TM22: Dynamic Lane Management and Shoulder Use
This service package provides for active management of travel lanes along a roadway. The package includes the field equipment, physical overhead lane signs and associated control electronics that are used to manage and control specific lanes and/or the shoulders. This equipment can be used to change the lane configuration on the roadway according to traffic demand and lane destination along a typical roadway section or on approach to or access from a border crossing, multimodal crossing or intermodal freight depot. This package can be used to allow temporary or interim use of shoulders as travel lanes. The equipment can be used to electronically reconfigure intersections and interchanges and manage right-of-way dynamically including merges. Also, lanes can be designated for use by special vehicles only, such as buses, high occupancy vehicles (HOVs), vehicles attending a special event, etc. Prohibitions or restrictions of types of vehicles from using particular lanes can be implemented.
The lane management system can be centrally monitored and controlled by a traffic management center or it can be autonomous. This service also can include automated enforcement equipment that notifies the enforcement agency of violators of the lane controls.
Dynamic lane management and shoulder use is an Active Traffic Management (ATM) strategy and is typically used in conjunction with other ATM strategies (such as TM20-Variable Speed Limits and TM12-Dynamic Roadway Warning).
Relevant Regions: Australia, Canada, European Union, and United States
- Enterprise
- Functional
- Physical
- Goals and Objectives
- Needs and Requirements
- Sources
- Security
- Standards
- System Requirements
Enterprise
Development Stage Roles and Relationships
Installation Stage Roles and Relationships
Operations and Maintenance Stage Roles and Relationships
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Source | Destination | Role/Relationship |
---|---|---|
Border Inspection System Maintainer | Border Inspection System | Maintains |
Border Inspection System Manager | Border Inspection System | Manages |
Border Inspection System Owner | Border Inspection System Maintainer | System Maintenance Agreement |
Border Inspection System Owner | Border Inspection System Manager | Operations Agreement |
Border Inspection System Owner | Traffic Management Center Maintainer | Maintenance Data Exchange Agreement |
Border Inspection System Owner | Traffic Management Center Owner | Information Exchange and Action Agreement |
Border Inspection System Owner | Traffic Management Center User | Service Usage Agreement |
Border Inspection System Owner | Traffic Operations Personnel | Application Usage Agreement |
Border Inspection System Supplier | Border Inspection System Owner | Warranty |
Connected Vehicle Roadside Equipment Maintainer | Connected Vehicle Roadside Equipment | Maintains |
Connected Vehicle Roadside Equipment Manager | Connected Vehicle Roadside Equipment | Manages |
Connected Vehicle Roadside Equipment Owner | Connected Vehicle Roadside Equipment Maintainer | System Maintenance Agreement |
Connected Vehicle Roadside Equipment Owner | Connected Vehicle Roadside Equipment Manager | Operations Agreement |
Connected Vehicle Roadside Equipment Owner | ITS Roadway Equipment Maintainer | Maintenance Data Exchange Agreement |
Connected Vehicle Roadside Equipment Owner | ITS Roadway Equipment Owner | Information Exchange and Action Agreement |
Connected Vehicle Roadside Equipment Owner | ITS Roadway Equipment User | Service Usage Agreement |
Connected Vehicle Roadside Equipment Owner | Traffic Management Center Maintainer | Maintenance Data Exchange Agreement |
Connected Vehicle Roadside Equipment Owner | Traffic Management Center Owner | Information Exchange and Action Agreement |
Connected Vehicle Roadside Equipment Owner | Traffic Management Center User | Service Usage Agreement |
Connected Vehicle Roadside Equipment Owner | Traffic Operations Personnel | Application Usage Agreement |
Connected Vehicle Roadside Equipment Owner | Vehicle Maintainer | Maintenance Data Exchange Agreement |
Connected Vehicle Roadside Equipment Owner | Vehicle Owner | Information Exchange and Action Agreement |
Connected Vehicle Roadside Equipment Owner | Vehicle User | Service Usage Agreement |
Connected Vehicle Roadside Equipment Supplier | Connected Vehicle Roadside Equipment Owner | Warranty |
Enforcement Center Maintainer | Enforcement Center | Maintains |
Enforcement Center Manager | Enforcement Center | Manages |
Enforcement Center Owner | Enforcement Center Maintainer | System Maintenance Agreement |
Enforcement Center Owner | Enforcement Center Manager | Operations Agreement |
Enforcement Center Supplier | Enforcement Center Owner | Warranty |
Intermodal Terminal Maintainer | Intermodal Terminal | Maintains |
Intermodal Terminal Manager | Intermodal Terminal | Manages |
Intermodal Terminal Owner | Intermodal Terminal Maintainer | System Maintenance Agreement |
Intermodal Terminal Owner | Intermodal Terminal Manager | Operations Agreement |
Intermodal Terminal Owner | Traffic Management Center Maintainer | Maintenance Data Exchange Agreement |
Intermodal Terminal Owner | Traffic Management Center Owner | Information Exchange and Action Agreement |
Intermodal Terminal Owner | Traffic Management Center User | Service Usage Agreement |
Intermodal Terminal Owner | Traffic Operations Personnel | Application Usage Agreement |
Intermodal Terminal Supplier | Intermodal Terminal Owner | Warranty |
ITS Roadway Equipment Maintainer | ITS Roadway Equipment | Maintains |
ITS Roadway Equipment Manager | ITS Roadway Equipment | Manages |
ITS Roadway Equipment Owner | Connected Vehicle Roadside Equipment Maintainer | Maintenance Data Exchange Agreement |
ITS Roadway Equipment Owner | Connected Vehicle Roadside Equipment Owner | Information Exchange and Action Agreement |
ITS Roadway Equipment Owner | Connected Vehicle Roadside Equipment User | Service Usage Agreement |
ITS Roadway Equipment Owner | ITS Roadway Equipment Maintainer | System Maintenance Agreement |
ITS Roadway Equipment Owner | ITS Roadway Equipment Manager | Operations Agreement |
ITS Roadway Equipment Owner | Other ITS Roadway Equipment Maintainer | Maintenance Data Exchange Agreement |
ITS Roadway Equipment Owner | Other ITS Roadway Equipment Owner | Information Exchange and Action Agreement |
ITS Roadway Equipment Owner | Other ITS Roadway Equipment User | Service Usage Agreement |
ITS Roadway Equipment Owner | Traffic Management Center Maintainer | Maintenance Data Exchange Agreement |
ITS Roadway Equipment Owner | Traffic Management Center Owner | Information Exchange and Action Agreement |
ITS Roadway Equipment Owner | Traffic Management Center User | Service Usage Agreement |
ITS Roadway Equipment Owner | Traffic Operations Personnel | Application Usage Agreement |
ITS Roadway Equipment Supplier | ITS Roadway Equipment Owner | Warranty |
Multimodal Crossing Equipment Maintainer | Multimodal Crossing Equipment | Maintains |
Multimodal Crossing Equipment Manager | Multimodal Crossing Equipment | Manages |
Multimodal Crossing Equipment Owner | Multimodal Crossing Equipment Maintainer | System Maintenance Agreement |
Multimodal Crossing Equipment Owner | Multimodal Crossing Equipment Manager | Operations Agreement |
Multimodal Crossing Equipment Owner | Traffic Management Center Maintainer | Maintenance Data Exchange Agreement |
Multimodal Crossing Equipment Owner | Traffic Management Center Owner | Information Exchange and Action Agreement |
Multimodal Crossing Equipment Owner | Traffic Management Center User | Service Usage Agreement |
Multimodal Crossing Equipment Owner | Traffic Operations Personnel | Application Usage Agreement |
Multimodal Crossing Equipment Supplier | Multimodal Crossing Equipment Owner | Warranty |
Other ITS Roadway Equipment Maintainer | Other ITS Roadway Equipment | Maintains |
Other ITS Roadway Equipment Manager | Other ITS Roadway Equipment | Manages |
Other ITS Roadway Equipment Owner | ITS Roadway Equipment Maintainer | Maintenance Data Exchange Agreement |
Other ITS Roadway Equipment Owner | ITS Roadway Equipment Owner | Information Exchange and Action Agreement |
Other ITS Roadway Equipment Owner | ITS Roadway Equipment User | Service Usage Agreement |
Other ITS Roadway Equipment Owner | Other ITS Roadway Equipment Maintainer | System Maintenance Agreement |
Other ITS Roadway Equipment Owner | Other ITS Roadway Equipment Manager | Operations Agreement |
Other ITS Roadway Equipment Supplier | Other ITS Roadway Equipment Owner | Warranty |
Other Traffic Management Centers Maintainer | Other Traffic Management Centers | Maintains |
Other Traffic Management Centers Manager | Other Traffic Management Centers | Manages |
Other Traffic Management Centers Owner | Other Traffic Management Centers Maintainer | System Maintenance Agreement |
Other Traffic Management Centers Owner | Other Traffic Management Centers Manager | Operations Agreement |
Other Traffic Management Centers Owner | Traffic Management Center Maintainer | Maintenance Data Exchange Agreement |
Other Traffic Management Centers Owner | Traffic Management Center Owner | Information Exchange Agreement |
Other Traffic Management Centers Owner | Traffic Management Center User | Service Usage Agreement |
Other Traffic Management Centers Owner | Traffic Operations Personnel | Application Usage Agreement |
Other Traffic Management Centers Supplier | Other Traffic Management Centers Owner | Warranty |
Traffic Management Center Maintainer | Traffic Management Center | Maintains |
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 Maintainer | Maintenance Data Exchange Agreement |
Traffic Management Center Owner | Connected Vehicle Roadside Equipment Owner | Information Provision Agreement |
Traffic Management Center Owner | Connected Vehicle Roadside Equipment User | Service Usage Agreement |
Traffic Management Center Owner | Enforcement Center Maintainer | Maintenance Data Exchange Agreement |
Traffic Management Center Owner | Enforcement Center Owner | Information Provision Agreement |
Traffic Management Center Owner | Enforcement Center User | Service Usage Agreement |
Traffic Management Center Owner | Intermodal Terminal Maintainer | Maintenance Data Exchange Agreement |
Traffic Management Center Owner | Intermodal Terminal Owner | Information Provision Agreement |
Traffic Management Center Owner | Intermodal Terminal User | Service Usage Agreement |
Traffic Management Center Owner | ITS Roadway Equipment Maintainer | Maintenance Data Exchange Agreement |
Traffic Management Center Owner | ITS Roadway Equipment Owner | Information Provision Agreement |
Traffic Management Center Owner | ITS Roadway Equipment User | Service Usage Agreement |
Traffic Management Center Owner | Other Traffic Management Centers Maintainer | Maintenance Data Exchange Agreement |
Traffic Management Center Owner | Other Traffic Management Centers Owner | Information Exchange Agreement |
Traffic Management Center Owner | Other Traffic Management Centers User | Service Usage Agreement |
Traffic Management Center Owner | Traffic Management Center Maintainer | System Maintenance Agreement |
Traffic Management Center Owner | Traffic Management Center Manager | Operations Agreement |
Traffic Management Center Owner | Transportation Information Center Maintainer | Maintenance Data Exchange Agreement |
Traffic Management Center Owner | Transportation Information Center Owner | Information Provision Agreement |
Traffic Management Center Owner | Transportation Information Center User | Service Usage Agreement |
Traffic Management Center Supplier | Traffic Management Center Owner | Warranty |
Traffic Operations Personnel | Traffic Management Center | Operates |
Transportation Information Center Maintainer | Transportation Information Center | Maintains |
Transportation Information Center Manager | Transportation Information Center | Manages |
Transportation Information Center Owner | Transportation Information Center Maintainer | System Maintenance Agreement |
Transportation Information Center Owner | Transportation Information Center Manager | Operations Agreement |
Transportation Information Center Owner | Vehicle Maintainer | Maintenance Data Exchange Agreement |
Transportation Information Center Owner | Vehicle Owner | Information Provision Agreement |
Transportation Information Center Owner | Vehicle User | Service Usage Agreement |
Transportation Information Center Supplier | Transportation Information Center Owner | Warranty |
Vehicle Characteristics Maintainer | Vehicle Characteristics | Maintains |
Vehicle Characteristics Manager | Vehicle Characteristics | Manages |
Vehicle Characteristics Owner | Vehicle Characteristics Maintainer | System Maintenance Agreement |
Vehicle Characteristics Owner | Vehicle Characteristics Manager | Operations Agreement |
Vehicle Characteristics Supplier | Vehicle Characteristics Owner | Warranty |
Vehicle Maintainer | Vehicle | Maintains |
Vehicle Manager | Vehicle | Manages |
Vehicle Owner | Connected Vehicle Roadside Equipment Maintainer | Maintenance Data Exchange Agreement |
Vehicle Owner | Connected Vehicle Roadside Equipment Owner | Expectation of Data Provision |
Vehicle Owner | Connected Vehicle Roadside Equipment User | Service Usage Agreement |
Vehicle Owner | Vehicle Maintainer | System Maintenance Agreement |
Vehicle Owner | Vehicle Manager | Operations Agreement |
Vehicle Supplier | Vehicle Owner | Warranty |
Functional
This service package includes the following Functional View PSpecs:
Physical
The physical diagram can be viewed in SVG or PNG format and the current format is SVG.SVG Diagram
PNG Diagram
Includes Physical Objects:
Physical Object | Class | Description |
---|---|---|
Border Inspection System | Field | 'Border Inspection System' represents data systems used at the border for the inspection of people or goods. It supports immigration, customs (trade), agricultural, and FDA inspections as applicable. It includes sensors and surveillance systems to identify and classify drivers and their cargo as they approach a border crossing, the systems used to interface with the back-office administration systems and provide information on status of the crossing or events. |
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. |
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. |
Enforcement Center | Center | The 'Enforcement Center' represents the systems that receive reports of violations detected by various ITS facilities including individual vehicle emissions, lane violations, toll violations, CVO violations, etc. |
Intermodal Terminal | Field | The 'Intermodal Terminal' represents the terminal areas corresponding to modal change points. This includes interfaces between roadway freight transportation and air, rail, and/or water shipping modes. The basic unit of cargo handled by the Intermodal Terminal physical object is the container; less-than-container load handling is typically handled at a different facility (i.e., Freight Consolidation Station). The Intermodal Terminal can include electronic gate control for entrance and exit from the facility, automated guidance of vehicles within the facility, alerting appropriate parties of container arrivals and departures, and inventory and location of temporarily stored containers. |
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. |
Multimodal Crossing Equipment | Field | 'Multimodal Crossing Equipment' represents the control equipment that interfaces to a non-road based transportation system at an interference crossing with the roadway. The majority of these crossings are railroad grade crossings that are more specifically addressed by the "Wayside Equipment" terminator. This multimodal crossing terminator addresses similar interface requirements, but for other specialized intersections like draw bridges at rivers and canals. These crossings carry traffic that may take priority over the road traffic at the intersection. The data provided will in its basic form be a simple "stop road traffic" indication. However more complex data flows may be provided that give the time at which right-of-way will be required and the duration of that right-of-way requirement. |
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. |
Other Traffic Management Centers | Center | Representing another Traffic Management Center, 'Other Traffic Management Centers' is intended to provide a source and destination for information exchange between peer (e.g. inter-regional) traffic management functions. It enables traffic management activities to be coordinated across different jurisdictional areas. |
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 | Vehicle | This 'Vehicle' physical object is used to model core capabilities that are common to more than one type of Vehicle. It provides the vehicle-based general sensory, processing, storage, and communications functions that support efficient, safe, and convenient travel. 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 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. Both one-way and two-way communications options support a spectrum of information services from basic broadcast to advanced personalized information services. 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. |
Vehicle Characteristics | Vehicle | 'Vehicle Characteristics' represents the external view of individual vehicles of any class from cars and light trucks up to large commercial vehicles and down to micromobility vehicles (MMVs). It includes vehicle physical characteristics such as height, width, length, weight, and other properties (e.g., magnetic properties, number of axles) of individual vehicles that can be sensed and measured or classified. This physical object represents the physical properties of vehicles that can be sensed by vehicle-based or infrastructure-based sensors to support vehicle automation and traffic sensor systems. The analog properties provided by this terminator represent the sensor inputs that are used to detect and assess vehicle(s) within the sensor's range to support safe AV operation and/or responsive and safe traffic management. |
Includes Functional Objects:
Functional Object | Description | Physical Object |
---|---|---|
Border Inspection | 'Border Inspection' manages and supports primary and secondary inspections at the border crossing. | Border Inspection System |
Roadway Basic Surveillance | 'Roadway Basic Surveillance' monitors traffic conditions using fixed equipment such as loop detectors and CCTV cameras. | ITS Roadway Equipment |
Roadway Dynamic Lane Management and Shoulder Use | 'Roadway Dynamic Lane Management and Shoulder Use' includes the field equipment, physical overhead lane signs and associated control electronics that are used to manage and control specific lanes and/or the shoulders. This equipment can be centrally controlled by a Traffic Management Center or it can be autonomous and monitor traffic conditions and demand along the roadway and determine how to change the lane controls to respond to current conditions. Lane controls can be used to change the lane configuration of the roadway, reconfigure intersections and/or interchanges, allow use of shoulders as temporary travel lanes, designate lanes for use by special vehicles only, such as buses, high occupancy vehicles (HOVs), vehicles attending a special event, etc. and/or prohibit or restrict types of vehicles from using particular lanes. Guidance and information for drivers can be posted on dynamic message signs. | ITS Roadway Equipment |
Roadway Traffic Information Dissemination | 'Roadway Traffic Information Dissemination' includes field elements that provide information to drivers, including dynamic message signs and highway advisory radios. | ITS Roadway Equipment |
RSE Restricted Lanes Application | The 'RSE Restricted Lanes Application' uses short range communications to monitor and manage dynamic and static restricted lanes. It collects vehicle profile information from vehicles entering the lanes and monitors vehicles within the lanes, providing aggregate data to the back office center. It provides lane restriction information and signage data to the vehicles and optionally identifies vehicles that violate the current lane restrictions. These functions are performed based on operating parameters provided by the back office managing center(s). | Connected Vehicle Roadside Equipment |
RSE Traveler Information Communications | 'RSE Traveler Information Communications' includes field elements that distribute information to vehicles for in-vehicle display. The information may be provided by a center (e.g., variable information on traffic and road conditions in the vicinity of the field equipment) or it may be determined and output locally (e.g., static sign information and signal phase and timing information). This includes the interface to the center or field equipment that controls the information distribution and the short range communications equipment that provides information to passing vehicles. | 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 Dynamic Lane Management and Shoulder Use | 'TMC Dynamic Lane Management and Shoulder Use' remotely monitors and controls the system that is used to dynamically manage travel lanes, including temporary use of shoulders as travel lanes. It monitors traffic conditions and demand measured in the field and determines when the lane configuration of the roadway should be changed, when intersections and/or interchanges should be reconfigured, when the shoulders should be used for travel (as a lane), when lanes should be designated for use by special vehicles only, such as buses, high occupancy vehicles (HOVs), vehicles attending a special event, etc. and/or when types of vehicles should be prohibited or restricted from using particular lanes. It controls the field equipment used to manage and control specific lanes and the shoulders. It also can automatically notify the enforcement agency of lane control violations. | Traffic Management Center |
TMC In-Vehicle Signing Management | 'TMC In-Vehicle Signing Management' controls and monitors RSEs that support in-vehicle signing. Sign information that may include static regulatory, service, and directional sign information as well as variable information such as traffic and road conditions can be provided to the RSE, which uses short range communications to send the information to in-vehicle equipment. Information that is currently being communicated to passing vehicles and the operational status of the field equipment is monitored by this application. The operational status of the field equipment is reported to operations personnel. | Traffic Management Center |
TMC Restricted Lanes CV Application | 'TMC Restricted Lanes CV Application' manages dynamic lanes for connected vehicles. The application provides the back office functions and supports the TMC operator in establishing and managing dynamic lanes using communications to manage lane use for connected vehicles. | Traffic Management Center |
TMC Traffic Information Dissemination | 'TMC Traffic Information Dissemination' disseminates traffic and road conditions, closure and detour information, incident information, driver advisories, and other traffic-related data to other centers, the media, and driver information systems. It monitors and controls driver information system field equipment including dynamic message signs and highway advisory radio, managing dissemination of driver information through these systems. | 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 |
Vehicle Restricted Lanes Application | The 'Vehicle Restricted Lanes Application' monitors and reports its own operating parameters and communicates with roadside equipment to safely enter, operate within, and exit restricted lanes that are relevant to all types of vehicles. | Vehicle |
Vehicle Traveler Information Reception | 'Vehicle Traveler Information Reception' receives advisories, vehicle signage data, and other driver information of use to all types of vehicles and drivers and presents this information to the driver using in-vehicle equipment. Information presented may include fixed sign information, traffic control device status (e.g., signal phase and timing data), advisory and detour information, warnings of adverse road and weather conditions, travel times, and other driver information. | Vehicle |
Includes Information Flows:
Information Flow | Description |
---|---|
device control request | Request for device control action |
device data | Data from detectors, environmental sensor stations, roadside equipment, and traffic control devices, including device inventory information. |
device status | Status information from devices |
driver information | Regulatory, warning, guidance, and other information provided to the driver to support safe and efficient vehicle operation. |
dynamic sign coordination | The direct flow of information between field equipment. This includes information used to initialize, configure, and control dynamic message signs. This flow can provide message content and delivery attributes, local message store maintenance requests, control mode commands, status queries, and all other commands and associated parameters that support local management of these devices. Current operating status of dynamic message signs is returned. |
intermodal freight event information | Plans for movement of intermodal freight from the depot area possibly impacting traffic. May also include requests for special treatment at traffic signals or dynamic lane management systems. |
intermodal freight traffic information | Information on traffic conditions affecting the depot including information concerning any special traffic control accommodations or restrictions for commercial vehicles. |
lane management control | Information used to configure and control dynamic lane management systems. |
lane management coordination | The direct flow of information between field equipment. This includes information used to configure and control dynamic lane management systems and the status of managed lanes including current operational state, violations, and logged information. This also includes lane usage information including both traditional traffic flow measures and special information associated with managed lanes such as measured passenger occupancies. It also includes the operational status of the lane management equipment. |
lane management information | System status of managed lanes including current operational state, violations, and logged information. This includes lane usage information including both traditional traffic flow measures and special information associated with managed lanes such as measured passenger occupancies. It also includes the operational status of the lane management equipment. |
lane management inputs | This flow provides inputs to dynamic lane management systems including the types of vehicles to allow in each lane. |
lane violation notification | Notification to enforcement agency of detected lane entry violations, lane speed violations, or other dynamic lane violations. Lane entry violations may be issued for restricted vehicle types or vehicles that do not meet required emissions or passenger occupancy standards that enter a managed lane. This notification identifies the vehicle and documents the lane parameter that was violated. |
request for enforcement | Request for traffic enforcement of speed limits, lane controls, etc. on a roadway including in a work zone or other special situations. |
restricted lanes application info | Restricted lane application configuration data and messaging parameters. This flow defines the location, duration, and operating parameters for lanes that are reserved for the exclusive use of certain types of vehicles (e.g., transit vehicles) or vehicles that meet other qualifications (e.g., number of occupants, low emissions criteria). It may also identify additional vehicles that may be allowed in the lanes as exceptions, though they don't meet specified criteria. It identifies the lane(s), the start and stop locations, start and end times, vehicle restrictions, speed limits and platooning parameters. This flow also supports remote control of the application so the application can be taken offline, reset, or restarted. |
restricted lanes application status | Current RSE application status that is monitored by the back office center including the operational state of the RSE, current configuration parameters, and a log of lane use (aggregate profiles of vehicles that checked in to the lane and reported vehicle speeds in the lanes) and RSE communications activity. |
restricted lanes information | This flow defines the location, duration, and operating parameters for lanes that are reserved for the exclusive use of certain types of vehicles (e.g., transit vehicles) or vehicles that meet other qualifications (e.g., number of occupants, low emissions criteria). It identifies the lane(s), the start and stop locations, start and end times, vehicle restrictions, speed limits and platooning parameters. |
roadway dynamic signage data | Information used to initialize, configure, and control dynamic message signs. This flow can provide message content and delivery attributes, local message store maintenance requests, control mode commands, status queries, and all other commands and associated parameters that support remote management of these devices. |
roadway dynamic signage status | Current operating status of dynamic message signs. |
shoulder management control | Information used to configure and control systems that allow use of a shoulder as a lane for vehicular traffic. |
shoulder management coordination | The direct flow of information between field equipment. This includes information used to configure and control systems that allow use of a shoulder as a lane for vehicular traffic and current status of shoulder use, the current operational state of the equipment and identified violations. |
shoulder management information | System status including current operational state, violations and logged information. |
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 image meta data | Meta data that describes traffic images. Traffic images (video) are in another flow. |
traffic images | High fidelity, real-time traffic images suitable for surveillance monitoring by the operator or for use in machine vision applications. This flow includes the images. Meta data that describes the images is contained in another flow. |
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. |
vehicle characteristics | The physical or visible characteristics of individual vehicles that can be used to detect, classify, and monitor vehicles and imaged to uniquely identify vehicles. |
vehicle location and motion | Data describing the vehicle's location in three dimensions, heading, speed, acceleration, braking status, and size. |
vehicle profile | Information about a vehicle such as vehicle make and model, fuel type, engine type, size and weight, vehicle performance and level of control automation, average emissions, average fuel consumption, passenger occupancy, or other data that can be used to classify vehicle eligibility for access to specific lanes, road segments, or regions or participation in cooperative vehicle control applications. |
vehicle signage application info | In-vehicle signing application configuration data and messaging parameters. This flow provides a list of regulatory, warning, and information messages to be displayed and parameters that support scheduling and prioritizing messages to be issued to passing vehicles. This flow also supports remote control of the application so the application can be taken offline, reset, or restarted. |
vehicle signage application status | In-vehicle signing application status reported by the RSE. This includes current operational state and status of the RSE and a log of messages sent to passing vehicles. |
vehicle signage data | In-vehicle signing data that augments regulatory, warning, and informational road signs and signals. The information provided would include static sign information (e.g., stop, curve warning, guide signs, service signs, and directional signs) and dynamic information (e.g., local traffic and road conditions, restrictions, vehicle requirements, work zones, detours, closures, advisories, and warnings). |
vehicle signage local data | Information provided by adjacent field equipment to support in-vehicle signing of dynamic information that is currently being displayed to passing drivers. This includes the dynamic information (e.g., local traffic and road conditions, work zone information, lane restrictions, detours, closures, advisories, parking availability, etc.) and control parameters that identify the desired timing, duration, and priority of the signage data. |
video surveillance control | Information used to configure and control video surveillance systems. |
video surveillance coordination | The direct flow of information between field equipment. This includes information used to configure and control video surveillance systems and the high fidelity, real-time traffic images and associated meta data that are returned. |
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 freight network |
D. Increase the accessibility and mobility of people and for freight; | Reduce congestion |
G. Promote efficient system management and operation; | Improve efficiency |
I. Improve the resiliency and reliability of the transportation system and reduce or mitigate stormwater impacts of surface transportation; | Improve resiliency and reliability |
Associated Objective Categories
Associated Objectives and Performance Measures
Needs and Requirements
Need | Functional Object | Requirement | ||
---|---|---|---|---|
01 | Traffic Operations needs to be able to change the lane configuration including lane destination and use of shoulder lanes on the roadway according to traffic demand in order to actively manage the traffic | Roadway Dynamic Lane Management and Shoulder Use | 02 | The field element shall determine how to change the lane controls to respond to current traffic and road conditions. |
03 | The field element shall receive lane management control information from the controlling center. | |||
05 | The field element shall monitor vehicle characteristics and classify individual vehicles. | |||
06 | The field element shall collect vehicle profile information from individual vehicles using field-vehicle communications. | |||
08 | The field element shall capture vehicle information, including vehicle image(s) of vehicles violating current lane usage restrictions and report violations to the controlling center. | |||
09 | The field element shall monitor operational status of the dynamic lane control equipment and report operational status to the controlling center. | |||
10 | The field element shall identify and report fault conditions to the controlling center. | |||
RSE Restricted Lanes Application | 01 | The field device shall collect vehicle profile information from vehicles entering the lanes and monitors vehicles within the lanes. | ||
TMC Basic Surveillance | 02 | The center shall monitor, analyze, and distribute traffic images from CCTV systems under remote control of the center. | ||
TMC Dynamic Lane Management and Shoulder Use | 01 | The center shall remotely monitor and control dynamically managed travel lanes. | ||
02 | The center shall monitor traffic conditions and demand measured per lane. | |||
04 | The center shall receive input from multimodal crossings such as draw bridges to identify existing and planned lane configurations at the crossings. | |||
07 | Based on the collected data and operator input, the center shall determine suggested and required lane control configuration changes. | |||
08 | The center shall support temporary use of shoulders as travel lanes. | |||
09 | The center shall activate lane management field equipment that is used to dynamically manage specific lanes and shoulders. | |||
TMC In-Vehicle Signing Management | 06 | The center shall format and output restricted lane information to field equipment that supports in-vehicle signage communications. | ||
TMC Traffic Information Dissemination | 05 | The center shall retrieve locally stored traffic information, including current and forecasted traffic information, road and weather conditions, traffic incident information, information on diversions and alternate routes, closures, and special traffic restrictions (lane/shoulder use, weight restrictions, width restrictions, HOV requirements), and the definition of the road network itself. | ||
02 | Traffic Operations needs to be able to manage lane usage on highways and arterials including approaches to border crossings, multimodal crossings, or intermodal terminals. | Border Inspection | 04 | The border field equipment shall provide information regarding the types of vehicles to allow in lanes to centers managing lane controls. |
Roadway Dynamic Lane Management and Shoulder Use | 01 | The field element shall measure traffic conditions per lane, under center control. | ||
07 | The field element shall monitor current lane usage to determine if vehicles are complying with current lane use restrictions. | |||
TMC Dynamic Lane Management and Shoulder Use | 03 | The center shall receive input from Border Inspection Systems to identify existing and planned lane configurations at the border. | ||
05 | The center shall receive input from an Intermodal Terminal to support monitoring and anticipation of commercial vehicle traffic originating at the depot and requests for dynamic lane management in the vicinity of the depot. | |||
Vehicle Basic Safety Communication | 06 | The vehicle shall exchange location and motion information with roadside equipment and nearby vehicles. | ||
Vehicle Restricted Lanes Application | 01 | The vehicle shall provide operating parameters to the roadside in order to identify that it qualifies for use of a restricted lane. | ||
03 | The vehicle shall provide vehicle parameters to the infrastructure in order to safely enter, operate within, and exit eco-lanes and other controlled-access lanes. | |||
03 | Traffic Operations needs to be able to reconfigure intersections and interchanges and manage right-of-way dynamically including merges in order to increase roadway throughput during times of peak traffic or incidents. | TMC Dynamic Lane Management and Shoulder Use | 14 | The center shall reconfigure intersections and interchanges for compatibility with the current lane configuration. |
04 | Traffic Operations needs to be able to prohibit or restrict of types of vehicles from using particular lanes in order to manage roadway throughput during times of peak traffic or incidents. | TMC Dynamic Lane Management and Shoulder Use | 10 | The center shall identify lane use restrictions, prohibiting specific types of vehicles (e.g., commercial vehicles) from specific lanes. |
TMC Restricted Lanes CV Application | 05 | The center shall provide current lane access requirements and restrictions that effects commercial vehicles. | ||
05 | Traffic Operations need to be able to designate lanes for use by special vehicles only, such as buses, high occupancy vehicles (HOVs), vehicles attending a special event, etc., in order to increase roadway throughput during times of peak traffic, incidents or special events. | 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. |
TMC Dynamic Lane Management and Shoulder Use | 11 | The center shall designate lanes for use by special vehicles only, such as buses, high occupancy vehicles (HOVs), or vehicles attending a special event. | ||
TMC Restricted Lanes CV Application | 05 | The center shall provide current lane access requirements and restrictions that effects commercial vehicles. | ||
06 | Traffic Operations need to be able to disseminate the current lane configurations to drivers and other centers. | Roadway Dynamic Lane Management and Shoulder Use | 04 | The field element shall provide guidance and information to drivers regarding current lane configuration and status. |
Roadway Traffic Information Dissemination | 02 | The field element shall include driver information systems that communicate directly from a center to the vehicle radio (such as Highway Advisory Radios) for dissemination of traffic and other information to drivers, under center control. | ||
RSE Traveler Information Communications | 06 | The field element shall distribute the location, duration, and operating parameters for lanes that are reserved. | ||
TIC Traffic Control Dissemination | 01 | The center shall provide intersection status, lane control information, and other real time traffic control related information to vehicles. | ||
TMC Dynamic Lane Management and Shoulder Use | 06 | The center shall monitor and coordinate dynamic lane controls with adjacent jurisdictions. | ||
15 | The center shall notify the enforcement agency of violators of the lane controls. | |||
TMC Traffic Information Dissemination | 01 | The center shall remotely control dynamic messages signs for dissemination of traffic and other information to drivers. | ||
09 | The center shall collect current lane configurations status for the driver information systems equipment (DMS, HAR, etc.). | |||
Vehicle Traveler Information Reception | 01 | The vehicle shall receive traveler information including traffic and road conditions, incident information, maintenance and construction information, event information, transit information, parking information, and weather information. | ||
02 | The vehicle shall receive advisory information, such as evacuation information, proximity to a maintenance and construction vehicle, wide-area alerts, work zone intrusion information, variable speed limits, tunnel entrance restrictions, and other special information. | |||
03 | The vehicle shall receive indicator and fixed sign information including static sign information (e.g., stop, curve warning, guide signs, service signs, and directional signs) and dynamic information (e.g., current signal and traffic meter states and local conditions warnings identified by local environmental sensors). | |||
04 | The vehicle shall store a translation table for road sign and message templates used for in-vehicle display. | |||
05 | The vehicle shall present the received information to the driver in audible or visual forms without impairing the driver's ability to control the vehicle in a safe manner. | |||
06 | The vehicle shall present to the driver a visual display of static sign information or dynamic roadway conditions information | |||
07 | The vehicle shall be capable of providing to the driver an audible presentation of static sign information or dynamic roadway conditions information | |||
07 | Traffic Operations needs to be able to share device data and control with othe traffic managers. | TMC Dynamic Lane Management and Shoulder Use | 19 | The center shall exchange device data, control and status information with other centers to facilitate dynamic lane management. |
20 | The center shall exchange device data, control and status information with other centers to facilitate dynamic lane management. |
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 |
Border Inspection System | Low | Moderate | Low | Class 1 |
Connected Vehicle Roadside Equipment | Moderate | Moderate | Moderate | Class 2 |
Enforcement Center | Moderate | Moderate | Moderate | Class 2 |
Intermodal Terminal | Moderate | Moderate | Moderate | Class 2 |
ITS Roadway Equipment | Moderate | High | Moderate | Class 3 |
Multimodal Crossing Equipment | Low | Moderate | Low | Class 1 |
Other ITS Roadway Equipment | Moderate | Moderate | Moderate | Class 2 |
Other Traffic Management Centers | Moderate | High | Moderate | Class 3 |
Traffic Management Center | Moderate | High | Moderate | Class 3 |
Transportation Information Center | Not Applicable | Moderate | Moderate | Class 1 |
Vehicle | Low | High | Moderate | Class 3 |
Vehicle Characteristics |
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 | |||
Border Inspection System | Traffic Management Center | lane management inputs | Low | Moderate | Low |
There should be no sensitive information in this flow. Raise to MODERATE if reverse engineering of a proprietary interface is a concern. | Since this information will be used to determine which types of vehicles are allowed in each lane, if it were intercepted and modified or corrupted, this could lead to decreased mobility and/or abuse of the lane management system. | Should not require rapid response or frequent update. Raise to MODERATE if frequent real-time updates are part of the system scope. | |||
Connected Vehicle Roadside Equipment | ITS Roadway Equipment | restricted lanes 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. | If this is compromised, it could send unnecessary maintenance workers, or cause the appearance of excessive traffic violations, leading to further unnecessary investigation. | A delay in reporting this may cause a delay in necessary maintenance, but (a) this is not time-critical and (b) there are other channels for reporting malfunctioning. Additionally, there is a message received notification, which means that RSE can ensure that all intersection safety issues are delivered. | |||
Connected Vehicle Roadside Equipment | Traffic Management Center | restricted lanes 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. | If this is compromised, it could send unnecessary maintenance workers, or cause the appearance of excessive traffic violations, leading to further unnecessary investigation. | A delay in reporting this may cause a delay in necessary maintenance, but (a) this is not time-critical and (b) there are other channels for reporting malfunctioning. Additionally, there is a message received notification, which means that RSE can ensure that all intersection safety issues are delivered. | |||
Connected Vehicle Roadside Equipment | Traffic Management Center | vehicle signage 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. DISC: WYO believes this to be LOW | If this is compromised, it could send unnecessary maintenance workers, or cause the appearance of excessive traffic violations, leading to further unnecessary investigation. | A delay in reporting this may cause a delay in necessary maintenance, but (a) this is not time-critical and (b) there are other channels for reporting malfunctioning. Additionally, there is a message received notification, which means that RSE can ensure that all intersection safety issues are delivered. | |||
Connected Vehicle Roadside Equipment | Vehicle | restricted lanes information | Not Applicable | Moderate | Moderate |
Broadcast and intended for public consumption. | Should be correct or receiving vehicles may not take advantage of (if licensed) or violate (if not) limited access lanes. While there could be a safety impact, this is generally not the case. In areas with a noted significant safety impact due to illegitimate use of the limited access facility, this may be HIGH. | Should be timely or receiving vehicles may not take advantage of (if licensed) or violate (if not) limited access lanes. While there could be a safety impact, this is generally not the case. | |||
Connected Vehicle Roadside Equipment | Vehicle | vehicle signage data | Low | Moderate | Moderate |
This data is intentionally transmitted to everyone via a broadcast. It is meant to augment other signage data, and by definition is meant to be shared with everyone. | These signs are meant to augment other visual cues to the driver. They should be accurate, but any inaccuracies should be corrected for by other means. | These notifications are helpful to a driver, but if the driver does not receive this notification immediately, there should still be other visual cues. | |||
Intermodal Terminal | Traffic Management Center | intermodal freight event information | Moderate | Moderate | Moderate |
While this likely does not contain any private or competitive data, it may contain a large bundle of freight movement information, that if observed by a hostile third party, would provide a snapshot that enabled that attacker to identify targets without needing to be physically present. | Traffic management decisions are impacted by the quality of this data, so incorrect, unavailable or fraudulent data could have a significant financial impact. | Traffic management decisions are impacted by the quality of this data, so incorrect, unavailable or fraudulent data could have a significant financial impact. | |||
ITS Roadway Equipment | Connected Vehicle Roadside Equipment | vehicle signage local data | Low | Moderate | Moderate |
This data is intentionally transmitted to everyone via a broadcast. It is meant to augment other signage data, and by definition is meant to be shared with everyone. | This information impacts the vehicle signage data sent to neighboring ASDs and should be trusted to avoid sending wrong information. DISC: WYO believes this to be HIGH. | The system should know if these messages are not received. | |||
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 | dynamic sign 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 | lane management 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 | shoulder management 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 | Other ITS Roadway Equipment | video surveillance 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 | Traffic Management Center | lane management information | Moderate | Moderate | Moderate |
May contain PII, may contain source data describing device control and sensed status that if captured could be used in the commission of a crime or breaking of traffic laws or regulations. | Information related to violations must be correct so that incorrect accusations are not made. Information related to device status and control must be correct to avoid wasted maintenance efforts. | More or less important depending on the context. Could even be LOW if areas of minimal import, depending on local policies. | |||
ITS Roadway Equipment | Traffic Management Center | roadway dynamic signage status | Moderate | Moderate | Moderate |
Device status information should not be available, as those with criminal intent may use this information toward their own ends. | Data is intended to feed dissemination channels, either C-ITS messages or DMS or other channels, so it should generally be correct as it is distributed widely and any forgery or corrupted data will have widespread impact. | Failure of this flow affects traveler information dissemination, the importance of which varies with the data contained in the flow and the scenario. Could be LOW in many instances. | |||
ITS Roadway Equipment | Traffic Management Center | shoulder management information | 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. | 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. 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 | 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. | |||
ITS Roadway Equipment | Traffic Management Center | traffic image meta data | Low | Moderate | Moderate |
Traffic image data is generally intended for public consumption, and in any event is already video captured in the public arena, so this must be LOW. | While accuracy of this data is important for decision making purposes, applications should be able to cfunction without it. Thus MODERATE generally. | While accuracy of this data is important for decision making purposes, applications should be able to function without it. Thus MODERATE generally. | |||
ITS Roadway Equipment | Traffic Management Center | traffic images | Low | Moderate | Low |
Traffic image data is generally intended for public consumption, and in any event is already video captured in the public arena, so this must be LOW. | Generally transportation coordination information should be correct between source and destination, or inappropriate actions may be taken. | While useful, there is no signficant impact if this flow is not available. | |||
Multimodal Crossing Equipment | Traffic Management Center | lane management inputs | Low | Moderate | Low |
There should be no sensitive information in this flow. Raise to MODERATE if reverse engineering of a proprietary interface is a concern. | Since this information will be used to determine which types of vehicles are allowed in each lane, if it were intercepted and modified or corrupted, this could lead to decreased mobility and/or abuse of the lane management system. | Should not require rapid response or frequent update. Raise to MODERATE if frequent real-time updates are part of the system scope. | |||
Other ITS Roadway Equipment | ITS Roadway Equipment | dynamic sign 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 | lane management 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 | shoulder management 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. | |||
Other ITS Roadway Equipment | ITS Roadway Equipment | video surveillance 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 Traffic Management Centers | Traffic Management Center | device control request | 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. | 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. | There should be multiple mechanisms for this information to arrive at the end recipient. If this is the only mechanism, should be raised to MODERATE. | |||
Other Traffic Management Centers | Traffic Management Center | device data | Moderate | Moderate | Low |
Contains device identity, location and capabilities. If this information were available to a cybercriminal, it may make his task easier and compromise the systems involved. | If this is corrupted, the other center will not properly understand the device capabilities and not properly leverage them, costing performance. | Probably does not need to be updated often. | |||
Other Traffic Management Centers | Traffic Management Center | device status | Moderate | Moderate | Moderate |
Device status information should be concealed, as an unauthorized observer could use this to reverse engineer device control systems. | Device status information needs to be available and correct, or the controlling system may take inappropriate maintenance action, costing time and money. | Device status information needs to be available and correct, or the controlling system may take inappropriate maintenance action, costing time and money. | |||
Traffic Management Center | Connected Vehicle Roadside Equipment | restricted lanes application info | Low | Moderate | Moderate |
Broadcast and intended for public consumtion. | Should be correct or receiving vehicles may not take advantage of (if licensed) or violate (if not) limited access lanes. While there could be a safety impact, this is generally not the case. In areas with a noted significant safety impact due to illegitimate use of the limited access facility, this may be HIGH. | Should be timely or receiving vehicles may not take advantage of (if licensed) or violate (if not) limited access lanes. While there could be a safety impact, this is generally not the case. | |||
Traffic Management Center | Connected Vehicle Roadside Equipment | vehicle signage application info | Moderate | Moderate | 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. | If this is compromised, it could send unnecessary maintenance workers, or cause the appearance of excessive traffic violations, or not properly communicate areas where maintenance workers are operating for example. Not HIGH because regardless of the application, this flow alone does not directly drive injury or damage. DISC: WYO believes this to be HIGH. | Control flow availability is related to the criticality of being able to remotely control the device. For most devices, this is MODERATE. This data should be received in a timely manner after it is sent. This will determine which lanes are blocked off for emergency vehicle use in incident management applications. 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. | |||
Traffic Management Center | Enforcement Center | lane violation notification | Moderate | Moderate | Moderate |
Contains PII and intended to be used for enforcement. Thus privacy implications that, while they may affect only a single individual at a time, could yield significant negative consequences to that individual. | Contains PII and intended to be used for enforcement. Thus privacy implications that, while they may affect only a single individual at a time, could yield significant negative consequences to that individual. Must be correct to avoid false accusations. | More or less important depending on the context. Could even be LOW if areas of minimal import, depending on local policies. | |||
Traffic Management Center | Enforcement Center | request for enforcement | Moderate | Moderate | Low |
If this request were intercepted by a third party, that party may learn where enforcement assets would be and so could use that information to avoid such assets in the commission of a crime. | Inaccurate or corrupted information here could lead to enforcement in areas not requested, and/or no enforcement in the area that was requested. Given that the request is possibly safety-based, this can negatively impact safety and/or mobility in that area. | The setup of enforcement in a given area will likely be given and granted at low frequency; that is on the order of instances/week, not a real time request, so this flow does not need to be continuously available. | |||
Traffic Management Center | Intermodal Terminal | intermodal freight traffic information | Moderate | Moderate | Moderate |
While this likely does not contain any private or competitive data, it may contain a large bundle of freight movement information, that if observed by a hostile third party, would provide a snapshot that enabled that attacker to identify targets without needing to be physically present. | CVO decisions including job acceptance, routing and work planning are impacted by the quality of this data, so incorrect, unavailable or fraudulent data could have a significant financial impact. | CVO decisions including job acceptance, routing and work planning are impacted by the quality of this data, so incorrect, unavailable or fraudulent data could have a significant financial impact. | |||
Traffic Management Center | ITS Roadway Equipment | lane management control | 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. | 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. 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. | |||
Traffic Management Center | ITS Roadway Equipment | roadway dynamic signage data | Moderate | Moderate | Moderate |
Device control information should not be available, as those with criminal intent may use this information toward their own ends. | Data is intended to feed dissemination channels, either C-ITS messages or DMS or other channels, so it should generally be correct as it is distributed widely and any forgery or corrupted data will have widespread impact. | Occasional outages of this flow will delay dissemination of the data to travelers (the eventual end user) which could have significant impacts on travel, both safety and mobility impacts. | |||
Traffic Management Center | ITS Roadway Equipment | shoulder management control | 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. | 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. 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. | |||
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 | ITS Roadway Equipment | video surveillance control | Moderate | Moderate | 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. | 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. 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. | |||
Traffic Management Center | Other Traffic Management Centers | device control request | 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. | 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. | There should be multiple mechanisms for this information to arrive at the end recipient. If this is the only mechanism, should be raised to MODERATE. | |||
Traffic Management Center | Other Traffic Management Centers | device data | Moderate | Moderate | Low |
Contains device identity, location and capabilities. If this information were available to a cybercriminal, it may make his task easier and compromise the systems involved. | info needs to be accurate and should not be tampered but should be able to cope with some bad data; includes inventory data which could lead to loss of assets if compromised | data should be timely and readily available, but should not have limited consequences if not | |||
Traffic Management Center | Other Traffic Management Centers | device status | Moderate | Moderate | Low |
Device status information should be concealed, as an unauthorized observer could use this to reverse engineer device control systems. | info needs to be accurate and should not be tampered but should be able to cope with some bad data' could delay maintenance actions or waste resources checking devices that are actually in good status | status infor should be timely and readily available, but should have very limited consequences if not | |||
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 | restricted lanes information | Not Applicable | Moderate | Moderate |
Broadcast and intended for public consumption. | Should be correct or receiving vehicles may not take advantage of (if licensed) or violate (if not) limited access lanes. While there could be a safety impact, this is generally not the case. In areas with a noted significant safety impact due to illegitimate use of the limited access facility, this may be HIGH. | Should be timely or receiving vehicles may not take advantage of (if licensed) or violate (if not) limited access lanes. While there could be a safety impact, this is generally not the case. | |||
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 | restricted lanes information | Not Applicable | Moderate | Moderate |
Broadcast and intended for public consumption. | Should be correct or receiving vehicles may not take advantage of (if licensed) or violate (if not) limited access lanes. While there could be a safety impact, this is generally not the case. In areas with a noted significant safety impact due to illegitimate use of the limited access facility, this may be HIGH. | Should be timely or receiving vehicles may not take advantage of (if licensed) or violate (if not) limited access lanes. While there could be a safety impact, this is generally not the case. | |||
Vehicle | Connected Vehicle Roadside Equipment | vehicle location and motion | Not Applicable | High | Moderate |
This data is intentionally transmitted to everyone via a broadcast. Much of its information content can also be determined via other visual indicators | Incorrect information could lead to the system not operating properly. If the system does not properly know where the vehicle is, it cannot make an accurate decision about whether there is going to be a pedestrian in the crosswalk that the vehicle is approaching. This can have a safety impact.; DISC: NYC believes this to be MODERATE | This data is required for the system to operate properly. If this data is not available, the system cannot give accurate warning information. | |||
Vehicle | Connected Vehicle Roadside Equipment | vehicle profile | Low | Moderate | Moderate |
Includes no PII and probably includes information that could be observed, so no need for obfuscation. | As this information will be used to determine the vehicle's ability to access services or be charged usage fees, it must be correct and not easily forgeable. | This flow enables various services; if the flow is not available the vehicle may not be able to use those services, and also may be charged incorrectly. |
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 |
---|---|---|
CTI 4001 RSU | Dedicated Short-Range Communications Roadside Unit Specifications (FHWA-JPO-17-589) | Connected Vehicle Roadside Equipment |
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 |
NEMA TS4 Hardware Standards for DMS | Hardware Standards for Dynamic Message Signs (DMS) With NTCIP Requirements | ITS Roadway Equipment |
System Requirements
System Requirement | Need | ||
---|---|---|---|
001 | The system shall provide intersection status, lane control information, and other real time traffic control related information to vehicles. | 06 | Traffic Operations need to be able to disseminate the current lane configurations to drivers and other centers. |
002 | The system shall monitor, analyze, and distribute traffic images from CCTV systems under remote control of the center. | 01 | Traffic Operations needs to be able to change the lane configuration including lane destination and use of shoulder lanes on the roadway according to traffic demand in order to actively manage the traffic |
003 | The system shall remotely monitor and control dynamically managed travel lanes. | 01 | Traffic Operations needs to be able to change the lane configuration including lane destination and use of shoulder lanes on the roadway according to traffic demand in order to actively manage the traffic |
004 | The system shall exchange device data, control and status information with other centers to facilitate dynamic lane management. | 07 | Traffic Operations needs to be able to share device data and control with othe traffic managers. |
005 | The system shall monitor traffic conditions and demand measured per lane. | 01 | Traffic Operations needs to be able to change the lane configuration including lane destination and use of shoulder lanes on the roadway according to traffic demand in order to actively manage the traffic |
006 | The system shall receive input from Border Inspection Systems to identify existing and planned lane configurations at the border. | 02 | Traffic Operations needs to be able to manage lane usage on highways and arterials including approaches to border crossings, multimodal crossings, or intermodal terminals. |
007 | The system shall receive input from multimodal crossings such as draw bridges to identify existing and planned lane configurations at the crossings. | 01 | Traffic Operations needs to be able to change the lane configuration including lane destination and use of shoulder lanes on the roadway according to traffic demand in order to actively manage the traffic |
008 | The system shall receive input from an Intermodal Terminal to support monitoring and anticipation of commercial vehicle traffic originating at the depot and requests for dynamic lane management in the vicinity of the depot. | 02 | Traffic Operations needs to be able to manage lane usage on highways and arterials including approaches to border crossings, multimodal crossings, or intermodal terminals. |
009 | The system shall monitor and coordinate dynamic lane controls with adjacent jurisdictions. | 06 | Traffic Operations need to be able to disseminate the current lane configurations to drivers and other centers. |
010 | The system shall determine suggested and required lane control configuration changes. | 01 | Traffic Operations needs to be able to change the lane configuration including lane destination and use of shoulder lanes on the roadway according to traffic demand in order to actively manage the traffic |
011 | The system shall support temporary use of shoulders as travel lanes. | 01 | Traffic Operations needs to be able to change the lane configuration including lane destination and use of shoulder lanes on the roadway according to traffic demand in order to actively manage the traffic |
012 | The system shall activate lane management field equipment that is used to dynamically manage specific lanes and shoulders. | 01 | Traffic Operations needs to be able to change the lane configuration including lane destination and use of shoulder lanes on the roadway according to traffic demand in order to actively manage the traffic |
013 | The system shall identify lane use restrictions, prohibiting specific types of vehicles (e.g., commercial vehicles) from specific lanes. | 04 | Traffic Operations needs to be able to prohibit or restrict of types of vehicles from using particular lanes in order to manage roadway throughput during times of peak traffic or incidents. |
014 | The system shall designate lanes for use by special vehicles only, such as buses, high occupancy vehicles (HOVs), or vehicles attending a special event. | 05 | Traffic Operations need to be able to designate lanes for use by special vehicles only, such as buses, high occupancy vehicles (HOVs), vehicles attending a special event, etc., in order to increase roadway throughput during times of peak traffic, incidents or special events. |
015 | The system shall reconfigure intersections and interchanges for compatibility with the current lane configuration. | 03 | Traffic Operations needs to be able to reconfigure intersections and interchanges and manage right-of-way dynamically including merges in order to increase roadway throughput during times of peak traffic or incidents. |
016 | The system shall notify the enforcement agency of violators of the lane controls. | 06 | Traffic Operations need to be able to disseminate the current lane configurations to drivers and other centers. |
017 | The system shall format and output restricted lane information to field equipment that supports in-vehicle signage communications. | 01 | Traffic Operations needs to be able to change the lane configuration including lane destination and use of shoulder lanes on the roadway according to traffic demand in order to actively manage the traffic |
018 | The system shall provide current lane access requirements and restrictions that effects commercial vehicles. | 04 | Traffic Operations needs to be able to prohibit or restrict of types of vehicles from using particular lanes in order to manage roadway throughput during times of peak traffic or incidents. |
05 | Traffic Operations need to be able to designate lanes for use by special vehicles only, such as buses, high occupancy vehicles (HOVs), vehicles attending a special event, etc., in order to increase roadway throughput during times of peak traffic, incidents or special events. | ||
019 | The system shall remotely control dynamic messages signs for dissemination of traffic and other information to drivers. | 06 | Traffic Operations need to be able to disseminate the current lane configurations to drivers and other centers. |
020 | The system shall retrieve locally stored traffic information, including current and forecasted traffic information, road and weather conditions, traffic incident information, information on diversions and alternate routes, closures, and special traffic re | 01 | Traffic Operations needs to be able to change the lane configuration including lane destination and use of shoulder lanes on the roadway according to traffic demand in order to actively manage the traffic |
021 | The system shall collect current lane configurations status for the driver information systems equipment (DMS, HAR, etc.). | 06 | Traffic Operations need to be able to disseminate the current lane configurations to drivers and other centers. |
022 | The system shall provide information regarding the types of vehicles to allow in lanes to centers managing lane controls. | 02 | Traffic Operations needs to be able to manage lane usage on highways and arterials including approaches to border crossings, multimodal crossings, or intermodal terminals. |
023 | The system shall collect, process, digitize, and send traffic sensor data (speed, volume, and occupancy) to the center for further analysis and storage, under center control. | 05 | Traffic Operations need to be able to designate lanes for use by special vehicles only, such as buses, high occupancy vehicles (HOVs), vehicles attending a special event, etc., in order to increase roadway throughput during times of peak traffic, incidents or special events. |
024 | The system shall measure traffic conditions per lane, under center control. | 02 | Traffic Operations needs to be able to manage lane usage on highways and arterials including approaches to border crossings, multimodal crossings, or intermodal terminals. |
025 | The system shall determine how to change the lane controls to respond to current traffic and road conditions. | 01 | Traffic Operations needs to be able to change the lane configuration including lane destination and use of shoulder lanes on the roadway according to traffic demand in order to actively manage the traffic |
026 | The system shall receive lane management control information from the controlling center. | 01 | Traffic Operations needs to be able to change the lane configuration including lane destination and use of shoulder lanes on the roadway according to traffic demand in order to actively manage the traffic |
027 | The system shall provide guidance and information to drivers regarding current lane configuration and status. | 06 | Traffic Operations need to be able to disseminate the current lane configurations to drivers and other centers. |
028 | The system shall monitor vehicle characteristics and classify individual vehicles. | 01 | Traffic Operations needs to be able to change the lane configuration including lane destination and use of shoulder lanes on the roadway according to traffic demand in order to actively manage the traffic |
029 | The system shall collect vehicle profile information from individual vehicles using field-vehicle communications. | 01 | Traffic Operations needs to be able to change the lane configuration including lane destination and use of shoulder lanes on the roadway according to traffic demand in order to actively manage the traffic |
030 | The system shall monitor current lane usage to determine if vehicles are complying with current lane use restrictions. | 02 | Traffic Operations needs to be able to manage lane usage on highways and arterials including approaches to border crossings, multimodal crossings, or intermodal terminals. |
031 | The system shall capture vehicle information, including vehicle image(s) of vehicles violating current lane usage restrictions and report violations to the controlling center. | 01 | Traffic Operations needs to be able to change the lane configuration including lane destination and use of shoulder lanes on the roadway according to traffic demand in order to actively manage the traffic |
032 | The system shall monitor operational status of the dynamic lane control equipment and report operational status to the controlling center. | 01 | Traffic Operations needs to be able to change the lane configuration including lane destination and use of shoulder lanes on the roadway according to traffic demand in order to actively manage the traffic |
033 | The system shall identify and report fault conditions to the controlling center. | 01 | Traffic Operations needs to be able to change the lane configuration including lane destination and use of shoulder lanes on the roadway according to traffic demand in order to actively manage the traffic |
034 | The system shall include driver information systems that communicate directly from a center to the vehicle radio (such as Highway Advisory Radios) for dissemination of traffic and other information to drivers, under center control. | 06 | Traffic Operations need to be able to disseminate the current lane configurations to drivers and other centers. |
035 | The system shall collect vehicle profile information from vehicles entering the lanes and monitors vehicles within the lanes. | 01 | Traffic Operations needs to be able to change the lane configuration including lane destination and use of shoulder lanes on the roadway according to traffic demand in order to actively manage the traffic |
036 | The system shall distribute the location, duration, and operating parameters for lanes that are reserved. | 06 | Traffic Operations need to be able to disseminate the current lane configurations to drivers and other centers. |
037 | The system shall exchange location and motion information with roadside equipment and nearby vehicles. | 02 | Traffic Operations needs to be able to manage lane usage on highways and arterials including approaches to border crossings, multimodal crossings, or intermodal terminals. |
038 | The system shall provide operating parameters to the roadside in order to identify that it qualifies for use of a restricted lane. | 02 | Traffic Operations needs to be able to manage lane usage on highways and arterials including approaches to border crossings, multimodal crossings, or intermodal terminals. |
039 | The system shall provide vehicle parameters to the infrastructure in order to safely enter, operate within, and exit eco-lanes and other controlled-access lanes. | 02 | Traffic Operations needs to be able to manage lane usage on highways and arterials including approaches to border crossings, multimodal crossings, or intermodal terminals. |
040 | The system shall receive traveler information including traffic and road conditions, incident information, maintenance and construction information, event information, transit information, parking information, and weather information. | 06 | Traffic Operations need to be able to disseminate the current lane configurations to drivers and other centers. |
041 | The system shall receive advisory information, such as evacuation information, proximity to a maintenance and construction vehicle, wide-area alerts, work zone intrusion information, variable speed limits, tunnel entrance restrictions, and other special i | 06 | Traffic Operations need to be able to disseminate the current lane configurations to drivers and other centers. |
042 | The system shall receive indicator and fixed sign information including static sign information (e.g., stop, curve warning, guide signs, service signs, and directional signs) and dynamic information (e.g., current signal and traffic meter states and local | 06 | Traffic Operations need to be able to disseminate the current lane configurations to drivers and other centers. |
043 | The system shall store a translation table for road sign and message templates used for in-vehicle display. | 06 | Traffic Operations need to be able to disseminate the current lane configurations to drivers and other centers. |
044 | The system shall present the received information to the driver in audible or visual forms without impairing the driver's ability to control the vehicle in a safe manner. | 06 | Traffic Operations need to be able to disseminate the current lane configurations to drivers and other centers. |
045 | The system shall present to the driver a visual display of static sign information or dynamic roadway conditions information | 06 | Traffic Operations need to be able to disseminate the current lane configurations to drivers and other centers. |
046 | The system shall provide to the driver an audible presentation of static sign information or dynamic roadway conditions information | 06 | Traffic Operations need to be able to disseminate the current lane configurations to drivers and other centers. |