables:

o Detailed specification(s) for the connected intersection equipment deployed and configuration decisions implemented

3.7 - Document Results

Under this task the TMT will coordinate with the M-City CCI Project Team to update Task 3 deliverables as appropriate.

Deliverables (jointly with the M-City CCI Project Team):

o Results of message-level verification testing and application-level verification testing from the Ann Arbor Connected Environment

o Refined Performance Requirements and Test Procedures for SPaT / MAP equipped intersections supporting in-vehicle RLVW application(s)

o Test equipment specification(s) for use by IOOs in procuring laboratory and field test services including the device specifications and test software

o Documentation of Reference Implementation configuration(s) implemented

Task 4 - Outreach Under this task the project team will establish ongoing interactions with IOOs and SDOs performing related work, including sharing draft test procedures and assessment criteria developed and evaluated with the:

- ITE Connected Signalized Intersection Project

- SAE Infrastructure Applications TC

- IOO/OEM Forum - RLVW Working Group

- CVPFS Creation of a Guidance Document for MAP Preparation Project

Project Timing

References

[1] Conformance to Clarifications for Consistent Implementation (CCIs) to Ensure Interoperability of Connected Signalized Intersections in the Ann Arbor Connected Environment with a National Deployment, M-City 2020

[2] Clarifications for Consistent Implementation to Ensure Interoperability of Connected Signalized Intersections, IOO/OEM Forum, Draft Version 1.9.3, April 2019

[3] SPaT Challenge Verification Document v1.2, CAMP LLC, October 30, 2017

[4] SPaT Challenge - SPaT Infrastructure System Model Concept of Operations

Draft Version 1.6, March 2018

[5] FHWA ITS JPO Performance Work Statement for TOPR No. HOIT190116PR, Institute of Transportation Engineers (ITE), Connected Signalized Intersection, Contract DTFH6116D00055

[6] Tool Library Using SAE J2735 3/2016, ISD Message Creator Intersection MAP and SPaT - https://webapp.connectedvcs.com/

[7] CVPFS Project - Creation of a Guidance Document for MAP Preparation

Attachment B

“Conformance to Clarifications for Consistent Implementations (CCI’s) to Ensure Interoperability of Connected Signalized Intersections in the Ann Arbor

Connected Environment with a National Deployment.”

Conformance to Clarifications for Consistent Implementations (CCI’s) to Ensure Interoperability of Connected

Signalized Intersections in the Ann Arbor Connected Environment with a

National Deployment

[CCI Compliance]

1 Introduction As more Connected Signalized Intersections are deployed nationwide, there is an increasing desire for these to communicate with the upcoming transit, emergency, and production vehicle deployments of on-board applications. Connected vehicles should be able to transverse the United States seamlessly. Their onboard applications should work anywhere they go. Specifically SPaT-based applications such as signal priority, signal pre-emption, and Red Light Violation Warning (RLVW) should function the same, regardless of the deploying agency or region.

“It is understood by deployers that the established standards alone will not ensure open compatibility with production vehicles. Existing standards often include optional elements or flexibility given the variety of objectives or ways a system may be deployed. In some cases, the optional elements or flexibility may be interpreted differently for different deployments, despite the common objectives and applications of each deployment. These differences could lead to a lack of interoperability that prevents vehicles from using data at Connected Signalized Intersections across different jurisdictions. As such, Infrastructure Owner Operators (IOOs) and automobile original equipment manufacturers (OEMs) need to reach common agreement on interpretations and clarifications of existing standards to ensure interoperability, so that data from all Connected Signalized Intersections can be utilized by vehicle applications, regardless of the jurisdiction or vehicle type.”1

Now that the Connected Environment has been stood up, the next step in the strategic roadmap for the Connected Environment from the Working Group is for the roadside units (RSUs) be tested for conformance to clarifications for consistent implementations (CCI’s) to ensure interoperability of

1 Cooperative Automated Transportation Deployment Requirements and Implementation Directives to Ensure National Interoperability, Connected Signalized Intersection DRAFT Version 1.0

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connected signalized intersections in the Ann Arbor Connected Environment. All deficiencies will be documented and shared with the stakeholders and the RSUs will be updated as necessary.

The Mcity sponsored team is led by UMTRI and supported by WSP. This team is referred to as the Ann Arbor Project Team. The Ann Arbor Project Team will collaborate with CAMP, the City of Ann Arbor, and other organizations as described in the sections below.

2 Technical Approach The Ann Arbor Project Team is working closely with CAMP (including several OEMS and Tier 1’s such as Nissan, GM, and DENSO), Aptiv, Toyota, Ford, and MDOT to test and verify the connected infrastructure currently deployed in the Ann Arbor Connected Environment. The Ann Arbor Project Team will be looking at the infrastructure side, while the CAMP team will be focusing on the vehicle side. The efforts are complimentary and should be done in close collaboration with one another. The following areas will be tested:

• Data Transmission o Frequency of Transmission o Channel Utilization o Message Encoding and Security

• Communications Quality Control o Over the Air Conflict Monitor o Watchdog Function o Roadway Maintenance Impacts on Broadcasts o Data Export Control

• Roadside Unit (RSU) Specification o Current RSU Specification o Clarifications for the RSU Specification

• SPaT Message Content o SPaT Message Requirements and Clarifications o SPaT Message handling of Signal Groups o Permissive vs. Protected Designations o Time Values in SPaT Messages

• MAP Message Content o MAP Message Requirements and Clarifications o Intersection Node Point Clarifications o Node Point Latitude/Longitude Reference Clarifications o Clarifications Specific to Ingress Lanes o Clarifications Specific to Egress Lanes o Clarifications Specific to Nearby Intersections and Turning Configurations

• Red Light Violation Warning (RLVW) o RLVW Related SPaT Message Clarifications o RLVW Related MAP Message Clarifications

• Message-level verification

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o MAP o SPaT

• Data Element-Level Verification • Security

The Cooperative Automated Transportation Deployment Requirements and Implementation Directives to Ensure National Interoperability, Connected Signalized Intersection DRAFT Version 1.0 contains much guidance for testing the above. However, several sections of the document are under development. Therefore, part of this project will propose content for the document, especially for the security section. The content will contain both suggested clarifications and test methodology. Additionally, one of the document requirements is RTCM, which is not currently implemented in the Ann Arbor Connected Environment (AACE). As part of the project, the Ann Arbor Project Team will implement RTCM on the strategic intersections selected in task 3 below.

The team will use the Kapsch sniffer tool to collect data. The Ann Arbor Project Team owns two Kapsch tools. For most test cases, data will be collected for each lane and direction of travel, egress and ingress. The tool provides a visual confirmation but also collects pcap files that are stored for later analysis. Furthermore, The Ann Arbor Project Team has developed tools to parse the pcap files. The team will use these tools to parse the collected pcap files to verify items such as frequency, content, and data elements.

Other test methodology includes engineering inspection. For instance, to verify that the RSU is compliant with the most current USDOT RSU Specification version 4.1 revision 6, testing is not required on the part of the Ann Arbor Project Team. The supplier can provide certification test results that will prove compliance to the standard.

3 Tasks TASK 1: Program Management Activities performed under this task include general administrative and technical support required to complete project tasks and achieve project goals while maintaining compliance with the schedule and budget. These activities include periodic meetings, other general administrative tasks and the delivery of the project milestones and deliverables as described below. In order to accomplish this task, the following interactions will be established and conducted for the duration of the project:

• Weekly meetings will be held between the Ann Arbor Project Team and the CAMP Technical Management Team to review progress and update the project work plan.

• An ongoing coordination plan will be established to interface with the CAMP CCI project management team and its contractors, including defining specific timelines, milestones and deliverables for the tasks in this coordinated SOW.

• Work under this task may also include a series of technical review meetings and demonstrations with other involved technical entities the project coordinates in support of the technical tasks described below. The Ann Arbor Project Team will support CAMP for these activities as appropriate.

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Deliverables:

• Technical Review Meeting(s) and Demonstrations as mutually agreed

TASK 2: Functional Safety Analysis The Ann Arbor Project Team will support CAMP by actively participating in a hazard and risk analysis (HARA) for the RLVW Concept of Operations developed by the IOO/OEM Forum SPaT/RLVW working group. CAMP will be responsible for the final products. The Ann Arbor Project Team will actively participate in the process (meetings) and provide content and expertise as appropriate.

Deliverables:

• Hazard Analysis and Risk Assessment and Fault Tree Analysis establishing Safety Goals for the RLVW system, jointly authored by CAMP, its subcontractor, and the Ann Arbor Project Team

• Functional Safety Concept allocating Functional Safety Requirements to the vehicle and infrastructure system subsystems to Mcity, jointly authored by CAMP, its subcontractor, and the Ann Arbor Project Team

TASK 3: Test Procedure and Tool Development Under this task, the Ann Arbor Project Team will work with the CAMP team to establish and refine Performance Requirements and Test Procedures to verify that SPaT, MAP and RTCM data transmitted by equipped intersections are in proper format and contain accurate information to ensure in-vehicle RLVW application(s) perform as intended. Connected intersection verification is expected to take place at two levels.

• Message-level verification at the intersection signal controller cabinet will ensure the data contained in the SPaT, MAP and RTCM messages coming out of the RSU,

o conform to SAE J2735 standards specification, o contain all required data elements defined in the SPaT Challenge Verification document2

for RLVW application and o data elements in the messages are correct

• Application-level verification on road will ensure the transmitted information is being properly received by equipped vehicles.

o SPaT, MAP and RTCM messages received in proper format o Vehicle able to determine its position on the correct approach lane o In-vehicle RLVW functions as intended

TASK 3.1: System Requirements Allocation Under this subtask, the Ann Arbor Project Team will work with CAMP and their subcontractor to develop a System Level Requirements Allocation for the RLVW ConOps. Allocation of Performance Requirements to the vehicle and infrastructure subsystems coupled with the allocation of functional safety requirements (FSR) in Task 2 will drive the development of verification tools and test procedures in subsequent subtasks. The Ann Arbor Project Team actively participate in the process (meetings) and

2 SPaT Challenge Verification Document v1.2, CAMP LLC, October 30, 2017

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provide content and expertise as appropriate. CAMP and their subcontractor will compile the final report.

The DSRC specifications referenced in the CCI document will be reviewed including:

• CAMP SPaT Challenge Verification Document version 1.2 (revised October 30, 2017). The latest version of this document can be requested by submitting contact information on the following website: https://transportationops.org/content/spat-challenge-verification-document.

• SAE J2735 standard. “Dedicated Short Range Communications (DSRC) Message Set Dictionary.” SAE J2735_201603 (March 30, 2016). Available at: https://www.sae.org/standards/content/j2735_201603/.

• SPaT Challenge Infrastructure System Model Concept of Operations version 1.6 (revised March 2016). Available at: http://transops.s3.amazonaws.com/uploaded_files/SPaT%20Challenge%20Model%20Concept%20of%20Operations%20Draft%20Ver%201.6.pdf

• SPaT Challenge Infrastructure System Model Functional Requirements version 1.1 (revised March 2016). Available at: https://transops.s3.amazonaws.com/uploaded_files/SPaT%20Challenge%20Infrastructure%20System%20Model%20Requirements%20Draft%20Ver%201.1.pdf

• SAE J2945/0 standard. “Dedicated Short Range Communication (DSRC) Systems Engineering Process Guidance for SAE J2945/X Documents and Common Design Concepts.” SAE J2945_201712 (December 7, 2017) Available at: https://www.sae.org/standards/content/j2945_201712/.

• SAE J2945/1 standard. “On-Board System Requirements for V2V Safety Communications.” SAE J2945/1_201603 (March 30, 2016) Available at: https://www.sae.org/standards/content/j2945/1_201603/.

• ISO/TS 19091:2017 standard. “Intelligent transport systems - Cooperative ITS - Using V2I and I2V communications for applications related to signalized intersections.” First edition (March 2017) Available at: https://www.iso.org/standard/69897.html.

• RSU Specification v 4.1. “Dedicated Short-Range Communications Roadside Unit Specifications.” April 28, 2017, FHI_JPO-17-589. Available at: https://rosap.ntl.bts.gov/view/dot/3600.

• SCMS End Entities (EE) Requirements. “EE-SCMS Core Communication Requirements.” Available at: https://wiki.campllc.org/display/SCP/EE-SCMS+Core+Communication+Requirements.

• Test Procedure for Verifying SPaT and MAP messages version 1.2. September 18, 2019. Developed by Crash Avoidance Metrics Partners LLC.

• Documents from the CV Pilots as applicable.

Deliverables:

• Documentation of System Requirements Allocation, jointly authored by CAMP and the Ann Arbor Project Team

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TASK 3.2: Develop Test Plan A test plan will be jointly developed with CAMP.

Under this subtask, the Ann Arbor Project Team with work with CAMP to establish test procedures to evaluate intersection performance at the lane level for all approaches and timing patterns at both the message level and the application level. This work will include establishing performance criteria acceptable to all OEMs participating in the project and may also reflect input gained through outreach efforts under Task 4. This effort will focus on verifying that the data provided by the intersection is timely, accurate and nationally consistent and that field implementation of an intersection supports intended operation of an in-vehicle RLVW. In the event infrastructure subsystem performance cannot be modified to meet these requirements due to local regulatory requirements or the signal controller system capabilities, mutually agreed default behavior will be established.

The Ann Arbor Project Team and CAMP will jointly identify strategic connected intersections within the Ann Arbor Connected Environment that presents a broad range of operating conditions to support a robust evaluation of RLVW system performance. Tentatively, the Plymouth Road and Fuller Road corridors have been identified. While under this task, The Ann Arbor Project Team will not be able to perform SPaT conformance in the lab for the full test cases and mix of controllers required to support the range of implementation from a National “Standard” Reference Implementation perspective; those variations in test cases and associated costs will need to be addressed via separate task/contract mechanism. The team is pursuing additional funding from the Connected Vehicle Pooled Fund Study to undertake those variations.

The Ann Arbor Project Team proposes work on this task to configure a Siemens M60 Advanced Traffic Controller (ATC) for up to 30 test cases (as presented in Ann Arbor from the list identified below, that represent majority of current Plymouth Road and Fuller Road equipped intersections). The Ann Arbor Project Team proposes to setup a series of bench test configurations, using a single ATC Firmware build (as agreed to by City of Ann Arbor for field implementation phase after, successful bench testing across test cases). During the test cases, The Ann Arbor Project Team will work with City of Ann Arbor to prove ATC function for specific Transportation Operational Scenarios. The test cases proposed below will provide a method to validate Signal Phase and Timing (SPaT) output using the Society of Automotive Engineers (SAE) J2735/J2945 (March, 2016) standard as direct inbound message-set and syntax conformance to the Lear Dedicated Short Range Communication (DSRC) Roadside Unit (RSU) using a single clock source as Network Time Protocol (NTP) to be configured and implemented on the ATC and RSU. Once the ATC SPaT test cases have passed/functional, the test cases will be repeated and include the direct SPaT broadcast will be setup to tested and conformed at multiple Field Locations.

The Ann Arbor Project Team proposes testing the key operational scenarios in conjunction with the City of Ann Arbor Signal Maintenance group:

• 3 phase intersection without Pedestrian calls using Time of Day (TOD) pattern, with a minimum of 2 cycles

• 3 phase intersection with Pedestrian calls using TOD pattern, with a minimum of 2 cycles • 4 phase intersection with Pedestrian calls using TOD pattern, with a minimum of 2 cycles

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• 4 phase intersection (alternate phases from prior scenario) with Pedestrian calls using TOD pattern, with a minimum of 2 cycles

• 4 phase intersection with Pedestrian calls/Overlaps using TOD pattern, with a minimum of 2 cycles

• 5 phase intersection with Dummy Phase and Pedestrian calls, FYA (WB/EB), and Overlaps using TOD pattern, with a minimum of 2 cycles

• 6 phase intersection without Pedestrian calls using TOD pattern, with a minimum of 2 cycles • 8 phase intersection without Pedestrian calls using TOD pattern, with a minimum of 2 cycles • 8 phase intersection with Pedestrian calls using TOD pattern, with a minimum of 2 cycles • 8 phase intersection with split/lag and without Pedestrian calls using TOD pattern, with a

minimum of 2 cycles • Repeat of the above cases with changes from TOD pattern to SCOOT Adaptive Timing with a

minimum of 2 cycles

Application-level verification must be performed in the field in order to assess reception of SPaT, MAP and RTCM messages, the ability of the vehicle subsystem to locate itself on the proper approach lane and correct operation of the RLVW algorithm under real world operating conditions. This approach is dependent on the content of the messages received being correct and deterministic as previously established by message-level verification testing. CAMP will lead the application-level verification effort with support from the Ann Arbor Project Team. The starting point for this portion of the work will be the SPaT Challenge Verification document previously developed by the CAMP V2I Consortium3.

Once the ATC SPaT test cases have passed/functional in the lab, vehicle-level testing will be conducted at Mcity or Wheeler. A site assessment will be completed to select the final test location for pre-field evaluation. The Ann Arbor Project Team will support CAMP activities to verify vehicle-level test procedures and tools at the chosen site. Once testing is successfully completed, the ten (10) test cases will be repeated in the field and include the direct SPaT broadcast will be setup to tested and confirmed at multiple Field Locations (along Plymouth and Fuller Road equipped intersection locations).

For the test case scenarios, the Ann Arbor Project Team proposes testing the operational scenarios to ensure the implementation in the Field in combination with SCOOT. These test cases will evaluate if SPaT output performs correctly and is functionally valid, from the ATC (in conjunction with SCOOT Adaptive Timing) to each field site respective RSU and interconnected via the City network for each cabinet location. The Ann Arbor Project Team proposes testing the key operational scenarios in conjunction with the City of Ann Arbor Signal Maintenance group:

• 3 phase intersection without Pedestrian calls using SCOOT Adaptive, with a minimum of 2 cycles

• 3 phase intersection with Pedestrian calls using SCOOT Adaptive, with a minimum of 2 cycles • 4 phase intersection with Pedestrian calls using SCOOT Adaptive, with a minimum of 2 cycles • 4 phase intersection (alternate phases from prior scenario) with Pedestrian calls using

SCOOT Adaptive, with a minimum of 2 cycles

3 SPaT Challenge Verification Document v1.2, CAMP LLC, October 30, 2017

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• 4 phase intersection with Pedestrian calls/Overlaps using SCOOT Adaptive, with a minimum of 2 cycles

• 5 phase intersection with Dummy Phase and Pedestrian calls, FYA (WB/EB), and Overlaps using SCOOT Adaptive, with a minimum of 2 cycles

• 6 phase intersection without Pedestrian calls using SCOOT Adaptive, with a minimum of 2 cycles

• 8 phase intersection without Pedestrian calls using SCOOT Adaptive, with a minimum of 2 cycles

• 8 phase intersection with Pedestrian calls using SCOOT Adaptive, with a minimum of 2 cycles • 8 phase intersection with split/lag and without Pedestrian calls using SCOOT Adaptive, with

a minimum of 2 cycles

Deliverable:

• Test Plan, jointly authored by CAMP and the Ann Arbor Project Team

TASK 3.3: MAP Generation The Ann Arbor Project Team will develop and implement an approach to create consistent accurate intersection MAP messages for the locations selected in the Ann Arbor Connected Environment. CAMP will support this effort with regard to map data accuracy and precision requirements for proper RLVW application performance. This activity should inform / be informed by the Connected Vehicle Pooled Fund Study (CVPFS) MAP Creation Guidance project as appropriate.

The Ann Arbor Project Team proposes to update the LIDAR data capture (using Rental survey-grade high-accuracy Trimble multi-head sensor, 360-degree Ladybug high-resolution camera imagery and associated post-processing software) for Fuller and Plymouth Road equipped intersection locations. The Ann Arbor Project Team proposes to process the data collection as a 3D high-accuracy point cloud and post process the data to generate and revise the automated the Map assembled messages updates for the equipped intersections. The Ann Arbor Project Team proposes to revise the message outputs (including updating the Map file based on the data processing in this task) to align to the revised CCI methodology to the maximum extent possible with firmware provided for ATCs and RSUs. The Ann Arbor Project Team will perform the LIDAR collection, post-process the LIDAR data and convert the data into proper format Map messages for input to the Lear RSUs for up to 120 hours and RSU revision and testing for up to 80 hours for the Fuller and Plymouth Road equipped intersections over the air testing between the RSU broadcast and OBU device (including packet capture and data analysis).

Deliverables:

• Documented approach to generate intersection MAP messages

TASK 3.4: Verification Tool Development The Ann Arbor Project Team will utilize the Kapsch sniffer tool, the 3M sniffer tool, Wireshark, and other test tools that have been previously developed during the Safety Pilot Model Deployment (SPMD) and the Ann Arbor Connected Vehicle Test Environment (AACVTE) projects; and are currently used in the

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Ann Arbor Connected Environment (AACE) Operations and Maintenance. These tools will be used to test and verify proper functionality of the infrastructure.

The Ann Arbor Project Team will also support CAMP as needed as they develop the tools required to test at the vehicle and application level.

TASK 3.5: Exercise and Refine Procedures and Tools Execute the test plan, collect and analyze the data. Update procedures and tools as required. Support CAMP as required.

Deliverable:

• Updated verification tools and test procedure specifications.

TASK 3.6: Update the Infrastructure Based on the results of message-level testing of representative intersection control systems, individual intersections at the strategic locations identified in Task 3 may need to be updated prior to application-level testing or as the results of application-level testing are analyzed. The Ann Arbor Project Team will update deployed equipment, and work with the City of Ann Arbor and Lear as necessary. The Ann Arbor Project team will also support CAMP for application-level testing, as required.

It is expected that the final configuration of the selected intersections will serve as a Reference implementation for RLVW compliant intersections that utilize the same infrastructure configuration.

Deliverable:

• Detailed specification(s) for the connected intersection equipment deployed and configuration decisions implemented

TASK 3.7: Document Results Under this task, the Ann Arbor Project Team will coordinate with CAMP to update Task 3 deliverables as appropriate.

Deliverables (jointly with CAMP):

• Results of message-level verification testing and application-level verification testing from the Ann Arbor Connected Environment

• Refined Performance Requirements and Test Procedures for SPaT / MAP equipped intersections supporting in-vehicle RLVW application(s)

• Test equipment specification(s) for use by IOOs in procuring laboratory and field test services including the device specifications and test software

• Documentation of Reference Implementation configuration(s) implemented

TASK 4: Outreach Under this task, the project team will establish ongoing interactions with IOOs and standards development organizations (SDOs) performing related work, including sharing draft test procedures and assessment criteria developed and evaluated with the:

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• ITE Connected Signalized Intersection Project / SAE Infrastructure Application TC • IOO/OEM Forum - RLVW Working Group • CVPFS - ‘Preparing SPaT Infrastructure for Production Vehicles’ Project • CVPFS – ‘Creation of a Guidance Document for MAP Preparation’ Project

4 Project Timing The proposed project schedule, including CAMP activities is shown in Figure 1 below.

Figure 1: Project Timeline

5 Key Innovation and Relevance to Mcity In March 2019, the Connected Environment Working Group began discussing and developing the overall strategy for the Ann Arbor Connected Environment. The discussions revolved around what are the next steps for the connected environment to keep it relevant to the Mcity Leadership Circle members and the industry at large. More than being relevant, the LC members’ vision for the connected environment is one of leadership in the ever-changing connected vehicle and transportation world. The working group generated many ideas, but narrowed them down to ten. These ten ideas are really elements that need to be deployed or executed to achieve the common vision for the environment – long-term industry leadership and relevance. The working group then ranked the elements so that they could be prioritized. The working group team selected the top three elements to prioritize for implementation in 2020. This project was ranked number two.

6 Outputs, Outcomes, and Impacts The project outputs are identified in section 3 above as deliverables.

This project will have the following outcomes:

• The Ann Arbor environment will be the first deployment that is interoperable on a national scale.

• RSUs at strategic locations in the Ann Arbor Deployment will be upgraded for 100% compliance. • Follow-on funding from the Connected Vehicle Pooled Fund Study is highly likely. This will

enhance the project by enabling updates at all connected intersections and provide guidance for national interoperability to the top four traffic signal controller manufacturers.

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• The Ann Arbor environment, yet again, will be the reference implementation for a national deployment. It is one thing to say here is how you do it. It is quite another to actually do it. This project will provide the support needed to do it.

This project will have the following impacts:

• Mcity will continue to be national thought leaders for connected vehicle and infrastructure interoperability by providing content for the requirements document. We cannot rest on our laurels. Maintaining leadership is just as important as getting there.

• Mcity will have an impact on a national level for how RSUs should be interoperable. Setting values for the optional aspects of the RSU 4.1 spec (clarifications) will keep Mcity on the forefront in the connected vehicle/infrastructure space.

• From an industry perspective, the biggest impact will be standardizing connected technology implementation.

7 Collaboration Plan Ford Motor Company has been active in the Cooperative Automated Transportation (CAT) Coalition, an infrastructure owner operator/original equipment manufacturer (IOO/OEM) forum. The CAT Coalition developed the CCI. Ford will be active on this program by providing direction and collaborating on content for the CCI document. Additionally, Aptiv, Toyota, and CAMP have agreed to collaborate on this project to provide expertise and technical content. Ford, Aptiv, Toyota, GM, and CAMP have all contributed to this proposal. MDOT is very interested in this project as well. The process that we use, and what we learn, is intended to be shared with deploying agencies, such as MDOT. Toyota and Honda, as regular users of the environment, are typical representations of the OEM viewpoint – using the Ann Arbor Connected Environment to developed nationally deployable applications.

Furthermore, since this is a Mcity Connected Working Group initiative, the entire working group will be involved by discussing the progress of the project and soliciting input for interpretation of specifications, test methodologies, and the like.

Moreover, this extended team is working very closely with MDOT to support alignment with additional activities being conducted by the Connected Vehicle Pooled Fund Study with the potential to explore additional test scenarios and/or equipment (traffic controller manufacturers).

8 Budget Jim Sayer, PI will oversee all activities on the project and provide technical direction.

Debby Bezzina will lead the Ann Arbor Project Team and be responsible for the overall program management. Bezzina will also be active and lend her expertise to the functional safety analysis, requirements development and allocation, and the test procedure definition. Bezzina has extensive systems engineering experience including significant work on requirements capture and ISO26262.

Dillon Funkhouser will also support the functional safety analysis, system requirements development and allocation, and test procedure definition. He will also be the UMTRI lead for field-testing and data analysis. Funkhouser currently has four (4) students employed at UMTRI that report to him. These

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students will be continuing through the fall and winter semesters in a part-time capacity and then return to full time during the summer months. These students will support all aspects of the project but their main focus will be on collecting and analyzing data.

WSP’s role is fully documented in their draft SOW (attached). The final version will be submitted as their subcontract is processed along with their detailed budget.

The project budget is shown in Table 1 below.

Table 1: CCI Compliance Project Budget

Name* Project Role Hourly Rate Hrs Amt

Sayer, J. Res Sci/Project Director $103.25 20 2,065Bezzina, D. Project Sr Mgr $84.87 600 50,896Funkhouser, D. Eng in Res Sr $44.44 624 27,731Students Students $12.25 1,040 12,740Total Salaries 2,284 93,432Sick/Vacation/Holiday (POOL) 25% 22,842

Fringes Benefits (Permanent Staff) 30% 24,208

FICA (Temps) 7.65% 975

Subtotal Labor 141,456

Subtotal WSP 224,626

Indirect Costs 56% 93,215

Estimated Total Cost 459,297

Conformance to Clarifications for Consistent Implementations (CCI’s) to Ensure Interoperability of Connected Signalized

Intersections in the Ann Arbor Connected Environment with a National Deployment

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