Content for  TR 22.872  Word version:  16.1.0

This use case describes the traffic monitoring, management and control services supervised by a regional/local authority that has the objective to optimise traffic flow when needed and provide feedback to road users to make traffic more fluent. Decision relating to traffic monitoring and control, congestion and access to some areas for some vehicle (parking, access to city centre) are becoming more complex due to more intensive use of lane management techniques in the future by highway operators. Currently the traffic monitoring relies primarily on video surveillance, Priorities and rules applications to roads and lanes are mostly static, or may be, in some cases, updated in real time with information panels on gantries. As traffic increase, lane choices and priorities become more complex (more diversity in vehicles types and regulations, vehicle automation levels increase, time-varying priorities for different type of vehicles, incentive to use low energy vehicles or car-sharing), some level of decision support assistance will be required. This use cases address a more dynamic implementation, complementing video surveillance monitoring with positioning-related data determined involving the 5G system. The Traffic Management Server (TMS) will monitor the traffic in real time, processing information reported messages transmitted by vehicles and video surveillance installed at key points along roads. Depending on the traffic situation, planned public work, need for emergency route, etc. the Traffic Management Server (TMS) will send message to vehicles via the 5G network to give them guidance and updates. For instance, some of the vehicles might be requested to maintain the lane they are on others might be asked to change to other lane due to various reasons (crowded lane, vehicle class not allowed on the current lane etc.). Traffic management will monitor vehicles at the level of lane, this and therefore need to reference any positioning information to the map of the infrastructure (roads, lanes) and manage the vehicles' positioning information over multiple road segments and long distance. It is also necessary to be able to distinguish superposed road segments and lanes (typically bridges, large highway crossings, etc.). This use case therefore needs both horizontal and vertical absolute positioning. TS 22.186 v15.2.0 defines relative positioning requirements, primarily for platooning. In the case where relative positioning information is transposed into absolute 3D positioning information using LTE positioning technologies, the resulting accuracy would not be sufficient for the proposed use case. To satisfy the use cases, the vehicle position needs to be determined with an accuracy able to identify the lane the vehicle is using. The TMS collects data received (user location, crash alert, driving speed, etc.) from the road traffic participants in the areas it is covering, provides traffic guidance to road users and modifies rules and priorities applicable to the different lanes. The TMS uses the position-related data to check that the drivers are indeed applying the new rules and priorities. The positioning-related data provided to the TMS by the UE and/or the System (e.g. vehicle location, speed, heading, etc.) need to be trustworthy and/or allow the TMS to investigate and check their trustworthiness. For instance, Users (and third parties) should not be able to fraud the TMS' control by tampering the positioning-related data, for example, to drive on a newly unauthorised lane.

The vehicle is equipped with a 5G communication module and a 5G positioning module. These modules can be integrated in the smartphone of the vehicle's user. The positioning module provides vehicle position, velocity and time information. This positioning module can use a combination of 3GPP technologies and non-3GPP technologies. This includes, but not limited to, GNSS (e.g. BeiDou, Galileo, GLONASS and GPS), Terrestrial Beacon Systems (TBS), Bluetooth, WLAN, RFID, and sensors, eventually complemented with data to enhance these technologies. A regional TMS exists and is connected to a 5G Network. The TMS is used by relevant local authorities and overlooks only regional/local geographic areas and has the role of ensuring proper lane management according to the changing traffic conditions. Environments: outdoors and indoors (tunnels), within 5G positioning service area.

The 5G positioning module enables the 3GPP system to determine its current location at a high rate. The frequency of the location reporting may change according to the application requirements. The 5G positioning module reports location information, velocity and heading to other vehicles and infrastructure (Road Side Unit). At any time, the 5G positioning module shall be able to report its location information. The TMS has access to velocity information with a certain accuracy e.g. less than [1] m/s. The Server advises for changing lanes, checks if user is allowed to be in a lane, recommends staying in the lane, etc.

The vehicle's users benefit from optimized flow management, up to date information on the traffic, and will always drive on the correct lane. TMS collects and aggregates traffic info at lane level and allows road operator to optimise road management (lane) to avoid congestions and improve the traffic flow. However, at no point the TMS would know from which vehicle (or user) this information came from and will not disclose to 3rd parties any position - related data provided by road users.

The 5G System shall be able to provide positioning service with a horizontal accuracy of [1] m across-track and [3] m along-track for UE speed up to the maximum speed authorized on highways (e.g. [130-160] km/h). The 5G System shall be able to provide positioning service with a vertical accuracy of [2.5] m for speed up to the maximum speed authorized on highways (e.g. [130-160] km/h). The 5G System shall be able to provide positioning service with an availability of [95] %. The 5G System shall be able to provide positioning service with a TTFF less than [10] s. The 5G System shall be able to provide positioning service with an update rate of [10] Hz. The 5G System shall be able to provide positioning service with a latency of less than [30] ms. The 5G System shall be able to ensure the positioning-related data are secured. The 5G System shall support mechanisms to protect positioning-related data against tampering and spoofing. The 5G System shall support mechanisms to detect tampering attempts on the position-related data and spoofing. The 5G System shall be able to support the protection of the UE's privacy.

Road-User Charging (RUC) defines generic services monitoring a vehicles position (and/or motion) with the aim of levying a charge or a tax on the vehicle's user, based on the way the road infrastructure is used by the user. It may apply to any kind of road (local and national network, motorways and can be expanded to access control to urban areas or parking) and may target all kinds of vehicle, primarily:

• Personal vehicles, for applications such as Pay-as-you-drive (PyD) such as insurance and car as a service, management of traffic congestion and incentive for certain vehicle energy or car-sharing (dissuade use of low occupancy vehicles on high occupancy lanes, etc.)
• Professional vehicles, for applications such as road tolling (based on distance, time, type of vehicle and freight, period of day or week, availability of alternative multimodal transports schemes, etc.)

Originally, RUC services relied on static, rigid implementations, either access control to road (tolling booth) or annual fees (insurances) and taxes per vehicles. The development of LBS technologies allows the implementation of dynamic and highly flexible RUC services: an On-board Unit (OBU) enables the determination of the vehicle's position and motion (e.g. velocity or velocity profile) and reports this information to the RUC system (for instance, a regional or national processing facility). The latter applies RUC algorithms to establish the fee to be charged. The RUC algorithms may be adapted to evolving needs and applications, expand the coverage in terms of the charged road and conditions without the need to deploy new infrastructure like tollbooth, gantries, etc. The RUC algorithms may also apply different charging strategies according to traffic condition (congestion, period of day), lane occupancy or priorities (priority vehicle, incentive for car sharing, management of specific freight or hazardous materials, etc.), velocity profile. Consequently, the position-related data should be accurate enough to determine the position of the vehicle at lane level and to determine the vehicle's velocity with good accuracy. The positioning-related data provided to the RUC Application Server need to be fully trustworthy: reliability, integrity, high confidence level and protection against tampering are key aspects for any RUC service. Users (and third parties) should not be able to fraud the RUC Application Server by tampering the positioning-related data in order to avoid application of the charges.

The user or the user's vehicle is equipped with a RUC OBU, comprising a 5G communication module and a 5G positioning module. This positioning module can use a combination of 3GPP technologies and non-3GPP technologies. This includes, but not limited to, GNSS (e.g. BeiDou, Galileo, GLONASS and GPS), Terrestrial Beacon Systems (TBS), Bluetooth, WLAN, RFID, and sensors, to allow the RUC system to determine vehicle position-related data. The RUC Application Server is connected to a 5G Network, and it includes algorithms to compute the charges, monitors the traffic and manage fraud detection algorithms. The environment of use is primarily outdoor, including urban areas and rural areas (wide coverage area), but includes also road tunnels and parking areas, which may obstruct positioning signals.

The 5G positioning module enables the 3GPP system to determine position, velocity (or velocity profile). The frequency of the determination may vary according to the RUC application requirements. Indeed, depending on the application, determination of the position-related data needs to be achieved in close-to-real-time or not. Insurance and PyD applications may handle charging on a regular, for instance on a monthly or yearly basis. This information is reported to the RUC Application Server in addition with information relating to the user (including type of vehicle and transported passenger or freight). For what regards road user charging, one can distinguish two main types of applications. The first one deals with levying a fixed tax depending on the road that is taken by the vehicle. In this case, the position information shall be available each time with a periodicity of 1s but the information can be reported to the central application server by packets in non-real time. The second type of application deals with a dynamic fees level in order to control dynamically the traffic. In this case, real time reporting shall be insured. For PyD insurance applications, the position data information shall be available each second in order to compute distances. Report shall be sent periodically to the central server. In all cases, Integrity of the information shall be insured all along the information chain

The user is charged according to its use of the road infrastructure or according to the use of the vehicle and driving behaviour. The operator of the road infrastructure has access to additional information to plan his operations (evolution and capacity increase, maintenance, etc.). The processing (determinist or statistical analysis) of the reported information brings additional benefits to the road user community, enabling by-products for the operators of road infrastructure, like for instance:

• Traffic flow statistics and management (including real time traffic management, establishment of priority lanes according to period of day, etc.)
• Feedback of road usage, to plan for road evolution (increase of capacity, bypass route) or maintenance (for instance, in case of more heavy traffic on some roads or lane)
• More secure traffic for all road users.

The 5G System shall be able to provide positioning service with a horizontal accuracy in the range [1 - 3] m, an update rate of [1] Hz and an availability of [99] % for speed up to [130 km/h]. The 5G System shall be able to provide velocity information with an accuracy of [2] m/s, an update rate of [1] Hz and an availability of [99] % for speed up to [130 km/h]. The 5G System shall be able to provide positioning service with a TTFF less than [10] s. The 5G System shall be able to provide positioning service with a user density up to at least [1000 per km²]. The 5G System shall support mechanisms to protect positioning-related data against tampering and spoofing. The 5G System shall support mechanisms to detect tampering and spoofing attempts on the position-related data.