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TM04: Connected Vehicle Traffic Signal System

This service package uses both vehicle location and movement information from connected vehicles as well as infrastructure measurement of non-equipped vehicles to improve the operations of traffic signal control systems. The service package utilizes the vehicle information to adjust signal timing for an intersection or group of intersections in order to improve traffic flow, including allowing platoon flow through the intersection. Other service package provide related mobility services such as Transit Signal Priority, Freight Signal Priority, Emergency Vehicle Preemption, and Pedestrian Mobility to maximize overall arterial network performance.

Relevant Regions: Australia, Canada, European Union, and United States

Enterprise

Development Stage Roles and Relationships

Installation Stage Roles and Relationships

Operations Stage Roles and Relationships
(hide)

Source Destination Role/Relationship
Connected Vehicle Roadside Equipment Manager Connected Vehicle Roadside Equipment Manages
Connected Vehicle Roadside Equipment Owner Connected Vehicle Roadside Equipment Owns
Connected Vehicle Roadside Equipment Owner Connected Vehicle Roadside Equipment Manager Operations Agreement
Connected Vehicle Roadside Equipment Owner ITS Roadway Equipment Owner Information Exchange and Action Agreement
Connected Vehicle Roadside Equipment Owner Traffic Management Center Owner Information Exchange Agreement
Connected Vehicle Roadside Equipment Owner Vehicle OBE Owner Expectation of Information Provision
Connected Vehicle Roadside Equipment Supplier Connected Vehicle Roadside Equipment Owner Warranty
Driver Vehicle OBE Operates
ITS Roadway Equipment Manager ITS Roadway Equipment Manages
ITS Roadway Equipment Owner Connected Vehicle Roadside Equipment Owner Information Exchange and Action Agreement
ITS Roadway Equipment Owner ITS Roadway Equipment Owns
ITS Roadway Equipment Owner ITS Roadway Equipment Manager Operations Agreement
ITS Roadway Equipment Owner Other ITS Roadway Equipment Owner Information Exchange and Action Agreement
ITS Roadway Equipment Owner Traffic Management Center Owner Information Exchange Agreement
ITS Roadway Equipment Supplier ITS Roadway Equipment Owner Warranty
Other ITS Roadway Equipment Manager Other ITS Roadway Equipment Manages
Other ITS Roadway Equipment Owner ITS Roadway Equipment Owner Information Exchange and Action Agreement
Other ITS Roadway Equipment Owner Other ITS Roadway Equipment Owns
Other ITS Roadway Equipment Owner Other ITS Roadway Equipment Manager Operations Agreement
Other ITS Roadway Equipment Supplier Other ITS Roadway Equipment Owner Warranty
Traffic Management Center Manager Traffic Management Center Manages
Traffic Management Center Manager Traffic Operations Personnel System Usage Agreement
Traffic Management Center Owner Connected Vehicle Roadside Equipment Owner Information Exchange Agreement
Traffic Management Center Owner ITS Roadway Equipment Owner Information Exchange Agreement
Traffic Management Center Owner Traffic Management Center Owns
Traffic Management Center Owner Traffic Management Center Manager Operations Agreement
Traffic Management Center Owner Transportation Information Center Owner Information Provision Agreement
Traffic Management Center Supplier Traffic Management Center Owner Warranty
Traffic Operations Personnel Traffic Management Center Operates
Transportation Information Center Manager Transportation Information Center Manages
Transportation Information Center Owner Transportation Information Center Owns
Transportation Information Center Owner Transportation Information Center Manager Operations Agreement
Transportation Information Center Owner Vehicle OBE Owner Information Provision Agreement
Transportation Information Center Supplier Transportation Information Center Owner Warranty
Vehicle OBE Manager Driver System Usage Agreement
Vehicle OBE Manager Vehicle OBE Manages
Vehicle OBE Owner Vehicle OBE Owns
Vehicle OBE Owner Vehicle OBE Manager Operations Agreement
Vehicle OBE Supplier Vehicle OBE Owner Warranty

Maintenance Stage Roles and Relationships

Functional

This service package includes the following Functional View PSpecs:

Physical Object Functional Object PSpec Number PSpec Name
Connected Vehicle Roadside Equipment RSE Intersection Management 1.1.1.6 Collect Vehicle Roadside Safety Data
1.1.2.6 Process Collected Vehicle Safety Data
1.1.6 Collect Vehicle Traffic Surveillance Data
1.2.7.14 Manage Local Signal Priority Requests
1.2.7.15 Process Intersection Safety Data
1.2.7.4 Process In-vehicle Signage Data
1.2.7.7 Process Vehicle Safety and Environmental Data for Output
1.5.10 Collect Vehicle Emissions Messages
RSE Situation Monitoring 1.1.1.6 Collect Vehicle Roadside Safety Data
1.1.6 Collect Vehicle Traffic Surveillance Data
1.1.7 Collect Vehicle Environmental Data
9.2.3.8 Collect Connected Vehicle Field Equipment Status
RSE Traffic Monitoring 1.1.2.6 Process Collected Vehicle Safety Data
1.1.6 Collect Vehicle Traffic Surveillance Data
1.1.7 Collect Vehicle Environmental Data
1.2.7.15 Process Intersection Safety Data
1.2.7.4 Process In-vehicle Signage Data
6.7.3.5 Provide Short Range Traveler Information
9.3.3.5 Manage Speeds at Roadside
ITS Roadway Equipment Roadway Basic Surveillance 1.1.1.1 Process Traffic Sensor Data
1.1.1.7 Process Road User Protection
1.1.2.11 Control Dynamic Lanes
1.2.7.16 Process Signal Control Conflict Monitoring
1.2.7.2 Monitor Roadside Equipment Operation
1.2.7.8 Provide Device Interface to Other Roadway Devices
1.3.1.3 Process Traffic Images
9.2.3.6 Collect Field Equipment Status for Repair
9.3.3.1 Collect Vehicle Speed
Roadway Field Management Station Operation 1.1.1.5 Provide Sensor Interface to Other Roadway Devices
1.2.7.13 Provide Device Interface for Field Management Stations
Roadway Signal Control 1.1.1.1 Process Traffic Sensor Data
1.2.7.1 Process Indicator Output Data for Roads
1.2.7.13 Provide Device Interface for Field Management Stations
1.2.7.16 Process Signal Control Conflict Monitoring
1.2.7.2 Monitor Roadside Equipment Operation
Traffic Management Center TMC Basic Surveillance 1.1.2.1 Process Traffic Data for Storage
1.1.2.2 Process Traffic Data
1.1.2.3 Update Data Source Static Data
1.1.2.5 Process Vehicle Situation Data
1.1.2.8 Process Roadway Environmental Data
1.1.3 Generate Predictive Traffic Model
1.1.4.1 Retrieve Traffic Data
1.1.4.2 Provide Traffic Operations Personnel Traffic Data Interface
1.1.5 Exchange Data with Other Traffic Centers
1.2.6.1 Maintain Traffic and Sensor Static Data
1.2.8 Collect Traffic Field Equipment Fault Data
1.3.1.1 Analyze Traffic Data for Incidents
1.3.2.1 Store Possible Incident Data
1.3.2.5 Provide Current Incidents Store Interface
1.3.2.6 Manage Traffic Routing
1.3.4.2 Provide Traffic Operations Personnel Incident Interface
1.3.4.5 Process Video Data
TMC Roadway Equipment Monitoring 1.2.8 Collect Traffic Field Equipment Fault Data
1.3.2.6 Manage Traffic Routing
TMC Signal Control 1.1.2.2 Process Traffic Data
1.1.2.5 Process Vehicle Situation Data
1.1.4.1 Retrieve Traffic Data
1.1.4.4 Manage Traffic Archive Data
1.1.5 Exchange Data with Other Traffic Centers
1.2.1 Select Strategy
1.2.2.2 Determine Indicator State for Road Management
1.2.4.1 Output Control Data for Roads
1.2.6.1 Maintain Traffic and Sensor Static Data
1.2.8 Collect Traffic Field Equipment Fault Data
Transportation Information Center TIC Traffic Control Dissemination 6.2.2 Collect Traffic Data
6.5.1 Provide Broadcast Data Interface
Vehicle OBE Vehicle Basic Safety Communication 3.1.1 Produce Collision and Crash Avoidance Data
3.1.3 Process Vehicle On-board Data
3.1.4 Communicate with Remote Vehicles
3.1.6 Provide Vehicle Acceleration and Deceleration Inputs
3.2.3.2 Manage Platoon Following
3.2.3.3 Process Data for Vehicle Actuators
3.2.3.5 Process Vehicle Sensor Data
3.2.4 Process Sensor Data for Automatic Vehicle Operations
6.7.1.2 Provide Driver Guidance Interface
6.7.1.3 Process Vehicle Location Data
6.7.1.4 Update Vehicle Navigable Map Database
6.7.3.3 Provide Driver Information Interface
Vehicle Intersection Warning 3.1.1 Produce Collision and Crash Avoidance Data
3.1.2 Carry-out Safety Analysis
3.1.3 Process Vehicle On-board Data
3.1.4 Communicate with Remote Vehicles
3.1.5 Manage Vehicle Fueling and Charging Systems
3.1.6 Provide Vehicle Acceleration and Deceleration Inputs
3.2.1 Provide Driver Interface
3.2.3.1 Provide Command Interface
3.2.3.3 Process Data for Vehicle Actuators
3.2.3.5 Process Vehicle Sensor Data
3.2.4 Process Sensor Data for Automatic Vehicle Operations
3.3.2 Build Automatic Collision Notification Message
6.7.1.2 Provide Driver Guidance Interface
6.7.1.3 Process Vehicle Location Data
6.7.1.4 Update Vehicle Navigable Map Database
6.7.3.2 Provide Driver with Personal Travel Information
6.7.3.3 Provide Driver Information Interface
7.1.4 Provide Driver Toll Payment Interface
7.2.4 Distribute Advanced Tolls and Fares
7.6.3 Provide Driver Road Use Charging Payment Interface
Vehicle Situation Data Monitoring 3.1.3 Process Vehicle On-board Data

Physical

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Includes Physical Objects:

Physical Object Class Description
Connected Vehicle Roadside Equipment Field 'Connected Vehicle Roadside Equipment' (CV RSE) represents the Connected Vehicle roadside devices that are used to send messages to, and receive messages from, nearby vehicles using Dedicated Short Range Communications (DSRC) or other alternative wireless communications technologies. Communications with adjacent field equipment and back office centers that monitor and control the RSE are also supported. This device operates from a fixed position and may be permanently deployed or a portable device that is located temporarily in the vicinity of a traffic incident, road construction, or a special event. It includes a processor, data storage, and communications capabilities that support secure communications with passing vehicles, other field equipment, and centers.
Cyclist Personal 'Cyclist' participates in ITS services that support safe, shared use of the transportation network by motorized and non-motorized transportation modes. Representing those using non-motorized travel modes, and in particular bicyclists that sometimes share motor vehicle lanes, cyclists provide input (e.g. a call signal requesting right of way at an intersection) and may be detected by ITS services to improve safety.
Driver Vehicle The 'Driver' represents the person that operates a vehicle on the roadway. Included are operators of private, transit, commercial, and emergency vehicles where the interactions are not particular to the type of vehicle (e.g., interactions supporting vehicle safety applications). The Driver originates driver requests and receives driver information that reflects the interactions which might be useful to all drivers, regardless of vehicle classification. Information and interactions which are unique to drivers of a specific vehicle type (e.g., fleet interactions with transit, commercial, or emergency vehicle drivers) are covered by separate objects.
ITS Roadway Equipment Field 'ITS Roadway Equipment' represents the ITS equipment that is distributed on and along the roadway that monitors and controls traffic and monitors and manages the roadway. This physical object includes traffic detectors, environmental sensors, traffic signals, highway advisory radios, dynamic message signs, CCTV cameras and video image processing systems, grade crossing warning systems, and ramp metering systems. Lane management systems and barrier systems that control access to transportation infrastructure such as roadways, bridges and tunnels are also included. This object also provides environmental monitoring including sensors that measure road conditions, surface weather, and vehicle emissions. Work zone systems including work zone surveillance, traffic control, driver warning, and work crew safety systems are also included.
Other ITS Roadway Equipment Field Representing another set of ITS Roadway Equipment, 'Other ITS Roadway Equipment' supports 'field device' to 'field device' communication and coordination, and provides a source and destination for information that may be exchanged between ITS Roadway Equipment. The interface enables direct coordination between field equipment. Examples include the direct interface between sensors and other roadway devices (e.g., Dynamic Message Signs) and the direct interface between roadway devices (e.g., between a Signal System Master and Signal System Local equipment) or a connection between an arterial signal system master and a ramp meter controller.
Pedestrian Personal 'Pedestrian' participates in ITS services that support safe, shared use of the transportation network by motorized and non-motorized transportation modes. Representing those using non-motorized travel modes, pedestrians provide input (e.g. a call signal requesting right of way at an intersection) and may be detected by ITS services to improve safety. This object also includes travelers in special motorized conveyances, which travel at slow speed through portions of the transportation network and interact with ITS systems in a manner similar to that of Pedestrians.
Traffic Management Center Center The 'Traffic Management Center' monitors and controls traffic and the road network. It represents centers that manage a broad range of transportation facilities including freeway systems, rural and suburban highway systems, and urban and suburban traffic control systems. It communicates with ITS Roadway Equipment and Connected Vehicle Roadside Equipment (RSE) to monitor and manage traffic flow and monitor the condition of the roadway, surrounding environmental conditions, and field equipment status. It manages traffic and transportation resources to support allied agencies in responding to, and recovering from, incidents ranging from minor traffic incidents through major disasters.
Traffic Operations Personnel Center 'Traffic Operations Personnel' represents the people that operate a traffic management center. These personnel interact with traffic control systems, traffic surveillance systems, incident management systems, work zone management systems, and travel demand management systems. They provide operator data and command inputs to direct system operations to varying degrees depending on the type of system and the deployment scenario.
Transportation Information Center Center The 'Transportation Information Center' collects, processes, stores, and disseminates transportation information to system operators and the traveling public. The physical object can play several different roles in an integrated ITS. In one role, the TIC provides a data collection, fusing, and repackaging function, collecting information from transportation system operators and redistributing this information to other system operators in the region and other TICs. In this information redistribution role, the TIC provides a bridge between the various transportation systems that produce the information and the other TICs and their subscribers that use the information. The second role of a TIC is focused on delivery of traveler information to subscribers and the public at large. Information provided includes basic advisories, traffic and road conditions, transit schedule information, yellow pages information, ride matching information, and parking information. The TIC is commonly implemented as a website or a web-based application service, but it represents any traveler information distribution service.
Vehicle OBE Vehicle The Vehicle On-Board Equipment (OBE) provides the vehicle-based sensory, processing, storage, and communications functions that support efficient, safe, and convenient travel. The Vehicle OBE includes general capabilities that apply to passenger cars, trucks, and motorcycles. Many of these capabilities (e.g., see the Vehicle Safety service packages) apply to all vehicle types including personal vehicles, commercial vehicles, emergency vehicles, transit vehicles, and maintenance vehicles. From this perspective, the Vehicle OBE includes the common interfaces and functions that apply to all motorized vehicles. The radio(s) supporting V2V and V2I communications are a key component of the Vehicle OBE. Both one-way and two-way communications options support a spectrum of information services from basic broadcast to advanced personalized information services. Route guidance capabilities assist in formulation of an optimal route and step by step guidance along the travel route. Advanced sensors, processors, enhanced driver interfaces, and actuators complement the driver information services so that, in addition to making informed mode and route selections, the driver travels these routes in a safer and more consistent manner. This physical object supports all six levels of driving automation as defined in SAE J3016. Initial collision avoidance functions provide 'vigilant co-pilot' driver warning capabilities. More advanced functions assume limited control of the vehicle to maintain lane position and safe headways. In the most advanced implementations, this Physical Object supports full automation of all aspects of the driving task, aided by communications with other vehicles in the vicinity and in coordination with supporting infrastructure subsystems.

Includes Functional Objects:

Functional Object Description Physical Object
Roadway Basic Surveillance 'Roadway Basic Surveillance' monitors traffic conditions using fixed equipment such as loop detectors and CCTV cameras. ITS Roadway Equipment
Roadway Field Management Station Operation 'Roadway Field Management Station Operation' supports direct communications between field management stations and the local field equipment under their control. ITS Roadway Equipment
Roadway Signal Control 'Roadway Signal Control' includes the field elements that monitor and control signalized intersections. It includes the traffic signal controllers, detectors, conflict monitors, signal heads, and other ancillary equipment that supports traffic signal control. It also includes field masters, and equipment that supports communications with a central monitoring and/or control system, as applicable. The communications link supports upload and download of signal timings and other parameters and reporting of current intersection status. It represents the field equipment used in all levels of traffic signal control from basic actuated systems that operate on fixed timing plans through adaptive systems. It also supports all signalized intersection configurations, including those that accommodate pedestrians. In advanced, future implementations, environmental data may be monitored and used to support dilemma zone processing and other aspects of signal control that are sensitive to local environmental conditions. ITS Roadway Equipment
RSE Intersection Management 'RSE Intersection Management' uses short range communications to support connected vehicle applications that manage signalized intersections. It communicates with approaching vehicles and ITS infrastructure (e.g., the traffic signal controller) to enhance traffic signal operations. Coordination with the ITS infrastructure also supports conflict monitoring to ensure the RSE output and traffic signal control output are consistent and degrade in a fail safe manner. Connected Vehicle Roadside Equipment
RSE Situation Monitoring 'RSE Situation Monitoring' is a general functional object that supports collection of traffic, environmental, and emissions data from passing vehicles. The data is collected, filtered, and forwarded based on parameters provided by the back office. Parameters are provided to passing vehicles that are equipped to collect and send situation data to the infrastructure in snapshots. In addition, this object collects current status information from local field devices including intersection status, sensor data, and signage data, providing complete, configurable monitoring of the situation for the local transportation system in the vicinity of the RSE. Connected Vehicle Roadside Equipment
RSE Traffic Monitoring 'RSE Traffic Monitoring' monitors the basic safety messages that are shared between connected vehicles and distills this data into traffic flow measures that can be used to manage the network in combination with or in lieu of traffic data collected by infrastructure-based sensors. As connected vehicle penetration rates increase, the measures provided by this application can expand beyond vehicle speeds that are directly reported by vehicles to include estimated volume, occupancy, and other measures. This object also supports incident detection by monitoring for changes in speed and vehicle control events that indicate a potential incident. Connected Vehicle Roadside Equipment
TIC Traffic Control Dissemination 'TIC Traffic Control Dissemination' disseminates intersection status, lane control information, and other traffic control related information that is real-time or near real-time in nature and relevant to vehicles in a relatively local area on the road network. It collects traffic control information from Traffic Management Center(s) and disseminates the relevant information to vehicles and other mobile devices. Transportation Information Center
TMC Basic Surveillance 'TMC Basic Surveillance' remotely monitors and controls traffic sensor systems and surveillance (e.g., CCTV) equipment, and collects, processes and stores the collected traffic data. Current traffic information and other real-time transportation information is also collected from other centers. The collected information is provided to traffic operations personnel and made available to other centers. Traffic Management Center
TMC Roadway Equipment Monitoring 'TMC Roadway Equipment Monitoring' monitors the operational status of field equipment and detects failures. It presents field equipment status to Traffic Operations Personnel and reports failures to the Maintenance and Construction Management Center. It tracks the repair or replacement of the failed equipment. The entire range of ITS field equipment may be monitored including sensors (traffic, infrastructure, environmental, security, speed, etc.) and devices (highway advisory radio, dynamic message signs, automated roadway treatment systems, barrier and safeguard systems, cameras, traffic signals and override equipment, ramp meters, beacons, security surveillance equipment, etc.). Traffic Management Center
TMC Signal Control 'TMC Signal Control' provides the capability for traffic managers to monitor and manage the traffic flow at signalized intersections. This capability includes analyzing and reducing the collected data from traffic surveillance equipment and developing and implementing control plans for signalized intersections. Control plans may be developed and implemented that coordinate signals at many intersections under the domain of a single Traffic Management Center and are responsive to traffic conditions and adapt to support incidents, preemption and priority requests, pedestrian crossing calls, etc. Traffic Management Center
Vehicle Basic Safety Communication 'Vehicle Basic Safety Communication' exchanges current vehicle location and motion information with other vehicles in the vicinity, uses that information to calculate vehicle paths, and warns the driver when the potential for an impending collision is detected. If available, map data is used to filter and interpret the relative location and motion of vehicles in the vicinity. Information from on-board sensors (e.g., radars and image processing) are also used, if available, in combination with the V2V communications to detect non-equipped vehicles and corroborate connected vehicle data. Vehicle location and motion broadcasts are also received by the infrastructure and used by the infrastructure to support a wide range of roadside safety and mobility applications. This object represents a broad range of implementations ranging from basic Vehicle Awareness Devices that only broadcast vehicle location and motion and provide no driver warnings to advanced integrated safety systems that may, in addition to warning the driver, provide collision warning information to support automated control functions that can support control intervention. Vehicle OBE
Vehicle Intersection Warning 'Vehicle Intersection Warning' uses V2V and V2I communications to monitor other connected vehicles at intersections and support the safe movement of the vehicle through the intersection. Driver warnings are provided and the application may also optionally take control of the vehicle to avoid collisions. The application will also notify the infrastructure and other vehicles if it detects an unsafe infringement on the intersection. Vehicle OBE
Vehicle Situation Data Monitoring 'Vehicle Situation Data Monitoring' is the highest-level representation of the functionality required to collect traffic and environmental situation data by monitoring and storing the experience of the vehicle as it travels through the road network. Collected data is aggregated into snapshots that are reported when communications is available and with flow control based on parameters provided by the infrastructure. Note that this functional object supports collection of data for areas remote from RSEs or other communications infrastructure. Vehicle OBE

Includes Information Flows:

Information Flow Description
conflict monitor status A control flow that supports failsafe operation in the event that a conflict is detected that requires the RSE to enter a failsafe operating mode for intersection management. Analogous to a traffic signal conflict monitor, this flow is issued when differences are detected between information provided to the vehicle for in-vehicle display and information displayed by field devices. It contains the details of differences that were found.
crossing call Non-motorized user request to cross the roadway. This is an overt request from a pedestrian, cyclist, or other vulnerable road user. This overt request may be a physical button push or hovering or gesturing in the vicinity of the button that supports contactless activation.
crossing permission Information provided to guide and warn pedestrians at crossings including crossing request acknowledgment, current crossing permission, crossing time remaining, and real-time warnings of safety threats.
driver information Regulatory, warning, and guidance information provided to the driver while en route to support safe and efficient vehicle operation.
driver input Driver input to the vehicle on-board equipment including configuration data, settings and preferences, interactive requests, and control commands.
driver updates Information provided to the driver including visual displays, audible information and warnings, and haptic feedback. The updates inform the driver about current conditions, potential hazards, and the current status of vehicle on-board equipment.
intersection control status Status data provided by the traffic signal controller including phase information, alarm status, and priority/preempt status.
intersection geometry The physical geometry of an intersection covering the location and width of each approaching lane, egress lane, and valid paths between approaches and egresses. This flow also defines the location of stop lines, cross walks, specific traffic law restrictions for the intersection (e.g., turning movement restrictions), and other elements that support calculation of a safe and legal vehicle path through the intersection.
intersection management application info Intersection and device configuration data, including intersection geometry, and warning parameters and thresholds. This flow also supports remote control of the application so the application can be taken offline, reset, or restarted.
intersection management application status Infrastructure application status reported by the RSE. This includes current operational state and status of the RSE and a log of operations.
intersection status Current signal phase and timing information for all lanes at a signalized intersection. This flow identifies active lanes and lanes that are being stopped and specifies the length of time that the current state will persist for each lane. It also identifies signal priority and preemption status and pedestrian crossing status information where applicable.
intersection status monitoring Current signal phase and timing information for all lanes at a signalized intersection. This flow represents monitoring of communications by a receiver at the intersection to support monitoring for conflicts between actual signal states and RSE communications about those states.
local priority request coordination The direct flow of information between field equipment. This includes notification of crossing calls from pedestrians and other vulnerable road users and requests for signal prioritization or preemption, and any other request for right-of-way at an intersection. The status of the priority request is also shared. For vulnerable road users, this includes information provided to guide and warn vulnerable road users at crossings including crossing permission status and crossing time remaining.
right-of-way request notification Notice that a request has occurred for signal prioritization, signal preemption, pedestrian call, multi-modal crossing activation, or other source for right-of-way.
signal control commands Control of traffic signal controllers or field masters including clock synchronization.
signal control coordination The direct flow of information between field equipment. This includes configuration and control of traffic signal controllers or field masters. Configuration data and operational status of traffic signal control equipment including operating condition and current indications are returned.
signal control device configuration Data used to configure traffic signal control equipment including local controllers and system masters.
signal control plans Traffic signal timing parameters including minimum green time and interval durations for basic operation and cycle length, splits, offset, phase sequence, etc. for coordinated systems.
signal control status Operational and status data of traffic signal control equipment including operating condition and current indications.
signal fault data Faults reported by traffic signal control equipment.
signal service request A call for service or extension for a signal control phase that is issued by the RSE for connected vehicles approaching an intersection and/or pedestrians at a crosswalk. This flow identifies the desired phase and service time.
signal system configuration Data used to configure traffic signal systems including configuring control sections and mode of operation (time based or traffic responsive).
traffic detector control Information used to configure and control traffic detector systems such as inductive loop detectors and machine vision sensors.
traffic detector coordination The direct flow of information between field equipment. This includes information used to configure and control traffic detector systems such as inductive loop detectors and machine vision sensors Raw and/or processed traffic detector data is returned that allows derivation of traffic flow variables (e.g., speed, volume, and density measures) and associated information (e.g., congestion, potential incidents). This flow includes the traffic data and the operational status of the traffic detectors
traffic detector data Raw and/or processed traffic detector data which allows derivation of traffic flow variables (e.g., speed, volume, and density measures) and associated information (e.g., congestion, potential incidents). This flow includes the traffic data and the operational status of the traffic detectors
traffic operator data Presentation of traffic operations data to the operator including traffic conditions, current operating status of field equipment, maintenance activity status, incident status, video images, security alerts, emergency response plan updates and other information. This data keeps the operator appraised of current road network status, provides feedback to the operator as traffic control actions are implemented, provides transportation security inputs, and supports review of historical data and preparation for future traffic operations activities.
traffic operator input User input from traffic operations personnel including requests for information, configuration changes, commands to adjust current traffic control strategies (e.g., adjust signal timing plans, change DMS messages), and other traffic operations data entry.
traffic situation data Current, aggregate traffic data collected from connected vehicles that can be used to supplement or replace information collected by roadside traffic detectors. It includes raw and/or processed reported vehicle speeds, counts, and other derived measures. Raw and/or filtered vehicle control events may also be included to support incident detection.
vehicle location and motion for surveillance Data describing the vehicle's location in three dimensions, heading, speed, acceleration, braking status, and size. This flow represents monitoring of basic safety data ('vehicle location and motion') broadcast by passing connected vehicles for use in vehicle detection and traffic monitoring applications.
vehicle situation data This flow represents vehicle snapshots that may be provided by the vehicle to support traffic and environmental conditions monitoring. Snapshots are collected by the vehicle for specific events (e.g., when a sensor exceeds a threshold) or periodically and reported based on control parameters when communications is available. Traffic-related data includes snapshots of measured speed and heading and events including starts and stops, speed changes, and other vehicle control events. Environmental data may include measured air temperature, exterior light status, wiper status, sun sensor status, rain sensor status, traction control status, anti-lock brake status, and other collected vehicle system status and sensor information. The collected data is reported along with the location, heading, and time that the data was collected.
vehicle situation data parameters A request for vehicle situation data that includes parameters used to control the data that is reported and the flow of data reported by the vehicle. This flow identifies the type of data/snapshots that are requested and reporting parameters such as snapshot frequency, filtering criteria (data thresholds for reporting), and reporting interval.

Goals and Objectives

Associated Planning Factors and Goals

Planning Factor Goal
A. Support the economic vitality of the metropolitan area, especially by enabling global competitiveness, productivity, and efficiency; Improve the national freight network, strengthen the ability of rural communities to access national and international trade markets, and support regional economic development
D. Increase the accessibility and mobility of people and for freight; Achieve a significant reduction in congestion
E. Protect and enhance the environment, promote energy conservation, improve the quality of life, and promote consistency between transportation improvements and State and local planned growth and economic development patterns; Enhance the performance of the transportation system while protecting and enhancing the natural environment
G. Promote efficient system management and operation; Improve the efficiency of the surface transportation system
I. Improve the resiliency and reliability of the transportation system and reduce or mitigate stormwater impacts of surface transportation; Improve the resiliency and reliability of the surface transportation system

Associated Objective Categories

Objective Category
Arterial Management: Delay
Arterial Management: Reliability
Arterial Management: Traffic Monitoring and Data Collection
Arterial Management: Traffic Signal Management
Special Event Management: Entry/Exit Travel Times
Special Event Management: Use of Technology
System Efficiency: Cost of Congestion
System Efficiency: Delay
System Efficiency: Duration of Congestion
System Efficiency: Energy Consumption
System Efficiency: Extent of Congestion
System Efficiency: Intensity of Congestion (Travel Time Index)
System Efficiency: Travel Time
System Reliability: Non-Recurring Delay
System Reliability: Planning Time Index
System Reliability: Travel Time 90th/95th Percentile
System Reliability: Travel Time Buffer Index
System Reliability: Variability
Transit Operations and Management: Transit Signal Priority
Travel Weather Management: Signal Timing Plans

Associated Objectives and Performance Measures

Objective Performance Measure
Annual rate of change in regional average commute travel time will not exceed regional rate of population growth through the year Y. Average commute trip travel time (minutes).
Crash data for all arterials in the region is reviewed every X years to determine if signal adjustments can be made to address a safety issue. Number of years between reviews of crash data on all arterials for possible signal timing impacts.
Decrease delay by X percent per year by increasing the use of queue jumping and automated vehicle location. Travel time delay on routes with queue jumping and automated vehicle location in use.
Decrease system-wide signal delay on transit routes by X percent per year. System-wide signalized stop delay on transit routes.
Decrease the average buffer index for (multiple routes or trips) by X percent over Y years. The buffer index represents the extra time (buffer) most travelers add to their average travel time when planning trips. This is the extra time between the average travel time and near-worst case travel time (95th percentile). The buffer index is stated as a percentage of the average travel time. Average buffer index or buffer time can be calculated using miles traveled as a weighting factor. Buffer time = 95th percentile travel time (min) – average travel time (min).
Decrease the buffer index for (specific travel routes) by X percent over the next Y years. The buffer index represents the extra time (buffer) most travelers add to their average travel time when planning trips. This is the extra time between the average travel time and near-worst case travel time (95th percentile). The buffer index is stated as a percentage of the average travel time. Average buffer index or buffer time can be calculated using miles traveled as a weighting factor. Buffer time = 95th percentile travel time (min) – average travel time (min).
Decrease the seconds of control delay per vehicles on arterial roads by X percent in Y years. (Control delay is defined as the portion of the total delay attributed to traffic signal operation for signalized intersections). Control delay seconds per vehicle.
Implement special event traffic signal timing plans at X percent of major special events each year beginning in year Y. Percent of major special events each year in which a special event traffic signal timing plan was implemented.
Improve average travel time during peak periods by X percent by year Y. Average travel time during peak periods (minutes).
Increase the miles of arterials in the region operating at level of service (LOS) Z by X percent in Y years. Percent of arterial miles in region operating at LOS Z.
Increase the number of intersections running in a coordinated, closed-loop, or adaptive system by X percent in Y years. Number of intersections running in a coordinated, closed-loop, or adaptive system.
Increase the percent of major special events using ITS-related assets (e.g., roadside cameras, dynamic message signs, vehicle speed detectors) to detect and manage special event entry/exit bottlenecks and incidents by X percent in Y years. Percent of special events using ITS-related assets to detect and manage incidents/bottlenecks at entry/exit routes of the events.
Maintain a program of evaluating X percent of signals for retiming every Y years. Number of traffic signals evaluated for retiming.
Maintain the rate of growth in facility miles experiencing recurring congestion as less than the population growth rate (or employment growth rate). Percent of lane-miles (or rail) operating at LOS F or V/C > 1.0
Reduce average time to clear event's exiting queue by X percent in Y years. Average time to clear event's exiting queue by year per event.
Reduce average travel time into and out of the event by X percent in Y years. Average travel time away from selected special events to a set of locations over a year.
Reduce average travel time into and out of the event by X percent in Y years. Average travel time to selected special events from a set of locations in the area over a year.
Reduce buffer index on arterials during peak and off-peak periods by X percent in Y years. The buffer index (represents the extra time (buffer) travelers add to their average travel time when planning trips in order to arrive on-time 95 percent of the time).
Reduce buffer time index for travelers to multiple similar special events by X percent in Y years. Buffer time index for travelers to multiple similar special events.
Reduce delay associated with incidents on arterials by X percent by year Y. Hours of delay associated with incidents.
Reduce excess fuel consumed due to congestion by X percent by year Y. Excess fuel consumed (total or per capita).
Reduce hours of delay per capita by X percent by year Y. Hours of delay (person-hours).
Reduce hours of delay per capita by X percent by year Y. Hours of delay per capita.
Reduce hours of delay per driver by X percent by year Y. Hours of delay (person-hours).
Reduce hours of delay per driver by X percent by year Y. Hours of delay per driver.
Reduce non-special event VMT in the event area during events by X percent in Y years. Non-special event VMT in the event area during events over a year.
Reduce the 90th (or 95th) percentile travel times for each route selected by X percent over Y years. 95th or 90th percentile travel times for selected routes.
Reduce the annual monetary cost of congestion per capita for the next X years. Cost (in dollars) of congestion or delay per capita.
Reduce the average buffer time needed to arrive on-time for 95 percent of trips on (specified routes) by X minutes over Y years. The buffer index represents the extra time (buffer) most travelers add to their average travel time when planning trips. This is the extra time between the average travel time and near-worst case travel time (95th percentile). The buffer index is stated as a percentage of the average travel time. Average buffer index or buffer time can be calculated using miles traveled as a weighting factor. Buffer time = 95th percentile travel time (min) – average travel time (min).
Reduce the average of the 90th (or 95th) percentile travel times for (a group of specific travel routes or trips in the region) by X minutes in Y years. 95th or 90th percentile travel times for selected routes.
Reduce the average planning time for (specific routes in region) by X minutes over the next Y years. The planning time index represents the time that must be added to travel time at free-flow speeds or the posted speed limit to ensure on time arrivals for 95 percent of the trips. Planning time = 95th percentile travel time (minutes) – Travel time at free-flow speed or posted speed limit. Average planning time index or planning time can be computed using a weighted average over person miles traveled.
Reduce the average planning time index for (specific routes in region) by X (no units) over the next Y years. The planning time index represents the time that must be added to travel time at free-flow speeds or the posted speed limit to ensure on time arrivals for 95 percent of the trips. Planning time = 95th percentile travel time (minutes) – Travel time at free-flow speed or posted speed limit. Average planning time index or planning time can be computed using a weighted average over person miles traveled.
Reduce the number of hours per day that the top 20 most congested roadways experience recurring congestion by X percent by year Y. Hours per day at LOS F or V/C > 1.0 (or other threshold).
Reduce the percentage of facility miles (highway, arterial, rail, etc.) experiencing recurring congestion during the peak period by X percent by year Y. Percent of lane-miles (or rail) operating at LOS F or V/C > 1.0
Reduce the regional average travel time index by X percent per year. Travel time index (the average travel time during the peak period, using congested speeds, divided by the off-peak period travel time, using posted or free-flow speeds).
Reduce the share of major intersections operating at LOS Z by X percent by year Y. Percent of intersections operating at LOS F or V/C > 1.0
Reduce the variability of travel time on specified routes by X percent during peak and off-peak periods by year Y. Variance of travel time. Variance is the sum of the squared deviations from the mean. This can also be calculated as the standard deviation of travel time. Standard deviation is the square root of variance.
Reduce total energy consumption per capita for transportation by X percent by year Y. Total energy consumed per capita for transportation.
Reduce total fuel consumption per capita for transportation by X percent by year Y. Total fuel consumed per capita for transportation.
Reduce total person hours of delay (or travel-time delay per capita) by time period (peak, off-peak) caused by all transient events such as traffic incidents, special events, and work zones. Total person hours of delay during scheduled and/or unscheduled disruptions to travel.
Reduce total person hours of delay (or travel-time delay per capita) by time period (peak, off-peak) caused by scheduled events, work zones, or system maintenance by x hours in y years. Travel time delay during scheduled and/or unscheduled disruptions to travel.
Reduce total person hours of delay (or travel-time delay per capita) by time period (peak, off-peak) caused by unscheduled disruptions to travel. Total person hours of delay during scheduled and/or unscheduled disruptions to travel.
Special timing plans are available for use during freeway incidents, roadway construction activities, or other special events for X miles of arterials in the region by year Y. Number of miles of arterials that have at least one special timing plan for incidents, construction, or events.
Special timing plans are available for use during inclement weather conditions for X miles of arterials in the region by year Y. Number of miles of arterials that have at least one special timing plan for inclement weather events.
X percent of intersections in the region are equipped and operating with traffic signals that enable real-time monitoring and management of traffic flows by year Y. Percent of intersections in the region equipped and operating with traffic signals that enable real-time monitoring and management of traffic flows.


 
Since the mapping between objectives and service packages is not always straight-forward and often situation-dependent, these mappings should only be used as a starting point. Users should do their own analysis to identify the best service packages for their region.

Needs and Requirements

Need Functional Object Requirement
01 Traffic Operations need to be able to use both information from connected vehicles as well as infrastructure measurement of non-equipped vehicles to improve the operations of traffic signal control systems. Roadway Basic Surveillance 01 The field element shall collect, process, digitize, and send traffic sensor data (speed, volume, and occupancy) to the center for further analysis and storage, under center control.
02 The field element shall collect, process, and send traffic images to the center for further analysis and distribution.
RSE Situation Monitoring 01 The field element shall collect traffic-related data including snapshots of measured speed and heading and events including starts and stops, speed changes, and other vehicle control from vehicles.
RSE Traffic Monitoring 01 The field element shall communicate with on-board equipment on passing vehicles to collect current vehicle position, speed, and heading and a record of previous events (e.g., starts and stops, link travel times) that can be used to determine current traffic conditions.
TMC Basic Surveillance 01 The center shall monitor, analyze, and store traffic sensor data (speed, volume, occupancy) collected from field elements under remote control of the center.
02 The center shall monitor, analyze, and distribute traffic images from CCTV systems under remote control of the center.
07 The center shall remotely control devices to detect traffic.
TMC Signal Control 01 The center shall remotely control traffic signal controllers.
09 The center shall implement control plans to coordinate signalized intersections based on data from sensors and connected vehicles.
Vehicle Basic Safety Communication 01 The vehicle shall provide its location with lane-level accuracy to on-board applications.
05 The vehicle shall exchange location and motion information with roadside equipment and nearby vehicles.
Vehicle Intersection Warning 02 Vehicle shall provide data describing the vehicle's location in three dimensions, heading, speed, acceleration, braking status, and size.
Vehicle Situation Data Monitoring 01 The Vehicle shall obtain data collection parameters from Connected Vehicle Roadside Equipment.
03 The vehicle shall provide traffic-related data including snapshots of measured speed and heading and events including starts and stops, speed changes, and other vehicle control from vehicle.
05 The Vehicle shall provide data to Connected Vehicle Roadside Equipment. in accordance with data collection parameters provided by Centers/Connected Vehicle Roadside Equipment.
02 Traffic Operations need to be able to disseminate signal phase and timing data to connected vehicles to facilitate improved movement through intersections. Roadway Signal Control 14 The field element shall provide data to the Connected Vehicle Roadside Equipment.
RSE Intersection Management 01 The field element shall communicate with passing vehicles to provide the current signal phase and timing information for all lanes and approaches at a signalized intersection.
03 The field element shall send the infrastructure application status to the operations center.
09 The field element shall collect current signal phase and timing data from the traffic signal controller.
TIC Traffic Control Dissemination 02 The center shall collect traffic control information from Traffic Management Center.
03 The center shall provide real time signal phase and timing information for all lanes at a signalized intersection to vehicle.
03 Traffic Operations need to be able to monitor and control pedestrian crossing aspects of traffic signals in order to facilitate safe pedestrian crossings at the intersection, including those that disseminate signal phase and timing data to connected vehicles. Roadway Signal Control 02 The field element shall respond to pedestrian crossing requests by accommodating the pedestrian crossing.
03 The field element shall provide the capability to notify the traffic management center of pedestrian calls and pedestrian accommodations.
TMC Signal Control 02 The center shall accept notifications of pedestrian calls.
04 Traffic Operations need to be able to manage and implement control plans in order to coordinate signalized intersections, including those that disseminate signal phase and timing data to connected vehicles. Roadway Basic Surveillance 04 The field element shall return sensor and CCTV system operational status to the controlling center.
Roadway Field Management Station Operation 01 The field element shall accept configuration information from the center.
02 The field element shall pass data provided by the center to local field devices and report data from the field devices back to the center.
Roadway Signal Control 04 The field element shall report the current signal control information to the center.
TMC Basic Surveillance 05 The center shall respond to control data from center personnel regarding sensor and surveillance data collection, analysis, storage, and distribution.
05 Traffic Operations need to monitor the status of traffic signal control equipment, including those that disseminate signal phase and timing data to connected vehicles. Roadway Basic Surveillance 05 The field element shall return sensor and CCTV system fault data to the controlling center for repair.
Roadway Signal Control 06 The field element shall return traffic signal controller operational status to the center.
07 The field element shall return traffic signal controller fault data to the center.
TMC Roadway Equipment Monitoring 05 The center shall collect environmental sensor operational status.
TMC Signal Control 04 The center shall collect traffic signal controller fault data from the field.

Related Sources

Document Name Version Publication Date
ITS User Services Document 1/1/2005
Multi-Modal Intelligent Traffic Signal System (MMITSS) ConOps Draft v2.0 9/14/2012
Multi-Modal Intelligent Traffic Signal System Final System Requirements Document Final 3/7/2013
Multi-Modal Intelligent Traffic Signal System- System Design Fi nal 6/26/2013


Security

In order to participate in this service package, each physical object should meet or exceed the following security levels.

Physical Object Security
Physical Object Confidentiality Integrity Availability Security Class
Connected Vehicle Roadside Equipment Moderate High Moderate Class 3
ITS Roadway Equipment Moderate High Moderate Class 3
Other ITS Roadway Equipment Moderate Moderate Moderate Class 2
Traffic Management Center Moderate High Moderate Class 3
Transportation Information Center Not Applicable Moderate Moderate Class 1
Vehicle OBE Moderate Moderate Moderate Class 2



In order to participate in this service package, each information flow triple should meet or exceed the following security levels.

Information Flow Security
Source Destination Information Flow Confidentiality Integrity Availability
Basis Basis Basis
Connected Vehicle Roadside Equipment ITS Roadway Equipment intersection status monitoring Low Moderate Moderate
This information could be ascertained by examining the signal states, and so is effectively broadcast. If this is compromised, the RSE could send incorrect data to the Roadway Equipment. Since the data contained herein directly affects human safety, the Roadway Equipment may react to tell the RSE it is in conflict, which in turn may result in the RSE modifying or disabling its outputs. DISC THEA: info needs to be accurate and should not be tampered so the ITS RE has correct SPaT info for all lanes to be able to detect conflicts and support failsafe operating mode. DISC: THEA belives this may be HIGH for ISIG. NYC also believes this to be HIGH for PED-SIG. A delay in reporting this may allow the RSE to distribute faulty information, but that information is contradicted by the signal state. Since there are multiple pathways for the information to be obtained, this is not 'High.
Connected Vehicle Roadside Equipment ITS Roadway Equipment signal service request Not Applicable Moderate Low
info is not confidential or encrypted requests should be accurate and not tampered with, otherwise incorrect or malicious requests could be granted which could lead to delays requests should be timely and available immediately but availability cannot be guaranteed over a wireless medium; also worst case scenario is the vehicle or pedestrian has to wait for the appropriate signal
Connected Vehicle Roadside Equipment ITS Roadway Equipment traffic situation data Moderate Moderate Moderate
Aggregated messages may have more privacy implications than individual ones, especially if an attacker can attack more than one RSE-to-TMC connection at once. This information is used to help with incident detection. It should be verified to ensure that it is not incorrectly influencing this.THEA: only limited adverse effect if raw/processed connected vehicle data is bad/compromised; could be LOW for ISIG This information is used as supplemental information. It should operate correctly if not every single message is received. THEA: only limited adverse effect if info is not timely/readily available, could be LOW for ISIG
Connected Vehicle Roadside Equipment Traffic Management Center intersection management application status Moderate Moderate Low
This information could be of interest to a malicious individual who is attempting to determine the best way to accomplish a crime. As such it would be best to not make it easily accessible. May be LOW in some cases. If this is compromised, it could send unnecessary maintenance workers, or worse report plausible data that is erroneous. From THEA: should be able to cope with some bad information on the status and record of alerts/warnings; aggregate info; however could cause appearance of excessive traffic violations or unnecessary maintenance caused if data is compromised (operational state, status, log); should not affect the application functionality Incident status information should be presented in timely fashion as large scale mobility and safety issues are related. There are other mechanisms for reporting this information however, thus MODERATE. From THEA: Only limited adverse effect of info is not timely/readily available
Connected Vehicle Roadside Equipment Traffic Management Center traffic situation data Moderate Moderate Low
Aggregated messages may have more privacy implications than individual ones, especially if an attacker can attack more than one RSE-to-TMC connection at once. only limited adverse effect if raw/processed connected vehicle data is bad/compromised; DISC: NYC believes this to be MODERATE: As investigation might be triggered if RF quality is reported as low, this data should be trusted. RES: Agree wih NYC. only limited adverse effect of info is not timely/readily available. NYC: This data is purely for statistical purposes so low availability does not harm the [RSE RF Monitoring] application.
Connected Vehicle Roadside Equipment Vehicle OBE intersection geometry Low High Moderate
Map data intended for general use by any C-ITS component than needs it. No information here includes PII or anything else that, if viewed by someone other than the participant, would lead to harm. Map data is used for a host of application purposes. This widespread use means that any corruption in the data has a widespread and far reaching effect. Occasional outages of this flow will delay updates and lead to a loss of accurate function of some applications. Depending on the application this could be HIGH.
Connected Vehicle Roadside Equipment Vehicle OBE intersection status Not Applicable Moderate Moderate
This data is intended for all vehicles in the immediate area of the sender. If this is compromised, the Vehicle OBE will receive messages that are inconsistent with what the traffic signals are displaying. This could lead to confusion and reduce the ability of the application to provide value. If this is down, the Vehicle OBE doesn't get the information it needs to stay in synch with the actual signal state, reducing or eliminating the value add from having this application. We assume that the Vehicle OBE will detect a lack of availability and choose not to send out-of-date information, so a failure of availability cannot have worse consequences than a failure of integrity which we have previously assessed at MEDIUM.
Connected Vehicle Roadside Equipment Vehicle OBE vehicle situation data parameters Low Moderate Moderate
This isn't exactly a control flow, more like a 'suggestion flow', as the vehicle will always decide what to send. Probably no need for obfuscation. Info should be accurate and should not be tampered so that the vehicle only discloses the correctly requested data Parameters should be timely and readily available, but would not have severe/catastrophic consequences if not
Cyclist ITS Roadway Equipment crossing call Not Applicable High Low
The "Not Applicable" group includes information flows that do not actually carry information; for example, flows that represent the physical environment. Although pedestrians have a responsibility to make sure the road is safe before they cross, and should ensure that they are detected by pedestrian detection systems, they may not always be detected and be led to cross at unsafe times if the ITS RE obtains incorrect information. It is easy to tell whether this information flow is available and pedestrians are used to using crosswalks that do not provide this service.
Driver Vehicle OBE driver input Moderate High High
Data included in this flow may include origin and destination information, which should be protected from other's viewing as it may compromise the driver's privacy. Commands from from the driver to the vehicle must be correct or the vehicle may behave in an unpredictable and possibly unsafe manner Commands must always be able to be given or the driver has no control.
ITS Roadway Equipment Connected Vehicle Roadside Equipment conflict monitor status Low High Moderate
This information could be ascertained by examining the signal states, and so is effectively broadcast. From NYC: This flow tells the RSE that the traffic controller is in a failed state – typically flashing signals not timing. If this is compromised, it could send incorrect data to the RSE. Since the data contained herein directly affects human safety, the RSE may react to modify its outputs, at the least disabling related outputs. if compromised, the ITS RE may not be able to support failsafe operating mode in the event of a conflict between the ITS RE and RSE. May not be 'High' because the signal state is also present. From NYC: This flow tells the RSE that the traffic controller is in a failed state – typically flashing signals not timing. A delay in reporting this may allow the RSE to distribute faulty information, but that information is contradicted by the signal state. Since there are multiple pathways for the information to be obtained, this is not 'High.'
ITS Roadway Equipment Connected Vehicle Roadside Equipment intersection control status Low High Moderate
This data is intentionally transmitted to everyone via a broadcast. It can also be determined via other visual indicators. If this is compromised, the Roadway Equipment and Roadside Equipment will be sending messages that are inconsistent with each other, leading to confusion and possible accidents. If this is down, the RSE doesn't get the information it needs to stay in synch with the actual signal state, reducing or eliminating the value add from having this application. The RSE must detect a lack of availability and choose not to send out-of-date information, so a failure of availability could be interpreted as having the same value as Integrity. However, this data is semi-predictable and there are other indicators (such as the lights themselves) of the intersection status.
From NYC, who believe this should be HIGH for some applications: If this is down, the RSE doesn't get the information it needs to stay in synch with the actual signal state, reducing or eliminating the value add from having this application. The RSE must detect a lack of availability and choose not to send out-of-date information, so a failure of availability cannot have worse consequences than a failure of integrity which we have previously assessed at HIGH.
ITS Roadway Equipment Cyclist crossing permission Not Applicable High Low
This data is intentionally transmitted to everyone via a broadcast. Although pedestrians have a responsibility to make sure the road is safe before they cross, they may react instinctively to incorrect information and be led to cross at unsafe times if they get incorrect information. Also, if the traffic signals are wrong and an accident happens, the pedestrian involved could sue, causing financial loss and other undesirable outcomes. It is easy to tell whether this information flow is available and pedestrians are used to using crosswalks that do not provide this service.
ITS Roadway Equipment Driver driver information Not Applicable High Moderate
This data is sent to all drivers and is also directly observable, by design. This is the primary signal trusted by the driver to decide whether to go through the intersection and what speed to go through the intersection at; if it's wrong, accidents could happen. If the lights are out you have to get a policeman to direct traffic – expensive and inefficient and may cause a cascading effect due to lack of coordination with other intersections.
ITS Roadway Equipment Other ITS Roadway Equipment local priority request coordination Moderate Moderate Moderate
Any control flow has some confidentiality requirement, as observation of the flow may enable an attacker to analyze and learn how to assume control. MODERATE for most flows as the potential damage is likely contained, though anything that could have a significant safety impact may be assigned HIGH. Since this directly impacts device control, we consider it the same as a control flow. Control flows, even for seemingly innocent devices, should have MODERATE integrity at minimum, just to guarantee that intended control messages are received. Incorrect, corrupted, intercepted and modified control messages can or will result in target field devices not behaving according to operator intent. The severity of this depends on the type of device, which is why some devices are set MODERATE and some HIGH. Since this directly impacts device control, we consider it the same as a control flow. Control flow availability is related to the criticality of being able to remotely control the device. For most devices, this is MODERATE. For purely passive devices with no incident relationship, this will be LOW. All devices should have default modes that enable them to operate without backhaul connectivity, so no device warrants a HIGH.
ITS Roadway Equipment Other ITS Roadway Equipment signal control coordination Moderate Moderate Moderate
Any control flow has some confidentiality requirement, as observation of the flow may enable an attacker to analyze and learn how to assume control. MODERATE for most flows as the potential damage is likely contained, though anything that could have a significant safety impact may be assigned HIGH. Since this directly impacts device control, we consider it the same as a control flow. Control flows, even for seemingly innocent devices, should have MODERATE integrity at minimum, just to guarantee that intended control messages are received. Incorrect, corrupted, intercepted and modified control messages can or will result in target field devices not behaving according to operator intent. The severity of this depends on the type of device, which is why some devices are set MODERATE and some HIGH. Since this directly impacts device control, we consider it the same as a control flow. Control flow availability is related to the criticality of being able to remotely control the device. For most devices, this is MODERATE. For purely passive devices with no incident relationship, this will be LOW. All devices should have default modes that enable them to operate without backhaul connectivity, so no device warrants a HIGH.
ITS Roadway Equipment Other ITS Roadway Equipment traffic detector coordination Moderate Moderate Low
Any control flow has some confidentiality requirement, as observation of the flow may enable an attacker to analyze and learn how to assume control. MODERATE for most flows as the potential damage is likely contained, though anything that could have a significant safety impact may be assigned HIGH. Since this directly impacts device control, we consider it the same as a control flow. Control flows, even for seemingly innocent devices, should have MODERATE integrity at minimum, just to guarantee that intended control messages are received. Incorrect, corrupted, intercepted and modified control messages can or will result in target field devices not behaving according to operator intent. The severity of this depends on the type of device, which is why some devices are set MODERATE and some HIGH. Since this directly impacts device control, we consider it the same as a control flow. Control flow availability is related to the criticality of being able to remotely control the device. For most devices, this is MODERATE. For purely passive devices with no incident relationship, this will be LOW. All devices should have default modes that enable them to operate without backhaul connectivity, so no device warrants a HIGH.
ITS Roadway Equipment Pedestrian crossing permission Not Applicable High Low
This data is intentionally transmitted to everyone via a broadcast. Although pedestrians have a responsibility to make sure the road is safe before they cross, they may react instinctively to incorrect information and be led to cross at unsafe times if they get incorrect information. Also, if the traffic signals are wrong and an accident happens, the pedestrian involved could sue, causing financial loss and other undesirable outcomes. It is easy to tell whether this information flow is available and pedestrians are used to using crosswalks that do not provide this service.
ITS Roadway Equipment Traffic Management Center right-of-way request notification Low Moderate Moderate
This can be reasonably guessed based on observing the ITS RE's environment. It is obvious when a bus approaches an intersection. Invalid messages could lead to an unauthorized user gaining signal priority at an intersection. This could also be used to delay traffic, which could lead to a financial impact on the community. However, the traffic signal will have controls in place to ensure that it does not display an illegal configuration (such as green in every direction). Even if all of the Right-of-way Requests are not passed along from an ITS RE, the intersection will still operate as normal. There are other existing methods to assist a right-of-way requesting vehicle safely traveling through an intersection, such as lights and sirens, which prevent this from being a HIGH. DISC: THEA and NYC believe this to be LOW: "not necessary for the app to work; can cope with not having immediately available data"
ITS Roadway Equipment Traffic Management Center signal control status Low High Moderate
The current conditions of an ITS RE are completely observable, by design. This influences the TMC response to a right-of-way request. It should be as accurate as the right-of-way request themselves. For some applications (ISIG) this need only be moderate. Per THEA: info needs to be accurate and should not be tampered to enable effective monitoring and control by the TMC. DISC: THEA believes this to be MODERATE: "info needs to be accurate and should not be tampered to enable effective monitoring and control by the TMC; should be as accurate as the right of way request". NYC:TMC doesn't play an active role in this application, i.e. even if the information contained in this flow were incorrect, it is unlikely to affect the outcome of this application one way or the other. On some applications NYC has this MODERATE though. RES: This value can obviously change a lot depending on the application context. The TMC will need the current status of the ITS RE in order to make an educated decision. If it is unavailable, the system is unable to operate. However, a few missed messages will not have a catastrophic impact. From NYC: TMC doesn't play an active role in this application, i.e. even if it is unavailable, it is unlikely to affect the outcome of this application one way or the other. RES: This value can change a lot depending on the application context.
ITS Roadway Equipment Traffic Management Center signal fault data Low High Moderate
The current conditions of an ITS RE are completely observable, by design. Control flows, even for seemingly innocent devices, should have MODERATE integrity at minimum, just to guarantee that intended control messages are received. Incorrect, corrupted, intercepted and modified control messages can or will result in target field devices not behaving according to operator intent. The severity of this depends on the type of device, which is why some devices are set MODERATE and some HIGH. Control flow availability is related to the criticality of being able to remotely control the device. For most devices, this is MODERATE.
ITS Roadway Equipment Traffic Management Center traffic detector data Low Moderate Moderate
No impact if someone sees the data Some minimal guarantee of data integrity is necessary for all C-ITS flows. THEA believes this to be LOW.only limited adverse effect if raw/processed traffic detector data is bad/compromised; DISC: WYO believes this to be HIGH Only limited adverse effect of info is not timely/readily available, however without this information it will be difficult to perform traffic management activities, thus MODERATE. If not used for management, may be LOW.
Other ITS Roadway Equipment ITS Roadway Equipment local priority request coordination Moderate Moderate Moderate
Any control flow has some confidentiality requirement, as observation of the flow may enable an attacker to analyze and learn how to assume control. MODERATE for most flows as the potential damage is likely contained, though anything that could have a significant safety impact may be assigned HIGH. Since this directly impacts device control, we consider it the same as a control flow. Control flows, even for seemingly innocent devices, should have MODERATE integrity at minimum, just to guarantee that intended control messages are received. Incorrect, corrupted, intercepted and modified control messages can or will result in target field devices not behaving according to operator intent. The severity of this depends on the type of device, which is why some devices are set MODERATE and some HIGH. Since this directly impacts device control, we consider it the same as a control flow. Control flow availability is related to the criticality of being able to remotely control the device. For most devices, this is MODERATE. For purely passive devices with no incident relationship, this will be LOW. All devices should have default modes that enable them to operate without backhaul connectivity, so no device warrants a HIGH.
Other ITS Roadway Equipment ITS Roadway Equipment signal control coordination Moderate Moderate Moderate
Any control flow has some confidentiality requirement, as observation of the flow may enable an attacker to analyze and learn how to assume control. MODERATE for most flows as the potential damage is likely contained, though anything that could have a significant safety impact may be assigned HIGH. Since this directly impacts device control, we consider it the same as a control flow. Control flows, even for seemingly innocent devices, should have MODERATE integrity at minimum, just to guarantee that intended control messages are received. Incorrect, corrupted, intercepted and modified control messages can or will result in target field devices not behaving according to operator intent. The severity of this depends on the type of device, which is why some devices are set MODERATE and some HIGH. Since this directly impacts device control, we consider it the same as a control flow. Control flow availability is related to the criticality of being able to remotely control the device. For most devices, this is MODERATE. For purely passive devices with no incident relationship, this will be LOW. All devices should have default modes that enable them to operate without backhaul connectivity, so no device warrants a HIGH.
Other ITS Roadway Equipment ITS Roadway Equipment traffic detector coordination Moderate Moderate Low
Any control flow has some confidentiality requirement, as observation of the flow may enable an attacker to analyze and learn how to assume control. MODERATE for most flows as the potential damage is likely contained, though anything that could have a significant safety impact may be assigned HIGH. Since this directly impacts device control, we consider it the same as a control flow. Control flows, even for seemingly innocent devices, should have MODERATE integrity at minimum, just to guarantee that intended control messages are received. Incorrect, corrupted, intercepted and modified control messages can or will result in target field devices not behaving according to operator intent. The severity of this depends on the type of device, which is why some devices are set MODERATE and some HIGH. Since this directly impacts device control, we consider it the same as a control flow. Control flow availability is related to the criticality of being able to remotely control the device. For most devices, this is MODERATE. For purely passive devices with no incident relationship, this will be LOW. All devices should have default modes that enable them to operate without backhaul connectivity, so no device warrants a HIGH.
Pedestrian ITS Roadway Equipment crossing call Not Applicable High Low
The "Not Applicable" group includes information flows that do not actually carry information; for example, flows that represent the physical environment. Although pedestrians have a responsibility to make sure the road is safe before they cross, and should ensure that they are detected by pedestrian detection systems, they may not always be detected and be led to cross at unsafe times if the ITS RE obtains incorrect information. It is easy to tell whether this information flow is available and pedestrians are used to using crosswalks that do not provide this service.
Traffic Management Center Connected Vehicle Roadside Equipment intersection management application info Moderate High Low
proprietary configuration data with warning parameters and thresholds should be accurate and not be tampered with; could enable outside control of application should be timely and readily available or may not be able to restart/reset; however, should be able to operate on a default configuration and/or stop sending messages
Traffic Management Center ITS Roadway Equipment signal control commands Moderate High Moderate
Control flows, even for seemingly innocent devices, should be kept confidential to minimize attack vectors. While an individual installation may not be particularly impacted by a cyberattack of its sensor network, another installation might be severely impacted, and different installations are likely to use similar methods, so compromising one leads to compromising all. DISC: NYC believes this to be LOW: "The result of this will be directly observable." Invalid messages could lead to an unauthorized user gaining control of an intersection. This could also be used to bring traffic to a standstill, which could lead to a large financial impact on the community. DISC: NYC believes this to be MODERATE: The signal timing is critical to the intersection operation; incorrect signal timing can lead to significant congestion and unreliable operation; while unsafe operation is controlled by the cabinet monitoring system, attackers could "freeze" the signal or call a preemption. RES: This will vary depending on the application and implementation. These messages are important to help with preemption and signal priority applications. Without them, these applications mayl not work. However, if these signals are not received, the ITS RE will continue to function using its default configuration. The TMC should have an acknowledgement of the receipt of a message. DISC: NYC blieves this to be LOW: TMC doesn't play an active role in this application, i.e. even if it is unavailable, it is unlikely to affect the outcome of this application one way or the other.
RES: This will vary depending on the application and implementation.
Traffic Management Center ITS Roadway Equipment signal control device configuration Moderate High Moderate
Control flows, even for seemingly innocent devices, should be kept confidential to minimize attack vectors. While an individual installation may not be particularly impacted by a cyberattack of its sensor network, another installation might be severely impacted, and different installations are likely to use similar methods, so compromising one leads to compromising all. DISC: THEA believes this to be LOW: "encrypted, authenticated, proprietary; however will not cause harm if seen, traffic light information is visible." Control flows, even for seemingly innocent devices, should have MODERATE integrity at minimum, just to guarantee that intended control messages are received. Incorrect, corrupted, intercepted and modified control messages can or will result in target field devices not behaving according to operator intent. The severity of this depends on the type of device, which is why some devices are set MODERATE and some HIGH. From THEA: proprietary info that should not be tampered with; includes local controllers and system masters; tampering with configurations could cause delays along with major safety issues Control flow availability is related to the criticality of being able to remotely control the device. For most devices, this is MODERATE. For purely passive devices with no incident relationship, this will be LOW. All devices should have default modes that enable them to operate without backhaul connectivity, so no device warrants a HIGH. From THEA: should be timely and readily available; however, should be able to function using a default configuration
Traffic Management Center ITS Roadway Equipment signal control plans Moderate High Moderate
Control flows, even for seemingly innocent devices, should be kept confidential to minimize attack vectors. While an individual installation may not be particularly impacted by a cyberattack of its sensor network, another installation might be severely impacted, and different installations are likely to use similar methods, so compromising one leads to compromising all. DISC: THEA believes this to be LOW: "encrypted, authenticated, proprietary; but the result is directly observable from traffic lights Control flows, even for seemingly innocent devices, should have MODERATE integrity at minimum, just to guarantee that intended control messages are received. Incorrect, corrupted, intercepted and modified control messages can or will result in target field devices not behaving according to operator intent. The severity of this depends on the type of device, which is why some devices are set MODERATE and some HIGH. From THEA: proprietary info that should not be tampered with; tampering with these plans could cause delays along with major safety issues Control flow availability is related to the criticality of being able to remotely control the device. For most devices, this is MODERATE. For purely passive devices with no incident relationship, this will be LOW. All devices should have default modes that enable them to operate without backhaul connectivity, so no device warrants a HIGH. From THEA: should be timely and readily available; coordinated with other systems; however, should be able to function using a default configuration
Traffic Management Center ITS Roadway Equipment signal system configuration Low High Moderate
encrypted, authenticated, proprietary; however, the result is directly observable from traffic lights proprietary info that should not be tampered with; data used to configure traffic signal systems; could cause significant delays and traffic issues if compromised should be readily available; configurations can be time
Traffic Management Center ITS Roadway Equipment traffic detector control Moderate Moderate Low
Control flows, even for seemingly innocent devices, should be kept confidential to minimize attack vectors. While an individual installation may not be particularly impacted by a cyberattack of its sensor network, another installation might be severely impacted, and different installations are likely to use similar methods, so compromising one leads to compromising all. DISC: THEA, WYO believe this to be LOW: encrypted, authenticated, proprietary; but should not cause severe damage if seen Control flows, even for seemingly innocent devices, should have MODERATE integrity at minimum, just to guarantee that intended control messages are received. Incorrect, corrupted, intercepted and modified control messages can or will result in target field devices not behaving according to operator intent. The severity of this depends on the type of device, which is why some devices are set MODERATE and some HIGH.. From THEA: should be accurate and not be tampered with; could enable outside control of traffic sensors but should not cause severe harm, but could cause issues with traffic sensor data received and be detrimental to operations Control flow availability is related to the criticality of being able to remotely control the device. For most devices, this is MODERATE. For purely passive devices with no incident relationship, this will be LOW. All devices should have default modes that enable them to operate without backhaul connectivity, so no device warrants a HIGH.. From THEA: want updates but delayed information will not be severe; should be able to operate from a previous/default control/config. DISC: WYO believes this to be MODERATE
Traffic Management Center Traffic Operations Personnel traffic operator data Moderate Moderate Moderate
Backoffice operations flows should have minimal protection from casual viewing, as otherwise imposters could gain illicit control or information that should not be generally available. Information presented to backoffice system operators must be consistent or the operator may perform actions that are not appropriate to the real situation. The backoffice system operator should have access to system operation. If this interface is down then control is effectively lost, as without feedback from the system the operator has no way of knowing what is the correct action to take.
Traffic Management Center Transportation Information Center intersection status Not Applicable Moderate Moderate
This data is distributed using a variety of mechanisms, some of which are localized broadcast; it is desireable that all potential users get this information. If this flow is not accurate or delivered in a timely fashion then a large variety of mobility and safety services that depend on it will not work properly. If this flow is not accurate or delivered in a timely fashion then a large variety of mobility and safety services that depend on it will not work properly.
Traffic Operations Personnel Traffic Management Center traffic operator input Moderate High High
Backoffice operations flows should have minimal protection from casual viewing, as otherwise imposters could gain illicit control or information that should not be generally available. Backoffice operations flows should generally be correct and available as these are the primary interface between operators and system. Backoffice operations flows should generally be correct and available as these are the primary interface between operators and system.
Transportation Information Center Vehicle OBE intersection status Not Applicable Moderate Moderate
This data is distributed using a variety of mechanisms, some of which are localized broadcast; it is desireable that all potential users get this information. If this flow is not accurate or delivered in a timely fashion then a large variety of mobility and safety services that depend on it will not work properly. If this flow is not accurate or delivered in a timely fashion then a large variety of mobility and safety services that depend on it will not work properly.
Vehicle OBE Connected Vehicle Roadside Equipment vehicle location and motion for surveillance Not Applicable Moderate Moderate
This is directly observable data; DISC: WYO believes this to be MODERATE Incorrect information here could lead to the system not functioning properly. If they are unable to properly detect all vehicles crossing the border, it would lead to confusion. There are other factors, such as visual indicators, of vehicles crossing the border, which can be used to help mitigate contradicting information. DISC: THEA believes this should be HIGH: "BSM info needs to be accurate and should not be tampered with" WYO believes this to be HIGH This information must be available in a timely manner for the system to act upon it. The system can operate correctly if some messages are missed, but overall a majority of them should be received.; WYO believes this to be LOW
Vehicle OBE Connected Vehicle Roadside Equipment vehicle situation data Moderate Moderate Low
Might be able to link multiple snapshots together and compromise some element of driver/traveler privacy. Some minimal guarantee of data integrity is necessary for all C-ITS flows. DISC: THEA believes this to be LOW: data should be accurate and not tampered with but should be able to cope with some bad data in traffic/environmental condition monitoring; aggregate data data should be timely and readily available, but limited adverse effect; aggregate data
Vehicle OBE Driver driver updates Not Applicable Moderate Moderate
This data is informing the driver about the safety of a nearby area. It should not contain anything sensitive, and does not matter if another person can observe it. This is the information that is presented to the driver. If they receive incorrect information, they may act in an unsafe manner. However, there are other indicators that would alert them to any hazards, such as an oncoming vehicle or crossing safety lights. If this information is not made available to the driver, then the system has not operated correctly.

Standards

The following table lists the standards associated with physical objects in this service package. For standards related to interfaces, see the specific information flow triple pages.

Name Title Physical Object
ITE ATC Advanced Transportation Controller ITS Roadway Equipment
ITE ATC API Application Programming Interface Standard for the Advanced Transportation Controller ITS Roadway Equipment
ITE ATC ITS Cabinet Intelligent Transportation System Standard Specification for Roadside Cabinets ITS Roadway Equipment
ITE ATC Model 2070 Model 2070 Controller Standard ITS Roadway Equipment
NEMA TS 8 Cyber and Physical Security Cyber and Physical Security for Intelligent Transportation Systems ITS Roadway Equipment
Traffic Management Center
NEMA TS2 Traffic Controller Assemblies Traffic Controller Assemblies with NTCIP Requirements ITS Roadway Equipment
USDOT RSU Dedicated Short-Range Communications Roadside Unit Specifications (FHWA-JPO-17-589) Connected Vehicle Roadside Equipment