V2X - A Study on the Implementations of Technology in Brisbane

1. V2X – A Study on the
Implementations of the
Technology in Brisbane
Mark Nichols - 7553625

2. Brisbane Transport
 With the second fastest population boom out of the capital cities in Australia,
Brisbane has recently
posed vast spending on traffic infrastructure to combat the problem of congestion
(BCC, 2012).
 Whilst this is necessary it is a very one dimensional, temporary solution. The
impact of V2X
technology could greatly help traffic flow, congestion, safety and fuel economy
problems
 Why has it not been introduced?

3. V2X
 Known as V2X (vehicle to everything) and C-
ITS (cooperative intelligent transport systems)
 Allows vehicles to communicate with
surrounding vehicles (V2V), infrastructure
(V2I)and pedestrian road users (V2P)
 Majorly focused on V2V and V2I

4. V2V vs. V2I
 As V2V enabled vehicles exchange information regarding their position, speed and
vehicle specific information the primary concern for this technology is safety,
 Efficiency and a reduced consumption on fuels can also be realised.
 V2I technology send messages to nearby vehicles regarding traffic signals, speed
limits, intersections, stop signs, road conditions and traffic flow.
 Both have the ability to provide safety, fuel efficiency, sustainability and an
improved driving experience

5. Communication
 Uses dedicated short-range communication (DSRC)
 Technology that inheritably has a high speed, low latency and high availability of
data transfer
 Protocol is designed to enable adhoc peer-to-peer networks, which unlike other
wireless mediums allows a DSRC device to transmit data without the need for a
centralised access point.
 Enables the V2V communications to be applied without the need for an
infrastructure

6. User Acceptance
 User acceptance of V2V and V2I technologies has been shown to be high. Green
(2012) and Lukuc (2012) showed a high level acceptance of V2V amongst drivers
in the US and that most drivers would be willing to pay at least $250 extra for
vehicles that had V2V systems installed
 However, another study in Europe published by Francano et al. (2010) showed a
high level of acceptance for V2V technologies amongst 1,825 survey respondents,
with 93% of respondents rating it as very useful (69%) or useful (23%)
 A slight majority in the survey thought that V2V should be mandatory,

7. Benefits
 The obvious driving factor behind V2X technologies is safety.
 1,200 deaths and over 30,000 serious injuries in Australia every year.
 U.S. Deparment of Transport (2014) estimating that V2X can prevent 80 precent of
accidents for unimpaired drivers and Austroads (2012) suggesting fatal and
serious casualty crashes in Australia could be reduced by upto 25-35%.
 Annual saving of $180 million per annum based on 2005 figures (Austroads,
2012).

8. Current V2I Implementations
 Emergency Vehicle Pre-emption or Emergency Vehicle Priority (both referred to as
EVP) are V2I systems that allow communication between emergency vehicles and
intersection infrastructure.
 Reduce emergency vehicle traffic time but up to 20% and promote safety for
emergency vehicle and other traffic (Wiltshire, 2015).
 Tolling Infrastructure using communication devices attached to vehicles that
communicate with infrastructure on the road structures.
 Lane Departure Warning (LDW) is a software available in many new cars on the
road. The system uses a camera and integrated computer to read and interpret
lane markings and the vehicles position on the road.

9. Current V2V Implementations
 Blind Spot Warning and Lane Change Assist systems are technological systems
that use radar sensors to determine if a vehicle is travelling in the blind spot of your
vehicle. If this is the case it will issue a warning to a driver who is trying to change
lanes when another vehicle is in its blind spot.
 Autonomous Emergency Braking (AEB) is a feature added to many new cars in the
market today. This refers to the vehicle detecting another vehicle or obstacle in its
path and automatically applying the brakes without any input by the driver. Kusano
and Gabler (2011) simulated a representative sample of rear end collisions and
found that AEB could reduce the number of moderate to fatal injuries in striking
vehicles by 36%, and by 28% for struck vehicles.

10. World Leaders in V2X
- Europe
 Has established a Memorandum of Understanding that signals its member’s
intentions to commence harmonised deployment of 5.9 GHz DSRC in vehicles by
2015.
 A tender project for the creation of smart highways between Rotterdam – Frankfurt
– Vienna has been granted and the first stage of deployment fit with roadside
infrastructure capable of communicating with vehicles with V2X capabilities
 The testing of the actual deployment has not only satisfied worldwide requirements
and standards, but has provided lifesaving decisions utilizing the world’s first
automotive, real-time V2X Stack (Ress, D. I. C., & Wiecker, D. I. M, 2016).

11. World Leaders in V2X
- USA
 The primary standards on which V2X is being developed in the USA are from IEEE
and SAE. These have some differences and are not fully compatible with the ETSI
and CEN standards on which European C-ITS developments are based.
 The Crash Avoidance Metrics Partnership (CAMP), a public-private research
consortium that includes major automotive companies, continues to work closely
with the US DOT and other stakeholders towards a collaborative deployment of C-
ITS.
 General Motors, one of the CAMP members, has announced it will release its
Cadillac CTS model in late 2016 with 5.9 GHz DSRC fitted. This is the first
automotive manufacturer in the US to publicly announce DSRC fitment to one of its
vehicles.

12. World Leaders in V2X
- Japan
 Japan has already commenced deployment of DSRC in selected vehicles. The
applications utilising DSRC include electronic toll collection, traveller information
services, and Driving Safety Support Systems (DSSS).
 The radiofrequency allocation for DSRC in Japan is not in alignment with the
allocations in Europe or the USA. The 5.8 GHz band (5.770-5.850 GHz)
 Large collections of data about V2X technology in real life situations is being
currently collected

13. Limitations
- International Uniformity
Everyone is using different bandwidth
 Europe 5.9 GHz band (5.855-5.905 GHz)
 USA 5.9 GHz band (5.855-5.925 GHz)
 Japan 5.8 GHz band (5.770-5.850 GHz) 700 MHz band (715-725 MHz)
 Road rules change between countries and if a vehicle is being used across
different countries the system must be adapted to adhere to these new rules.

14. Limitations
- Marketplace and Penetration
 To reach the desired benefit for V2X and in particular V2V require a high market
penetration otherwise the technology won’t work as required.
 The aftermarket sector will be important in Australia, as originally installed
applications will only be available through new and imported vehicles. Presents
further challenges
 There will also be issues with private sector and public with issues of network
management. The government and regulating authorities may wish to road
networks in ways that don’t agree with the advice given by real-time commercial
applications.

15. Limitations
- Technological
 Technological barriers that face the introduction of the technology pertain mainly to
the level of accuracy from the GNSS and positioning technologies in Australia
 Maintenance and roadworthiness of the V2X system will come into question after
the deployment of the systems. Patches, improvements, replacement parts are all
likely going to be included in the system at some point.
 Retrofitting older models of vehicles with the technology will present another issue
with deployment of V2X

16. Limitations
- Privacy & Security
 Issue for privacy and security of personal information of consumers using the
system.
 V2X systems contain massive amounts of coding and information, with this comes
the potential for hacking, viruses and cyber terrorism.
 US researchers have also demonstrated a cyber-attack on a Toyota Prius and
Ford Escape, which allowed the hackers to affect the steering and braking of the
vehicles (GSMA, 2015).
 Connected vehicles are susceptible to viruses or malware

17. Limitations
- Liability
 Incredibly complex and subject to unknown events in the real world there are
obvious possibilities for errors.
 These technologies are imperfect and won’t be perfected for several years and
liability is an area everyone wants to avoid
 The start-up costs of V2X technology will be significant and the cost for
implementation of these technologies must be shared across everyone using
them. This will include state and federal governments, private companies,
developers and consumers.

18. Australian Policies
 It is in Australia’s interest and priority to abide by international standards where they are
practised.
 Current standards across the leading countries in the world are all different in various
ways.
 160 standards emerging for V2X in the US standard developing organisations, not all
are necessarily considered a high priority for initial deployment in regions outside of the
EU and USA.
 Harmonisation across
 Message containing all radio frequency parameters subject to regulation
 Message containing all security, privacy, and authenticity-related parameters
 Protocol for the exchange of information between ITS stations.

19. Discussion
 However Australia will want to pick an international strategy to adopt and follow as car
manufacturers build globally and Australia does not have the population to demand its own
standards for V2X specifications. (Austroads, 2014).
 Continue as a member of ISO TC204, and look for further opportunities to participate and leverage
off this involvement where appropriate
 Continue to support and/or encourage active involvement in IT-023 by local ITS stakeholders, in
order to provide feedback to ISO TC204 standards development activities.
 Continue to be involved in harmonisation activities now and in the future.
 Explore opportunities to contribute to the standards development process by developing standards
applicable to C-ITS
 Monitor developments from C-ITS international standards and working groups/parties including the
United Nations Economic Commission for Europe (UNECE) World Forum for Harmonization of
Vehicle Regulations Working Party 29

20. Conclusion
 Australia should not proceed with a rollout of the V2X standards ready for
deployment
 Should continue with its involvement in the development of international standards
and harmonisation of activities
 With systems currently being rolled out in Japan and Europe, as well as being
implemented in the U.S. by late 2016, the amount of information being collected on
the technologies at the current time is very exciting for the industry.
 For Brisbane it is imperative that the state government and regulating transport
bodies support the development and experiments of V2X technology in Brisbane.