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Question #Question SubjectQuestionAnswerWho AnsweredQuestioner NameQuestioner Email
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1USDOT Grant Scope of WorkAt Nevada DOT, we have the same tight schedule for our Stage 1 SMART grant with USDOT, however our scope cannot include design, deployment and testing. We will have to do that in Stage 2. Is this 18 month effort associated with a USDOT SMART grant?WE have a SMART Grant, and it is related, but it doesn't have anything to do with schedule. The USDOT dictated the 18-month deployment schedule as part of the V2X Accelerator program.Blaine LeonardKevin Maxwellkmaxwell@dot.nv.gov
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Automotive Manufacturers Coordination
Can you elaborate on the interactions/engagements you are having with automotive manufacturers? Has there been any US or global auto OEM committed to C-V2X?General Motors (GM) is a partner on the CTW project, and we will eventually have a GM vehicle with all the applications that they have developed for V2X plus the applications we have. Outside of the CTW project, we have a SMART Grant where we're working closely with automakers through an organization called CAMP, the Crash Avoidance Metrics Partners, to understand what their needs are for broadcast of J2735 messages, SPAT and MAP in particular. They're focused on understanding whether the data that we broadcast at our intersections is accurate, consistent, and reliable enough that they can trust it for the vehicle to make life-safety decisions. The application that we're working around currently is a red-light-violation-warning application.

We've been working with automotive manufacturers for several years through SAPE IT and the connected transportation interoperability committee who's writing a bunch of these standards and specs (4511 series for instance) to make sure that what we're designing, building, and broadcasting meets the needs of the automakers; they want to make sure that the latency and periodicity of the message broadcast meets their needs and a variety of other things. No US-based automaker has made a public announcement about their intension of using C-V2X in their vehicles, so we don't have a solid basis for what their schedule or intention might be. However, the fact that a number of them are interested in working with us and solving some of these technical questions is encouraging to us and tells us that they still have some interest in what we're trying to do.

UDOT has also been talking with some trucking companies based here in Utah who use our highways about what their needs, parameters, and constraints are and how we can get TIM messages into their cabs. We don't want to distract the drivers, but we want to get key safety information to them.

WYDOT worked with approximately 300 53-foot trucking vehicles as part of their DSRC implementation. CVX wouldn't be materially different in terms of some of the signal loss and obstruction that you get from a trailer. The USDOT has the documentation regarding this work on their website		Blaine LeonardBrian Burkhardbrian.burkhard@jacobs.com
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Automotive Manufacturers Coordination
The "vehicle insights" use case requires access to IVNs, and auto OEMs are dead set against allowing that in a standardized manner if at all. How are you addressing that critical requirement?We have varied limits of capabilities to integrate with the vehicle CAN Bus. Integration is different on every Make/Model/Year/Trim of a vehicle. This is something we are continuing to work through with our partners on the project.Phillip CastroDick Roydickroy@alum.mit.edu
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4 Vehicle to Network ApplicationHow can we (Cloud focused TMS providers) support or collaborate with this initiative ?Blaine LeonardRavindra Kondaguntaravi@connectedsignals.com
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5 Vehicle to Network ApplicationYou mentioned interest by freight community... What's the extent of that? What use-case?The main interest would be in route planning and the ability to receive TIM messages. Use-cases would included construction, road closures, weather events, etc. to help a driver plan accordingly and to hopefully stay on delivery schedules.Phillip CastroSteven Voitstevenvoit@monotch.com
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6 Vehicle to Network ApplicationBesides direct C-V2X communication, will you also plan to test network-based C- V2X solution for message delivering?Our deployment is focused almost entirely on Direct C-V2X in the 5.9GHz range - largely because of the low latency in the system and our long-term goal of safety. We have not embarked on the Network V2X journey. The other sites - Maricopa and TTI - do have Network V2X elements in their work.Blaine LeonardKen Yangkyang@aecom.com
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7C-V2X HardwareAssuming that the current kinematic state estimation (aka PVT/POTI/KASE/...) employed in your devices is capable of optimally incorporating RTCM (and other) information to produce "better estimates", the current BSM is currently unable to disseminate the necessary information to "optimally save lives". Are you planning on addressing this fundamental and crucial issue?We are not a hardware developer or a standards organization. We are operating within the constraints of available hardware during this tight timeframe. I recognize your concerns with the C-V2X hardware, but that is the deck of cards that was handed to us and we are doing our best to work within those constraints.Blaine LeonardDick Roydickroy@alum.mit.edu
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8C-V2X HardwareWhat are other infrastructure needed for V2X other than RSUs and Lidars?Power and communications. We are deploying on existing infrastructure where power and connection to the fiber network is present.Phillip CastroAnonymous Attendee
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9RTCMDoes the RCTM position correction benefit all the partners? Or, do they each need to establish their own base stations?RTCM deployment is largely focused on the Utah part of the program.Blaine LeonardAnonymous Attendee
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10V2X Implementation IssueWhat happens when you reach the go/nogo point and there are problems which can not be resolved?Blaine LeonardShel Leadershel@sleader.com
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11V2X ImplementationDo you have an implementation report that you can share with the public?Blaine LeonardAnonymous Attendee
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12TIMsWould the documentations of TIM's structure be released to the public?The documentation of the TIM structure is informing and is following the TIM guidance document to be produced by the USDOT. The TIM guidance document is being finalized by the Interoperability Technical Working Group (ITWG) led by Justin Anderson of the FHWA.Rick SmithMohammad Hoquemohammad.hoque@bluehalo.com
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13TIMsWill these newly developed TIM message standards be an update to standards to be used across the nation?The "structure" of the TIMs generated by the CTW project are following the TIM guidance developed by the ITWG. The ITWG TIM guidance should provide the basis for "standards to be used across the nation". Depending on how many TIMs are included in the ITWG TIM guidance, there may be some CTW TIMs that extend the initial documented national set. Rick SmithAnonymous Attendee
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14TIMsFor TIMs, what kind of devices and structures were used in the deployment process? Are they mobile or fixed?Currently all TIMs will be broadcast from fixed RSU locations. Rick SmithGiridhar Kattepogugiri.kattepogu@aecom.com
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15TIMsAny testing done for Directional TIM? Just to send message for perticular bound, not sure if GeoFence covers this.Yes, testing has been executed for directional TIMs and has been confirmed operational for at least one of the OBU types used in the project. Yes, directionality is included as part of the TIM standard structure for the geofence.Rick SmithAnonymous Attendee
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16TIMsAre there issues with the TIM message standards working with 3rd party mapping companies (Google Waze, Etc)?The three state DOTs participating in the CTW project are delivering TIMs to the Situation Data Exchange (SDX). 3rd party mapping companies can retrieve these documented, commonly defined TIMs, from the SDX.Rick Smithmark parrymark.parry@dot.gov
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17V2X Collaboration / TIMsAre there any plans to work with the TravelSafely App, a consumer-facing app, which can display the messaging on someone’s mobile device…?We are not using this app in the project, but it's definitely something we could explore in the future. If it involves mobile devices, it's likely a V2N (Vehicle to Network) application, which is not our focus--we're doing Direct V2X for CTW. For any 3rd party that would like to access the CTW TIMs they can do so through the SDX. For access credentials to the SDX contact:

Shane Zumpf
szumpf@trihydro.com
Rick SmithSkip Descantsdescant@erepublic.com
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18V2X Collaboration / TIMsDo V2X device manufacturers support the collaborative TIM guidance? If so, how?Some V2X OBU devices have been tested and are "mostly" compliant with the upcoming ITWG TIM guidance. Some of the OBU devices include a configurable HMI and this has been used to support a consistent display for the CTW deployed TIMs. Rick SmithAnonymous Attendee
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19V2X CollaborationFor small agencies that are considering deploying V2X, how will they be able to demonstrate the return on investiment to their city council and justify funding for deployment and maintenance of the V2X systems?Using V2X for TSP and emergency vehicle / snowplow preemption is a great way to do this. We have seen and measured significant benefits which has allowed us to continue deployment.Blaine LeonardMohammad Hoquemohammad.hoque@bluehalo.com
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20J2735 MAP MessagesHow are the J2735 MAP messages being generated for this large scale deployment?MAPs are individually created for each of the proposed locations for RSUs at signalized intersections. The MAP messaging is stored and handled through the Signal Command Module (SCM) located in the traffic signal cabinet.Phillip CastroAnonymous Attendee
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21GeofencingWhere is the geofencing of the workzones performed? Is it done in the RSUs or in central system? If the geofencing is being done in the RSUs, how difficult was it to get this done?Geofencing is done in the central systems where the TIMs are created, and those central systems typically have very good access to roadway location data. Most DOTs have very high quality maps or point systems for their roadways, and the TIM geofencing are based off of the data from those paths. Rick SmithRalph Boazrboaz@pillarinc.com
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22SDSMWith the new vehicles we are already getting various messages. If drivers are getting additional messages in the car, will it make drivers tired of seeing messages and make them ignore?To mitigate the risk of alert fatigue or message desensitization, the system design will prioritize relevance, timing, and clarity of information delivery. Our approach will include iterative testing, user feedback integration, and coordination with national V2X standards to ensure alerts are effective, actionable, and complementary to existing in-vehicle systems. The goal is to enhance driver situational awareness and safety without compromising attention or increasing cognitive burden.KayleeRadha Ukkiramapandianrukkiramapandian@utah.gov
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23SDSMWhy was SDSM used for VRU alerts instead of PSM? What if one agency uses PSM, a second agency uses SDSM, and a third agency uses TIM for the same use case? How can we make sure that we all use the same type of V2X message for same kind of application?This is something we evaluated and explored and felt like SDSM was most appropriate to use with LiDAR. A PSM might make sense if the person had some sort of OBU on their person... but in this case with a LiDAR sensing peds, bikes, cars, etc., SDSM better packages that messaging. We thought it might also be a better way to go considering what the RSU should be required to handle and process rather than receiving large qtys of PSMs all at once.Phillip CastroMohammad Hoquemohammad.hoque@bluehalo.com
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24RSUWhat is the lastest thinking about how many RSU's need to be deployed at an intersection to assure reliable communications? Or an alternative formulation, what is the current thinking on how reliable the communications need to be? Are we thinking that in full implementation, we will have only one RSU per intersection?One RSU per intersection is adequate unless the intersection is very complex - with a large separation between the lanes, for instance.Blaine LeonardVal Raderval.rader@alaska.gov
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25SDXIs the Situation Data Exchange connected to the Work Zone Data Exchange efforts? If so, are they synchronized?The SDX deos support the WZDx message set. We are currently aggregating live WZDx feeds from 27 states and are adding more as they come on-line. For any 3rd party that would like to access these state WZDx feeds they can do so through the SDX. Rick SmithAnonymous Attendee
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26SDXDoes VRU collision warnings get sent to the SDX as well?They do not. They are very local.Blaine Leonardvictor jarlowvictor.jarlow@ri.se
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27SDXHow is the SDX maintained? How do new partners get added?SDX was originally developed by the USDOT, entitled the "situation data warehouse" (SDW). The USDOT did not want to maintain that going forward, so they began looking for a partner. Trihydro Corporation took on that responsibility and has expanded it significantly, focusing more on the safety aspect of it and providing free access to it as a service back to the community. We're trying to make this a one-stop-shop nationwide so that every data provider can make the information available in one place and any data consumer can pull from it. We think this is very important for the navigation companies.

If partners would like to get access to the SDX, they can contact Trihydro for the authentication credentials:

Shane Zumpf
szumpf@trihydro.com		Rick SmithAnonymous Attendee
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28CTW BoundariesJust wondering if NVDOT or the Regional Transportation Commission of Southern Nevada are considering becoming part of Connecting the West?Blaine LeonardDavid Knightdknight@terbine.com
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29Outside SupportAre the partnering organizations looking for solutions from outside? Is it possible to exchange ideas and provide service for the organizations in the project to reach the objectives?Blaine LeonardMujdat Soyturkmujdat.soyturk@venit.org or mujdat.soyturk@bigtri.net
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30V2X SafetyFor the safety issues you are hoping to address, do you have estimates as to the percentages associated with commercial versus passenger vehicles? As you look at the impact of your work, for example TIM, will you have an idea of the number of drivers that have access to those messages and a breakdown between commercial and passenger drivers?We don't have an estimate of that at this time.Blaine LeonardAnonymous Attendee
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31V2X SafetyAre there capabilities to use V2X to prevent Wildlife Vehicle Collisions?We do believe it can be done through TIMs messages down the road, but it has not been implemented yet.Heather Pickering-HilgersAnonymous Attendee
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32V2X SafetyHow is your work related to a digital seatbelt helping to save lives?The long-term goal of our V2X deployments and this program is safety, and just like a physical seat belt that keeps us safer when involved in some kind of crash/incident, the digital seat belt provides information that will potentially help prevent a crash. It will help a driver see things that they may not already see and help them make better driving decisions.Blaine Leonard
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33VRU / LiDARFor advanced applications such as VRU, LiDAR detection, and RTCM position corrections, what techincal contraints have you identified that could limit that broader deployment?We're in the early stages of understanding LiDAR technology; we have little institutional knowledge about these devices. How long will they last for? What are the maintenance needs? We've had to change hardware suppliers at times and shift technology a little bit with that change. In this deployment process, we're trying to understand the balance of how much alertness needs to be given to the driver with all the busyness that traveling brings to roads. We've had the challenge of getting enough range and identifying vehicles soon enough distance-wise. We are taking this deployment process step by step, not deploying all at once, and gradually making progress.Phillip CastroDick Roy
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34LiDARWhat made you prefer LiDAR based system as compared to camera-based systems?Over the years, UDOT has been evaluating the pros and cons to both systems, and our signal team has reported that a lot of our roadway systems are on an east-west grid, which means our drivers deal with a lot of sun glare and things of that nature. This would be problematic with camera-based sytems unlike a LiDAR-based system that provides great granularity and detail no matter what time of day it is. It has also been more cost-effective.Phillip CastroMukesh Kumar Kumarmukeshk@wacotx.gov
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35LiDARHave you tested the percent accuracy of Lidar on peds and bikes detection?We have no qualitative measurements, but with the newest LiDAR versions, our observation is that it is very effective and accurate.Blaine LeonardAhmad Sadegh
ahmad@conveyanceconcepts.com
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36SCMS IntegrationCould you elaborate whether your V2X deployments included SCMS integration? If so, have all the partners coordinated the use of the same SCMS service? Is there a commitment to continue to maintain the SCMS service funding by each of the partners?Yes, existing deployments have included SCMS integration. Our systems utlize security certificates for all V2X messaging. Utah recently completed a multi-award solicitation that will bring in several SCMS providers to demonstrate interoperability. Phillip CastroMohammad Hoquemohammad.hoque@bluehalo.com
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