Issue Survey Report

Advanced ITS and Automated Driving

Using Cellular Communications Technologies

January 2021

ITS Info-communications Forum

Cellular System TG

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 Revision History

Version Areas of
Date Reasons for revisions Details of revisions
No. revision
1.0 June 18, 2019 Established Newly established
Chapter 1: Glossary and
Trends in Standardization
updated
Chapter 2: Use Cases with
Both Short Range
Communications and Wide
Area Communications added
Chapter 3: Compatibility of
MEC Installation Sites added
Information updated
Chapter 4: Business Model
2.0 January 12, 2021 Throughout and additions
Diagram added
investigated
Chapter 5: Text added in
conjunction with the above
revisions
Chapter 6: Text added in
conjunction with the above
revisions
A.3: Content extensively
revised
A.4: Newly added

The ITS Info-communications Forum plans to update the content of this document through further investigation, and
if revisions are made, will issue a revised document indicating the version number and the details of the revisions.

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 Introduction

The research and development and policy discussion for advanced ITS and the creation of an automated driving
society are active on a global scale. Activities toward practical application are being undertaken in various countries
e.g., the Connected Vehicle Pilot Deployment Program [1] is being implemented in the United States, and projects
such as C-ROADS [2] and Nordic Way [3] are being carried out in Europe. In China, large-scale trials and commercial
deployment are underway in Wuxi and other regions [4], [5]. Amidst this international competition, the Public-Private
ITS Initiative/Roadmaps [6] sets forth strategies for Japan to maintain and develop global cutting-edge ITS and allow
the public to enjoy the benefits of the world's leading road transport society, and various demonstration trials and other
initiatives are being carried out such as investigations by the Panel on Business Strategies for Automated Driving [7]
and the Cabinet Office SIP-adus project [8]. The ITS Info-communications Forum is also conducting investigations in
the information and communications fields necessary for practical application of ITS, issuing guidelines, proposing
standards compatible with the ARIB standards, and taking other measures. In Japan, DSRC systems (ETC and ETC
2.0) fee collection and various information services using 5.8 GHz-band-based vehicle to infrastructure
communications) and ITS Connect (safe driving and traffic smoothness services using 700 MHz-band-based vehicle
to infrastructure and vehicle to vehicle communications) have already been put into practical services that use DSRC
systems in the ITS frequency bands described in ITU-R M.2121. Moreover, the Advanced Expert Committee, Cellular
System TG, of the ITS Info-communications Forum is investigating raising the level of ITS and automated driving by
using cellular communications technologies.

As one of methods for inter-vehicle and vehicle to roadside device communications, standard specifications such as
cellular V2X based on cellular communications technologies have been specified by the 3GPP, and investigation and
trials of these technologies are underway regarding the possibility that these communications technologies can
contribute to the advancement of ITS and automated driving. Technology that uses cellular communications
technologies and makes it possible for vehicles to connect with all other devices is referred to as cellular V2X and
includes on-road and roadside short range communications (using a wireless interface referred to as PC5) such as
vehicle to vehicle (V2V), vehicle to infrastructure (V2I), and vehicle to pedestrian (V2P) and wide-area
communications with vehicles via cellular networks made up of base stations and a core network (vehicle to network
(V2N) using a wireless interface referred to as Uu). Possibilities for V2N also include communications by vehicles with
pedestrians and roadside devices via cellular networks. This is referred to as a vehicle to network to everything
(V2N2X).

Overall Structure of Cellular V2X

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In addition to inter-vehicle information sharing, ITS using communications technology makes it possible to deliver to
vehicles information on roadside devices or network servers collected by sensors installed in vehicles and on
infrastructure, and also possibly adding new value to such information already held on roadside devices or network
servers. Compared to data collection and processing by individual vehicles, ITS can (i) use data collected not only
from sensors on the subject vehicle but also from other vehicles and infrastructure to expand the possible scope of
sensing and (ii) increase processing capacity by processing data not only by the subject vehicle, but also by using
the processing capacity of roadside devices and network servers. With regard to automated driving too, autonomous
control of individual vehicles has been demonstrated, but it is expected that operational restrictions will be reduced in
conjunction with communications and there will be areas where improved functions or performance and added value
can be provided. By using already deployed ITS in conjunction with cellular V2X, it will be possible to increase the
added value provided to ITS and automated driving, and demonstration of basic performance is currently continuously
being verified.

While there are these significant expectations towards cellular V2X and verification and deployment are being
conducted based on actual operations, it is necessary to consider business feasibility, operations, and so on in each
region [9], [10], [11]. Specifically, there are many possible investigation items other than communications performance
such as frequency allocation, the possibility of coexistence with current systems, the suitability and reliability of
communications methods, potential for future expansion, business models that take into consideration ongoing
maintenance and management, and legislation. Furthermore, it is possible that in addition to established ITS service
providers, entry by new parties and a necessity to develop of new business models will arise, and thus, these
measures require adequate prior consideration.

The first version of this document was issued in June 2019 with the aim of organizing the issues identified for achieving
advanced ITS and automated driving using cellular V2X, and also the aim of accelerating future investigation of the
effectiveness, identification and resolution of issues of cellular V2X in Japan. This revised version has additional
investigations and information on the latest situations around the world. Chapter 1 describes basic terminology relating
to cellular V2X and provides an overview and the future outlook for the introduction of cellular systems and 5G.
Chapter 2 describes use cases incorporating the expectations for communications, and Chapters 3 and 4 describe
the respective architectures and business models. Chapter 5 describes distinctive issues of cellular V2X, methods of
combining short range communications (V2V/V2I/V2P) with wide-area communications (V2N), methods of developing
infrastructure, and issues identified from the perspectives of communications, information, and services. Chapter 6
provides an overall summary.

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 Contents
Chapter 1 Current Status and Outlook of Cellular Communication Systems .................................................... 1
1.1 Glossary ............................................................................................................................................... 1
1.2 LTE ....................................................................................................................................................... 2
1.2.1 Wide Area Communications (V2N) Overview ..................................................................................... 2
1.2.2 Short Range Communications (V2V/V2I/V2P) Overview..................................................................... 3
1.2.3 Trends in Standardization .................................................................................................................. 3
1.3 5G and NR ............................................................................................................................................ 3
1.3.1 Wide Area Communications (V2N) ..................................................................................................... 4
1.3.2 Short Range Communications (V2V/V2I/V2P) .................................................................................. 5
1.3.3 Trends in Standardization .................................................................................................................. 5
1.3.4 Current Status of Frequencies ........................................................................................................... 6

Chapter 2 Use Case Expected for Communications and Their Roles ............................................................ 10
2.1 Selection of Use Case Examples Focusing on Information update interval............................................ 10
2.1.1 Use case 1: Collision avoidance and emergency braking due to falling object, vehicle involved in accident,
etc. ....................................................................................................................................................... 13
2.1.2 Use case 2: Intersection passage support/Dilemma zone avoidance/Red traffic signal warning using
traffic signal cycle information ...................................................................................................................... 14
2.1.3 Use case 3: Lane change support/route selection using information on the presence of an obstacle,
broken-down vehicle, etc. ............................................................................................................................ 16
2.1.4 Use case 4: Vehicle avoidance support using information on a nearby emergency vehicle ................ 17
2.1.5 Use case 5: Route reselection using construction and regulatory information.................................... 17
2.2 Selection of Use Case Examples Also Using Combined Wide Area Communications ............................ 18
2.2.1 Use case 1: Vehicle Group Presence Information near a Highway Exit ............................................. 19
2.2.2 Use case 2: Information on Road Hazards ....................................................................................... 21
2.2.3 Use case 3: Fast Emergency Vehicle Preemption Taking into Consideration Emergency Vehicle Routes
....................................................................................................................................................... 23
2.2.4 Use case 4: Accident Site Status Recording and Reporting Service .................................................. 24
2.2.5 Use case 5: Platooning Security, Authentication, and Billing ............................................................. 27
Chapter 2.2 Summary ..................................................................................................................................... 27

Chapter3 Communications Architecture ...................................................................................................... 28

3.1 System Structure................................................................................................................................. 28
3.2 Short Range Communications (V2V/V2I/V2P) Architecture ................................................................... 29
3.2.1 Protocol Stack ................................................................................................................................. 29
3.2.2 Communications Architecture .......................................................................................................... 29
3.2.3 Security........................................................................................................................................... 31
3.2.4 Support of Multiple MNO ................................................................................................................. 31
3.3 Wide Area Communications (V2N) Architecture.................................................................................... 31
3.3.1 Communications Architecture .......................................................................................................... 31
3.3.2 Protocol Stack ................................................................................................................................. 32
3.3.3 Geo-messaging ............................................................................................................................... 32
3.3.4 Security........................................................................................................................................... 33
3.3.5 Support for MEC and Multiple MNO ................................................................................................. 33

Chapter 4 Business Models ......................................................................................................................... 36

4.1 Stakeholders under Each Use Case .................................................................................................... 36
4.2 Cost Factors in Cellular V2X Business ................................................................................................. 37
4.3 Approach to V2V ................................................................................................................................. 38
4.4 Approach to V2I/N ............................................................................................................................... 38

Chapter 5 Organization of Issues ................................................................................................................. 42

Chapter 6 Summary .................................................................................................................................... 44

Appendices ................................................................................................................................................... 45
A.1 Detailed Glossary ................................................................................................................................ 45
A.2 Features of LTE V2X (PC5; V2V/V2I/V2P) Communications Performance ............................................ 49
A.3 Configuration Parameters Consideration for LTE-V2X Operation .......................................................... 53
A.4 Use cases that were not selected in chapter 2.2................................................................................... 54

References ................................................................................................................................................... 55

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Chapter 1 Current Status and Outlook of Cellular Communication Systems

1.1 Glossary

The main terms used in this document are outlined in Table 1.1, with reference made to 3GPP documents [12], [13],
[14]. Other detailed terms can be found in the appendix.

Table 1.1 Glossary

Terms Meaning / Explanation
Cellular V2X, C-V2X Cellular V2X is a technology that uses cellular communications such as LTE and 5G NR and
makes it possible for vehicles to connect with all others. It includes short range
communications such as vehicle to vehicle, vehicle to infrastructure, and vehicle to a
pedestrian on the road and roadside and wide area communications where vehicles use
cellular networks consisted of base stations and a core network.
LTE A 3.9 or 4th generation cellular wireless access technology standardized by 3GPP. Currently,
3GPP Release 8 to Release 16 are specified.
LTE V2X Cellular V2X using LTE.
5G The 5th generation cellular wireless access technology standardized by 3GPP. It includes
NR and LTE Release 15 and later. In general, NR is often recognized as a representative
5G wireless interface.
NR, 5G NR The new wireless access technology standardized by 3GPP for 5G. Only wide area
communications via base stations have been standardized in Release 15, and short range
communications is standardized in Release 16.
NR V2X Wide area and short range communication based on NR in cellular V2X.
Wide area communications, These terms mean wide area communications between mobile devices and base stations.
Downlink/uplink, Uu, V2N2X In this document, these terms can also include communications via core networks and
application servers; also referred to as V2N2V/V2N2I/V2N2P.
Downlink Communications from a base station to a mobile device in wide area communications
Uplink Communications from a mobile device to a base station in wide area communications
Short range communications, These terms mean short range direct communications between mobile devices, i.e., vehicle
sidelink, PC5, V2V/V2I/V2P to vehicle or vehicle to pedestrians. Short range communications based on LTE is
standardized in Release 14. Short range communications based on NR is standardized in
Release 16.
Base station, NB, eNB, gNB Base station means the equipment that communicates with mobile devices in the cellular
network. A base station supports one or multiple cells.
NB (node B) is a WCDMA base station.
eNB (e node B) is an LTE base station.
gNB (g node B) is an NR base station.
Mobile station (MS), user Devices that communicate with networks in the cellular network. Strictly speaking, mobile
equipment (UE) station and UE are different because mobile stations do not include SIM and UE include SIM,
but in many cases, they are not distinguished.
Cell A certain geographic area to which a base station transmits radio waves on a single
frequency and is uniquely recognized by mobile devices.
Roadside unit (RSU) Although there are terminal-type RSU that communicate with mobile devices using short
range communications and base station type RSU that communicate with mobile devices
using wide area communications, in this document, base station type devices are not
referred to as roadside units, and roadside units mean terminal-type devices that
communicate with mobile stations using short range communications. RSU can connect to
networks using wide area communications.
Mobile Network Operator A telecommunications business operator that provides mobile communications services and
(MNO) develops or operates wireless stations related to those mobile communications services.
Mobile Virtual Network A telecommunications business operator that provides mobile communications services
Operator (MVNO) provided by an MNO or by connecting to an MNO and does not develop or operate wireless
stations related to those mobile communications services.
Subscriber Identity Module A module that contains identification of a mobile phone subscriber and subscription and plays
(SIM) a major role in cellular network security in wide area communications.
Multi-access Edge Having application layer computing resources close to base stations or core network in the
Computing (MEC) cellular networks instead of having them in the cloud outside of the cellular network to reduce
the latency and so on.
Communication latency In communication-related documents published by such as ITU-R and 3GPP, the
communication latency often means the shortest latency in one direction under the condition
that the communication device is in active state and the light load on the wired and wireless
communication links. Further consideration is necessary on the systemic latency on the

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 following points 1) data generation frequency and latency in the sensors and communication
data generation units, 2) the effects and variation under heavy loads on wired and wireless
communication links, 3) the time required for the retransmissions to ensure reliability, and 4)
whether the communication units is always active or not.

1.2 LTE

V2X can be broadly divided into (1) V2N (wide area communications) and (2) V2V/V2I/V2P (short range
communications). (1) V2N refers to communications from a terminal via MNO base station. Used primarily for current
commercial services such as smartphone and on-board communications modules. In cases where it is used for
vehicle to vehicle communications, it is referred to as V2N2V, V2N2X is also referred to as a form of V2X service
using V2N. (2) V2V/V2I/V2P refers to direct communications between terminals that do not go through an MNO's
base station.

1.2.1 Wide Area Communications (V2N) Overview

➢ Communications from a terminal that goes through an MNO's base station. Communications are provided by
nation-wide coverage using base stations connected to a core network.
➢ Normally, a SIM card or eSIM is installed in a terminal. A contract is entered into with an MNO or an MVNO (i.e.,
subscription)1. Generally, each MNO installs its core network and base station facilities (towers, antennas, and
BTS (Base Transceiver Stations)).
➢ As an exception, some of the base station facilities, such as antennas, are shared in underground spaces.
➢ A base station facility of a particular MNO can be connected only to 1) terminals equipped with a SIM card of
that MNO or 2) terminals equipped with a SIM card of an MVNO which have roaming agreements with that
MNO.2
➢ In principle, all communication traffic with the terminal flows to the MNO or MVNO core network, and from there
it is transferred to a cloud server, a terminal under the same MNO or MVNO, or terminals of other MNO or MVNO.
➢ As a special case, standardization proposals have been made for a system performs “local-breakout” routing
where traffic is not routed to the core network and is currently in the field trial phase. In that system, a kind of
MEC identifies a portion of the traffic and route the identified traffic so that they don’t route into a core network.
➢ Priority control of traffic has been standardized3 and implemented. However, even when a priority control is
performed, an MNO does not guarantee QoS (e.g., an outgoing call, communication bandwidth, transmission
delay, etc.) in terms of neither the communications bandwidth nor the placement of the base stations.
➢ The extended functions for short range device-to-device direct communications such as defined in 3GPP
Release 14 is not mandatory for wide area communications.
➢ Although LTE is mainly operated by unicast, multicast technologies (e.g., eMBMS, SC-PTM) are also
standardized. The eMBMS is in the field trial phase in Japan [15], [16], and there are some countries where it is
in practical use.
➢ LTE is currently a main-stream of commercial cellular services. However, most LTE terminals also support legacy
standards such as GSM, WCDMA, and HSDPA/HSUPA. Consequently, LTE terminals support connectivity on
networks such that support only legacy standards. As the initial LTE standard supported the coexistence of
multiple standards on networks, it is expected that LTE terminals will continue to support the coexistence of the
standards. In addition to that, base stations adjust radio parameters according to the capabilities of the terminals.
In that way, new standards can be added to the older LTE standards while securing coexistence in the same
networks.

1
As an exceptional case, there are privately-operated LTE networks that does not use SIM or eSIM. For example, 1.9 GHz band
sXGP (shared eXtended Global Platform), introduction of LTE technology to 900 MHz band private mobile communication systems,
and MulteFire using 2.4 GHz band and 5 GHz band.
2
MNOs enter into agreements with other MNOs or MVNOs to allow shared use of their base station facilities and some core
networks to provide connectivity outside service territories such as in other countries.
3
According to the 3GPP, the priority (QCI; QoS Class Identifier) of the 15 stages (in the case of Release 14) is determined
according to the presence or absence of a bandwidth guarantee, latency, priority, packet loss rate, and so on. For example, i n
cases of problematic services such as cutting out as in VoLTE voice, there is a bandwidth guarantee with priority 2 and high
priority equivalent to latency of no more than 100 ms, QCI is 1. On the other hand, in the case of low real -time services such as
web browsing and email, a low priority QCI with no bandwidth guarantee is generally set.

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1.2.2 Short Range Communications (V2V/V2I/V2P) Overview

➢ Refers to communications between terminals that do not go through an MNO's base station. Because of this,
compared to wide area communications that go through base stations, the communication range is limited, but
communication outside the base station territory is possible and communication with short latency compared to
wide area communications is possible. Unlike wide area communications, it is necessary for the terminals to
support V2X dedicated functions defined in Release 14.
➢ The presence of a SIM in terminals is not necessary, and communication without a subscription with an MNO is
possible. Because of this, by using common (unlicensed) frequencies, direct communication between terminals
is possible even if the MNOs for the wide area communication is different for each terminal.
➢ The communication protocol and data format are designed for low-latency transmission of the small packets
(e.g., several hundred to several thousand bytes). High-data rate communications are not assumed.
➢ Operation using broadcast is assumed mainly. However unicast is also supported in the standard.
➢ How the wide-area communication function and the short-range communication function are co-existed within a
terminal depends on the implementation of the terminal or chipset. However, the standardized specifications
require the independent operation of the wide-area communication function and the short-range communication
function, except in the case where the frequencies used for wide-area communication and short-range
communication are close to each other. When the independent operation is difficult, it is possible to give priority
to the transmission of the short-range communication.
➢ Release 15 LTE V2X terminals also have Release14 LTE V2X equivalent functions. Therefore, when operating
in an environment where Release 14 terminals and Release 15 terminals are intermingled, it is expected that
backward compatibility can be supported by transmitting and receiving the basic communication in a
conventional communication standard such as Release 14.
➢ In network scheduled operation mode (mode 3), the network centrally controls the allocation of wireless
resources. In UE autonomous resources selection mode (mode 4), each terminal autonomously allocated
wireless resources.
➢ Priority control and congestion control are standardized. However, even if priority control applies, it does not
guarantee communications performance.
➢ Regarding priority control, section 4.4.5.1 of TS 23.285 [14] describes conditions applied in both the network
scheduled operation mode (mode3) and UE autonomous resources selection mode (mode4). It also described
the additional conditions for mode 3, and additional conditions for mode 4 respectively. The PPPP (ProSe Per-
Packet Priority) [17] mechanism described in 5.4.6.1 of TS 23.303 is applied to the communication using the
PC5. There are 8 priority classes in PPPP, but if so-called "mapping" (e.g., linking PPPP priority 1 to LTE QCI
(See Section 1.2.1.) 1 or 2) is not standardized, it will be a future operational issue.

1.2.3 Trends in Standardization

➢ Release 8 Introduction of LTE

➢ Release 9 Introduction of eMBMS (broadcasting in downlink)
➢ Release 12 Introduction of D2D (short range communications for public safety)
➢ Release 13 Introduction of SC-PTM (broadcasting in downlink)
➢ Release 14 Introduction of D2D specifications for V2V/V2X, SC-PTM for V2X
➢ Release 15 Throughput enhancement of D2D, introduction of time slot reduction, etc.
➢ Release 16 Introduction of some control from NR wide area communications to LTE V2X short range
communications

1.3 5G and NR

With regard to fifth-generation mobile phone systems (5G), they are expected to support various use scenarios
including further advances in high-data-rate and high-capacity communication (enhanced Mobile Broadband; eMBB),
machine type communication that enables multiple simultaneous connections (massive Machine Type
Communications; mMTC), and ultra-reliable, ultra-low-latency communications (Ultra-Reliable and Low Latency
Communication; URLLC) [11]. With 3GPP, in addition to 5G as an extension of LTE, standardization of NR (New
Radio), which is a new radio access technology that can achieve large gains without backward compatibility with LTE
and LTE-Advanced, has been carried out. In NR, in consideration of various usage scenarios, in addition to the
frequency band used by existing LTE, the usage of the high-frequency band up to about the 100 GHz band is
supported. Various subcarrier spacing, low-latency resource allocations, and other standardization of flexible wireless
interfaces and wireless performance requirements for high-frequencies are being adopted [18].

Wide area communication (V2N), which the terminal communicates via the mobile operator’s base station, and short
range communication (V2V/V2I/V2P), which the terminals communicates directly without going through a mobile
operator’s base station, are available in NR similar to LTE. Wide area communications of NR were standardized in
Release 15, and short range communications of NR were standardized in Release 16.

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 Enhanced mobile broadband

Gigabytes in a second

3D video, UHD screens

Work and play in the cloud

Smart home/building
Augmented reality

Industry automation

Voice Mission critical application

Smart city Self driving car

Future IMT

Massive machine type Ultra-reliable and low latency

communications communications
M.2083-02

Figure 1.1 IMT for 2020 and beyond Use case (from Recommendation ITU-R M.2083-0)

1.3.1 Wide Area Communications (V2N)

For wide area communication (V2N), which the terminals communicate via the mobile operator’s base station, the
first specification for NR i.e. Release 15, supports two types of connection: non-standalone and standalone. Non-
standalone provides an wireless communication area by combining NR and LTE and connects to a core network
referred to as EPC (Enhanced Core Network), while standalone provides an communication area using NR only and
connects to the 5G CN (5G Core Network). In outside the NR coverage area regardless of the non-standalone and
standalone, the seamless connectivity to the network is provided as the terminals usually support LTE and earlier
cellular wireless standards.

LTE uses the subcarrier spacing of 15 kHz and the basic wireless data allocation unit is 1ms. NR uses multiple
subcarrier spacings described below and it enables to shorten the latency because basic wireless data allocation unit
is shortened.

The basic wireless data allocation unit is 1 ms in subcarrier spacing of 15 kHz

The basic wireless data allocation unit is 0.5 ms in subcarrier spacing of 30 kHz
The basic wireless data allocation unit is 0.25 ms in subcarrier spacing of 60 kHz
The basic wireless data allocation unit is 0.225 ms in subcarrier spacing of 120 kHz

The shorter latency can be also obtained without changing subcarrier spacing by symbol level allocation in addition
to the allocation using the basic wireless data allocation unit. The decoding results notification by symbol level
indication shorten the delay for the retransmissions. With these latency reduction techniques, basic function of Ultra-
Reliable and Low Latency Communications (URLLC) was achieved in Release 15, and the reliability and the latency
were further advanced in Release 16.

Release 16 specification can achieve reliability of 99.999% and the communication latency of about 0.5 to 1 ms for
the use case such as remote driving, factory automation and AR/VR [19], [20], [21]. In remote driving, 3GPP
standardization assumed the requirement of end-to-end latency of 5 ms, reliability of 99.999%, and data speeds of
25 Mbps for uplink and 1 Mbps for downlink [21]. These requirements are achieved by the functions including 1)
flexible and frequent downlink and uplink physical layer control signals, 2) flexibility of the repetition of uplink
transmissions, 3) prioritization at the physical layer, 4) the transmission cancellation function to protect the other
terminal's priority transmission, and 5) extension of the transmission without physical layer control signal. Prioritization
at the physical layer means the terminal is informed of two levels notification of the physical layer priority and the
terminal cancels the low priority transmission depending on the situations.

Services that can be achieved with LTE Uu are fundamentally all covered in NR, but multicast has not been
standardized in Release 15 and Release 16, and plans are to be standardized in Release 17. NR terminals supporting

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earlier standards including LTE and the connectivity to networks in areas that do not support NR is possible by these
earlier standards including LTE. The control by the base stations according to terminal capacity enables to add new
functions such as those in Release 16 while ensuring coexistence in networks. For the NR subcarrier spacing of 15
kHz, dynamic spectrum sharing (DSS), which can dynamically share wireless resources with LTE according to the
traffic volume, is specified.

General rule is the NR terminal has four receiver antennas, but onboard terminals embedded in vehicles that are
permanently connected to an external antenna is allowed to have only two receiver antennas.

1.3.2 Short Range Communications (V2V/V2I/V2P)

Short range communications based on NR whereby terminals communicate directly with each other without going
through a base station of the mobile operator were standardized in Release 16 [22], [23], [24], [25].

➢ Compared to wide area communications through a base station, the communication range is limited, but
communication is possible even outside the base station area. Compared to wide area communication using
URLLC, the minimum latency in the wireless segment is relatively long, but compared to short range
communication using LTE, the minimum latency in the wireless segment is shorter thanks to the use of high
subcarrier spacing such as 30 kHz and reliable thanks to the feedback to the sender of the decoding result. The
terminals are required to equip the specific short range V2X function compared with the terminal support only
wide area communications.
➢ It is not a replacement for LTE V2X, but it is standardized as a complement to LTE V2X for more advanced use
cases. However, this does not mean that basic use cases cannot be supported. Which technologies are to be
used for which use cases is a decision of the regional standards bodies and the ecosystem of automobile
industry of each country.
➢ Similar to LTE based short range communications, the existence of SIM is not essential, and communication is
possible without a contract with a mobile operator. This means that terminals with the different contracts of wide
area communications mobile operators can communicate directly by using shared frequencies.
➢ The system design is optimized for low-latency of packet size from several hundred to 10K bytes.
➢ The system design is more optimized for aperiodic transmission compared with LTE-V2X.
➢ The same wireless resources can be shared among broadcast, groupcast, and unicast (one-to-one
communications). Notification of decoding results in the physical layer (HARQ feedback) is supported for
groupcast and unicast. In addition, two layer MIMO operation and the reporting of the wireless channel status
to the sender known as CQI/RI are supported for unicast.
➢ For groupcast, two types of group formation method are supported: one is to form groups by approaching to a
certain distance and its use case is primarily sensor sharing. The other is to form groups in the application layer
and its use case is primarily platooning.
➢ Similar to NR wide area communications, subcarrier spacing of 15 kHz, 30 kHz, 60 kHz, and 120 kHz are
supported, and the specifications also cover millimeter wave communications, but there is no optimization
specific to millimeter wave. Also, the performance has not been specified with millimeter wave operation.
➢ Although how to both wide area communication functions and short range communication functions are realized
in the terminal depends on the terminal or the chipset, the specifications require that the wide area
communication functions and short range communication functions operate independently except in cases
where the frequencies used for wide area communications and short range communications are close to each
other. In cases where independent operation would be difficult, prioritization may be applied to wide area
communication functions or short range communication functions.
➢ In network scheduled operation mode (mode 1), the network centrally controls the allocation of wireless
resources. In autonomous resources selection mode (mode 2), each terminal independently allocates wireless
resources.
➢ Priority control and congestion control are standardized. However, even if priority control applies, it does not
guarantee communications performance.

1.3.3 Trends in Standardization

The first version of of NR were specified in Release 15 in June 2018. In Release 15, eMBB and URLLC were specified.
In Release 16, which was completed in June 2020, various enhancements were made such as improving the reliability
of URLLC including use cases for remote driving and specifications for inter-vehicle communications based on NR.
Release 17 standardization began in May 2020. Under Release 17, NR short-range communications will include low
power consumption to support VRUs (vulnerable road users) such as pedestrians.

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1.3.4 Current Status of Frequencies

1.3.4.1 Exclusive Frequencies for ITS

1.3.4.1.1 United States

In the United States, the ITS band, 5850 MHz – 5925 MHz, using DSRC technology was allocated in 1999, and in
December 2019, the FCC made a proposal to change the ITS band by reducing it to 30 MHz (20 MHz for LTE-V2X
and the remaining 10 MHz for LTE-V2X or DSRC. On November 20, 2020, the 1st R&O (Report and Order [26] was
issued to make 5895 MHz – 5925 MHz the ITS band using C-V2X (LTE-V2X/NR-V2X) and allocate the 5850 MHz –
5895 MHz band as an unlicensed band. It is required that the DSRC that has been used until now be shifted to C-
V2X after a certain period. The transition period and method will be subject to further investigation in the future.
Reserved

DSRC

5850 5855 5865 5875 5885 5895 5905 5915 5925

[MHz]

Figure 1.2 Original Allocation of DSRC Frequencies in the United States

LTE-V2X or
DSRC
Unlicensed LTE-V2X
(Public
consultation)

5850 5855 5865 5875 5885 5895 5905 5915 5925

[MHz]

Figure 1.3 Proposal for Change Made by the FCC in December 2019

Unlicensed C-V2X

5850 5855 5865 5875 5885 5895 5905 5915 5925

[MHz]

Figure 1.4 November 2020 FCC R&O

1.3.4.1.2 Europe
In Europe, the system relating to frequencies for ITS was revised in 2020, including the addition of frequencies for
Urban Rail. The technologies used are not specified by the regulation (technology neutral), but the purposes of use
are specified for each band.

Non-safety road ITS shared

Safety related ITS Priority for
with non-specific short range Urban rail
Priority for road ITS Urban rail
devices

5855 5865 5875 5885 5895 5905 5915 5925 5935

[MHz]

Figure 1.5 Allocation of ITS Frequencies in Europe

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The 5855 MHz – 5875 MHz band was allocated to non-safety ITS, the 5875 MHz – 5815 MHz band was allocated to
ITS for safety, and the 5815 MHz – 5835 MHz band was allocated to ITS for Urban Rail.

1.3.4.1.3 China
In China, the 5905 MHz – 5925 MHz band was allocated to LTE-V2X in 2018, and as of December 2020, multiple
automakers are selling vehicles equipped with LTE-V2X [27], [28]. Development of ITS services for safe driving
support is steadily progressing.

LTE-V2X

5850 5855 5865 5875 5885 5895 5905 5915 5925

[MHz]

Figure 1.6 Frequencies for V2X in China

1.3.4.1.4 South Korea, Singapore, Australia, Canada, and Brazil

The 5855 MHz – 5925 MHz band is allocated to ITS.

ITS

5850 5855 5865 5875 5885 5895 5905 5915 5925

[MHz]

Figure 1.7 ITS Frequencies for V2X in South Korea, Singapore, Australia, Canada, and Brazil

In South Korea, allocation was implemented in 2016, and discussions concerning technologies that use that band are
currently ongoing.

1.3.4.1.5 Japan
In Japan, the 755.5 MHz – 765.5 MHz band has been allocated exclusively to ITS, and ITS Connect driving support
systems using road-to-vehicle and inter-vehicle communications have been in operation since 2015. In addition, the
5.8 GHz band (5770 MHz – 5850 MHz) is used for ETC for collecting tolls on toll roads and so on and the provision
of traffic congestion information, safe driving support, guidance during emergencies, and other information services
using ITS spots based on ETC 2.0 [29].

The Frequency Reorganization Action Plan of the Ministry of Internal Affairs and Communications announced in May
2020 (FY 2020 revised version) and the FY 2020 second revised version announced in November state that
investigations into allocation of the 5.9 GHz bans will be conducted. Below is an excerpt of the relevant section.

Based on the progress and importance of automatic driving systems (including safe driving support), a study is being
carried out, which will finish by the end of FY 2021, into the technical conditions for frequency sharing with needed
existing wireless systems, for example when introducing V2X3 communications, and with consideration for existing
wireless systems on frequency bands being studied internationally (5.9 GHz band), in addition to the existing ITS
frequency bands (760 MHz band, etc.,). In addition, based on the results of these studies, in cases where V2X
communications are to be introduced on the same frequency band, there is a goal to allocate frequencies to V2X in
FY 2023 after the necessary frequency bandwidth has been secured by migrating existing wireless systems, etc. [30].

3
This V2X is a general terminology. Particular technology for V2X is not identified.

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1.3.4.2 Frequencies for Wide Area Communications

1.3.4.2.1 5G Frequencies Around the World

With respect to the frequencies (licensed spectrum) newly assigned to carriers for 5G, both the frequency band below
6 GHz and the millimeter wave bands are assigned in different countries and regions, as shown in Table 1.2.

Table 1.2 5G Frequencies Around the World (including planned allocations)

Country/Region Frequency Band
600 MHz (FDD)
United States 2.5 GHz, 3.9 GHz (TDD)
25 GHz, 28 GHz, 39 GHz (TDD)
600 MHz (FDD)
Canada 3.6 GHz (TDD)
27 GHz, 39 GHz (TDD)
700 MHz (FDD)
Europe 3.6 GHz (TDD)
26 GHz (TDD)
700 MHz (FDD)
United Kingdom 3.6 GHz (TDD)
26 GHz (TDD)
700 MHz (FDD)
Germany 3.6 GHz (TDD)
26 GHz (TDD)
700 MHz (FDD)
France 3.6 GHz (TDD)
26 GHz (TDD)
700 MHz (FDD)
Italy 3.7 GHz (TDD)
27 GHz (TDD)
700 MHz (FDD)
China
2.5 GHz, 3.4 GHz, 4.9 GHz (TDD)
700 MHz, 800 MHz (FDD)
2.3 GHz (TDD),
South Korea
3.5 GHz, 3.8 GHz (TDD)
28 GHz (TDD)
700 MHz (FDD)
India
3.5 GHz (TDD)
3.5 GHz (TDD)
Australia
26 GHz, 39 GHz (TDD)

1.3.4.2.2 Frequencies Allocated to 5G in Japan

In Japan, 5G frequencies have been allocated to four mobile network operators, and development of systems for
allowing 5G operation in existing 4G frequencies has been completed. Table 1.3 shows the new allocation of
frequency bands to each mobile phone carrier for 5G.

Table 1.3 5G Frequencies Newly Allocated in Japan

Mobile Phone Carrier Allocated Frequencies
3.6 – 3.7 GHz, 4.5 – 4.6 GHz (TDD)
NTT Docomo
27.4 – 27.8 GHz (TDD)
3.7 – 3.8 GHz, 4.0 – 4.1 GHz (TDD)
KDDI
27.8 – 28.2 GHz (TDD)
3.9 – 4.0 GHz (TDD)
SoftBank
29.1 – 29.5 GHz (TDD)
3.8 – 3.9 GHz (TDD)
Rakuten
27.0 – 27.4 GHz (TDD)

In Japan, other frequencies have been allocated for local 5G use, but wide area use is not possible, so they are
omitted here.

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1.3.4.2.3 Frequency Bands for 4G
Communications carriers have been allocated the frequency band at 6 GHz and below for some time in various
countries and regions, as shown in Table 1.4.

Table 1.4 4G Frequency Bands Around the World

Country/Region Frequency Band
600/700/850 MHz(FDD)
1700/1900 MHz (FDD)
United States, Canada
2300 MHz, 2600 MHz (FDD/TDD)
2500 MHz (TDD)
450/800/900 MHz (FDD)
Europe 1800/2100 (FDD)
2600 MHz (TDD)
800/1800/2100 MHz (FDD)
China
1900/2300/2500/2600 MHz (TDD)
850/900 MHz (FDD)
South Korea
1800/2100/2600 MHz (FDD)
700/850/900 MHz (FDD)
Southeast Asia 1800/2100/2600 (FDD)
2300 MHz (TDD)
700/850/900 MHz (FDD)
Australia 1800/2100/2600 MHz (FDD)
2300 MHz (TDD)
850/1800 MHz (FDD)
India
2300 MHz (TDD)
800/1800 MHz (FDD)
Middle East, Africa 2300 MHz (TDD)
2600 MHz (FDD/TDD)
700/850/900 MHz (FDD)
Japan 1500/1800/2100 MHz (FDD)
2500/3500 MHz (TDD)

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Chapter 2 Use Case Expected for Communications and Their Roles

In this chapter, use case examples with potential to use the benefits of cellular V2X are selected. The following matters
were taken into consideration when selecting the use cases.

2.1 Selection of Use Case Examples Focusing on Information update interval

1) The focus is on the update interval of information handled mainly in communications for automated driving, and
the information is organized in comparison with a widely discussed dynamic map. Here, the dynamic map
comprises static, high-precision 3-dimensional map information (platform map) and identifiable location information
(dynamic information, semi-dynamic information, and semi-static information) that changes over time. It is a
concept used in a consistent manner by linking static and dynamic layers. In Japan, consideration of the Cross-
ministerial Strategic Innovation Promotion Program (SIP) led by the Cabinet Office is proceeding [31] (Figure 2.1).
* Times in the figure are general information update frequencies, and permissible latencies for each information
may not necessarily match.
2) Based on Figure 2.1, information handled and used levels (primarily reliability) and so on as well as anticipated
application examples are given and linked (Table 2.2).
3) In Table 2.2, examples of use cases were selected for each information update interval (cells in Table 2.2 are
colored according to the color scheme in Figure 2.1).

Figure 2.1 Image of Comparison of Handled Data and Dynamic Map.

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 Table 2.2 Organization of Use Case Examples
Information update Examples of Application Use level Anticipated Site where Reference
interval handled (application) applications informatio
information n is used
●Dyna Reflected in Presence of Safety Control Prevention of General In this area,
mic automated pedestrians or intervention/ pedestrian accidents road there is a
driving as bicycles warning possibility
one of Presence of Safety Control Prevention of General that a
multiple nearby intervention/ collisions between road/ system can
sensors vehicles warning vehicles crossing exclusive be created
(multi- (including paths, lane change motor- by using
system) motorcycles) support vehicle communicati
way on as one of
Broken-down Safety Control Rear-end collision General the multi-
vehicle or intervention avoidance, road/exclu system
fallen obstacle emergency braking sive sensors in
(immediately (1) motor- combination
ahead) vehicle with other
way sensors.
Emergency Safety Control General Depending
braking by intervention road/exclu on the
vehicle ahead sive application,
motor- ensuring
vehicle reliability is
way the key
Real time Traffic Control Platooning Exclusive
operation facilitation, intervention motor-
information comfort vehicle
from vehicle way
driving ahead
Vehicle Traffic Control Merging support Exclusive
information on facilitation, intervention/ motor-
the main comfort warning/info vehicle
exclusive rmation way
motor-vehicle provision
way
Signal color Safety, Control Intersection General
(display) comfort intervention/ passage support road
information warning (2)-1
Presence of Safety Control Prevention of General
oncoming intervention/ collision with road
traffic or warning oncoming vehicle
crossing when making a right
pedestrians at turn, collision with
intersection bicycle, etc. when
making a left turn,
accident involving
crossing pedestrians
ETC gate Safety, Control Prevention of Exclusive
opening/closin comfort intervention/ collision during rapid motor-
g information warning/info closing, gate vehicle
rmation selection, lane way
provision change

●Semi- Predictive Signal cycle Safety, Warning/info Avoidance of General Depending

dynamic information information Comfort rmation dilemma, red traffic road on the
provision light warning (2)-2 requirement
Level for use Information on Safety, Information Lane change General s of the
in safe presence of traffic provision support, route road/exclu vehicle,
stopping and obstacle or facilitation selection (3) sive there is a
lane broken-down motor- possibility
changing vehicle vehicle that cellular
way communicati
Nearby Safety, Information Vehicle avoidance General ons can be
emergency traffic provision support (4) road used with

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 vehicle facilitation other
communicati
Lane-specific Safety, Information Lane change General ons or
traffic traffic provision support, route road individually.
congestion facilitation research
information

●Semi- Predictive Updated map Traffic Information General There is a

static information information facilitation provision road possibility
(partial update that it can
Level for use while be used with
in advance traveling) the same
route Regulation Traffic Information Route research (5) General performance
changes, information facilitation provision road/exclu and
etc. sive mechanisms
motor- as
vehicle conventional
way cellular
Construction Traffic Information General communicati
information facilitation provision road/exclu ons.
sive
motor-
vehicle
way
Traffic Traffic Information General
congestion facilitation provision road/exclu
information sive
motor-
vehicle
way
Traffic Traffic Information Turn-off support, Exclusive
congestion facilitation provision automated → motor-
end manual vehicle
information determination way
Air bag, etc. Information HELP General
deployment provision road/exclu
information sive
motor-
vehicle
way

●Static Level for use High-precision Route search General This is use
in route map road/exclu of what is
preparation sive referred to
for motor- telematics
automated vehicle and is
driving way outside the
Updated map General scope of this
information road/exclu investigation
(acquisition sive .
during motor-
stoppage) vehicle
way

The following five examples were selected as use case examples in this document.

⚫ Dynamic data:
(1) Collision avoidance and emergency braking due to falling object, vehicle involved in accident, etc.
(2) 1 Intersection passage support using current traffic signal color information

Reasons for selection:

This is a typical use case where communication is treated as one vehicle sensor, and in particular, it may
be necessary to consider whether high reliability can be ensured.

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 ⚫ Semi-dynamic data:
(2)-2 Dilemma zone avoidance/Red traffic signal warning using traffic signal cycle information
(3) Lane change support/route selection using information on the presence of an obstacle, broken-down
vehicle, etc.
(4) Vehicle avoidance support using information on a nearby emergency vehicle

Reasons for selection:

This is an example where compared to already deployed DSRC systems (ETC, ETC 2.0, ITS Connect),
there is a possibility of using the advantages of a cellular network such as mutual use and wide area
communications.

⚫ Semi-static data:
(5) Route reselection using construction and regulatory information

Reasons for selection:

This is an example where it is believed that conventional cellular networks can be used, but integration
with existing business models such as the distribution area, responses to abnormalities (such as network
problems), and long-term business continuity are necessary.

Possible scenarios and issues relating to these five use cases are set forth below.

2.1.1 Use case 1: Collision avoidance and emergency braking due to falling object, vehicle involved in accident, etc.

Description
A vehicle that detects a falling object using a vehicle sensor or a vehicle that brakes suddenly transmits that
information to the nearby vicinity.

Performance
Normally, when breaking, it is anticipated that the driver's reaction time will be 0.75 seconds, and in this use case, it
is necessary that the provision of information occurs at a time sufficiently shorter than this. The stopping distance is
67 m when traveling at 100 km/h, and it is estimated that the necessary range for the provision of information is within
several tens to several hundreds of meters. With regard to this type of short range provision of information, V2V has
the potential to achieve adequate low latency and reliability (related materials are set forth in Appendix A.3).

Further investigation is needed concerning whether it is possible to achieve adequate performance, taking into
consideration shielding, fading, radio interference, and so on. It is necessary to consider not only shadowing, fading,
and interference power margin in comparison to minimum reception sensitivity, but also the impact on performance
from factors such as multi-access schemes. In addition, extremely high reliability is required, and therefore, use in
conjunction with onboard sensors is contemplated, so it will be necessary to investigate the reliability conditions
needed for communications and to verify that the reliability is satisfied. Guaranteeing extreme reliability and low
latency is desirable, but it is difficult to ensure communications performance in wireless zones, so it is necessary to
consider handling and countermeasures in cases where usability condition scanning and performance requirements
are not satisfied (such as when there is communications congestion or hardware failure).

Standardization
Provision of this use case will require standardization of the message format, communication protocol, and so on and
investigation of testing and certification for ensuring interconnectivity. As of June 2019, there is no frequency that can
be used for LTE V2V in Japan, and accordingly, investigation regarding allocation of frequencies will also be necessary.
Designs will be needed that take into consideration expansion of and coexistence with already deployed DSRC
systems from the perspectives of communication standards and frequencies, flexibility for future expansion, and so
on. Also, from the perspective of applications, it is believed to be necessary to establish guidelines on integrating
recognition between transmitting and receiving vehicles and making effective use of received information with respect
to communication generation conditions and information generated using vehicle control information such as sudden
braking.

Handling of Legal Certification

This use case also contemplates reflection in automated driving control, and it will be necessary to clarify the scope
to which vehicles and parts will be certified and verified and how they will be certified and verified when necessary.

Security
Ensuring the authenticity of information will be important. Countermeasures against tampering with location
information, braking information, and so on and against GPS jamming and so on will be necessary. For example,
certification of terminals and applications and electronic signatures in messages are possible. It will also be necessary
to obtain consent regarding the use of information from each vehicle owner.

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Relationship with Already Deployed ITS
Communications in this use case are generated from events such as braking by a vehicle ahead, and it is believed
that communications frequency will be low. As a result, it will be possible to provide information using already deployed
ITS from the perspective of capacity. In cases where there are existing systems, it will be necessary to discuss use
taking into consideration compatibility with the new system, costs, vehicle and infrastructure life cycles, ensuring that
there are no new effects (from the perspectives of services, interference, etc.), and so on.

On the other hand, if the required reliability is higher than that provided by already deployed ITS, there is a possibility
that achieving the feature of LTE of high receiver sensitivity compared to other communications protocols will be
effective. In addition, LTE has a high degree of freedom in setting parameters, so it is necessary to make appropriate
settings; related materials are described in A.3. In Japan, the 5.9 GHz band is being considered as a new frequency
using multiple communication methods such as cellular V2X and so on, but the 5.9 GHz band has higher propagation
loss than the 760 MHz band, and it is necessary to consider the conditions of coexistence with adjacent systems.

2.1.2 Use case 2: Intersection passage support/Dilemma zone avoidance/4Red traffic signal warning using traffic
signal cycle information

Current Traffic Signals and Traffic Signal Information Distribution Systems

When distributing traffic signal information (the current signal color and cycle information5), services that take into
consideration the traffic signal structure are necessary. There are two types of traffic signal: (a) signals that are
connected to a traffic control center where the traffic control center centrally controls the number of seconds of each
color of light, and (b) signals that are not connected to a traffic control center but control light color based on a preset
time pattern. Approximately 30% of all traffic signals are connected to a traffic control center. The remainder of traffic
signals is unable to receive information on conditions from a traffic control center. In addition, in each of these cases,
there are a third type: (c) traffic signals where the color can be controlled based on a sensor or a pushbutton installed
near the intersection. In the cases of (a) and (c), traffic cycle information changes frequently.

Currently, traffic signal information distribution services are provided in Japan using optical beacons and 700 MHz
band ITS. The systems use communications categorized as V2I and distribution information using dedicated
communications devices installed near the traffic signals, and therefore, are compatible with any of the traffic signal
structures described above. Traffic signal information distribution is low data rate communications, and it is believed
that 700 MHz band ITS, in particular, can adequately provide communications range (the range in which information
is provided) necessary for intersection passage support.

Description
Considering the existence of current traffic signal information distribution systems, it is believed that the effects of
using cellular V2X in a V2I for this use case would be limited. On the other hand, with the V2I, since infrastructure
development is required at each intersection, communications infrastructure development throughout the entire
country would be a problem, and the availability of V2N, a type of wide area communication, becomes important. Also,
if it were possible to distribute cycle information with distribution of current traffic signal color within traffic signal
information, in addition to providing dynamic intersection passage support using current traffic signal color information
distribution, it may also be possible to provide integrated dilemma zone avoidance and red traffic signal warnings in
an integrated data format. Implementation has been organized below taking into consideration the survey results from
the Cross-ministerial Strategic Innovation Promotion Program (SIP) [34].

With traffic signal information distribution using V2N, there are two possible implementations as traffic signal
information acquisition and distribution methods using V2X application servers as traffic signal information distribution
servers as shown in Figure 2.2.

4
When a traffic signal changes from green to yellow, there is an area (the dilemma zone) where a vehicle cannot pass the stop line
or stop without a problem during the time that the signal remains yellow [32].
5
One round of signal displays is referred to as a cycle [33], and the order of colors within a determined range and the predetermined
number of seconds for each color are referred to as cycle information.

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 Figure 2.2 Examples of Traffic Signal Information Acquisition and Distribution

(1) Acquisition of information from traffic signal

With this use case, the traffic signal is connected to an LTE/5G communications terminal, which connected to a traffic
signal information distribution server (traffic signal information uplink). Similar to V2I, traffic signals would need to be
replaced with signals that can acquire signal cycle information, and as a result, effects on the issue of infrastructure
investment would be limited. However, as discussed in (b) above, in the case of signals that control the light color
based on a preset time pattern, investment costs can be reduced more than V2I by acquiring signal cycle information
as semi-dynamic information and generating a time pattern table by other means, making V2N possible.

(2) Acquisition of information from a traffic control center

Under this case, traffic signal information servers and a traffic control center are connected by dedicated lines or VPN,
and traffic signal information is acquired from the traffic control center to provide the service. With the current
centralized control traffic signal control method, a traffic signal controller that receives traffic signal cycle guidelines
from a control center determines the traffic signal cycle taking into consideration the sensing status of sensors. Notice
of the results is provided to the traffic control center after execution of the cycle. For this reason, depending on the
required information accuracy and other factors, it is necessary to collect traffic signal cycle information determined
by the signal controller in the control center before execution of the cycle, and a system for distribution via an
information distribution server is necessary, so the effects of introduction may be limited in terms of implementation
costs (costs for installation of information distribution servers).

In any case, discussion regarding the service providers and scope of provision (demarcation of responsibility) is also
necessary. In cases where private businesses operate traffic signal information distribution servers, disclosure of
traffic signal information to the private sector will be needed. In cases where the scope of service provision from traffic
signal information distribution servers is limited to distribution of traffic signal information and cellular networks are
executed by agreement in the user side, the traffic signal information distribution provider cannot participate in the
cellular network communications quality.

Performance
Depending on the performance requirements, it is necessary to investigate the cellular network and improvement of
quality, which may necessitate debate in conjunction with consideration of the scope of service provision. For example,
[34] shows the results of a survey relating to 100 ms to 300 ms permissible latency. It is necessary to specify the
requirements including reliability and availability. It is necessary to create designs taking into consideration
transmission routes among cellular networks, traffic control centers, traffic signal information distribution servers with
regard to transmission route latency not only in wireless zones, but also in wired zones. In [35], latency times of 137
ms to 350 ms in traffic signal controllers with structures whereby traffic signal information is acquired from a signal
controller are reported, and it is necessary to investigate latencies other than transmission depending on the

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performance requirements. Guaranteeing extremely high reliability performance and low latency communications is
desirable, but it is difficult to ensure communications performance in wireless zones, so it is necessary to consider
handling and countermeasures in cases where usability condition scanning and performance requirements are not
satisfied (such as when there is communications congestion or a hardware or network failure). In cases where existing
cellular networks are used, it will be necessary to investigate responses regarding differences in the service areas of
each MNO.

Standardization
Provision of this use case will require standardization of the message format, communication protocol, and so on and
investigation of testing and certification for ensuring interconnectivity. It will also be necessary to investigate message
formats that can recognize traffic signal information accuracy and connection interfaces with traffic signal related
devices for acquiring signal information so that vehicles can properly use received signal information. In addition, it
will be necessary to investigate guidelines for standardization of information distribution areas within V2N information
distribution.

Handling of Legal Certification

This use case also contemplates reflection in automated driving control, and it will be necessary to clarify the scope
to which vehicles and parts will be certified and verified and how they will be certified and verified when necessary.

Security and Privacy

Ensuring the authenticity of information and who will bear responsibility for doing so will be important. Possible means
of preventing distribution of information from non-certified devices and tampered information include, for example,
embedding digital signatures in distributed information and using secure connections among information providers,
information distribution servers, and vehicles that receive information. It will also be necessary to investigate privacy
issues arising from vehicles tracking for distribution control.

2.1.3 Use case 3: Lane change support/route selection using information on the presence of an obstacle, broken-

down vehicle, etc.

Description
By using the advantages of wide area communication and transmitting information on the circumstances in a range
of several hundred meters, which is difficult to detect using vehicles sensors, safe passage (slow travel) and changes
to a travel lane with adequate capacity at the site of accidents are encouraged. Although detection of obstacles and
broken-down vehicles can be inferred from statistical information such as sudden braking by vehicles, it is necessary
to consider how to make detection methods more accurate.

Performance
It is possible that latencies on the order of several seconds to several tens of seconds can be permitted, and it is
believed that use of existing cellular networks that can convey information over wide areas will be possible. It is
necessary to consider handling and countermeasures in cases where usability condition scanning and performance
requirements are not satisfied (such as when there is communications congestion or a hardware or network failure).
The sizes of permissible on-road coverage holes will be determined according to the latency conditions, and therefore,
communications coverage may become an issue in this use case as well, depending on the conditions. In cases
where existing cellular networks are used, it will be necessary to investigate responses regarding differences in the
service areas of each MNO.

Standardization
Provision of this use case will require standardization of the message format, communication protocol, and so on and
investigation of testing and certification for ensuring interconnectivity. In cases where already deployed ITS acquires
information on obstacles, broken-down vehicles, and so on, it will be necessary to consider connection interfaces with
already deployed ITS infrastructure. In addition, it will be necessary to investigate guidelines for standardization of
information distribution areas within V2N information distribution.

Security and Privacy

Ensuring the authenticity of information and who will bear responsibility for doing so will be important. With this use
case, it is necessary to perform authentication from the perspectives of both information provider vehicles and
roadside sensors as well as devices that make determinations regarding obstacles and broken-down vehicles.
Possible means of preventing distribution of information from non-certified devices and tampered information include,
for example, embedding digital signatures in distributed information and using secure connections among information
providers, information distribution servers, and vehicles that receive information. It will also be necessary to
investigate privacy issues arising from vehicles tracking for distribution control.

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2.1.4 Use case 4: Vehicle avoidance support using information on a nearby emergency vehicle

Description
Notice of emergency vehicles in the vicinity is provided so that emergency vehicles engaged in emergency travel can
be detected and vehicles can stop so that emergency vehicles can pass through intersections with traffic signals
(green lights). It is anticipated that information will be provided by emergency vehicles and their control centers. In
the future, it will be possible to simultaneously provide information on the planned routes of emergency vehicles and
to provide notice of the presence of other vehicles on the road by making use of wide area communications.

Performance
It is possible that latencies on the order of several hundred ms can be permitted, and it is expected that existing
cellular networks can be used when route plans and the like are used at the same time. Simultaneous V2V use may
also be possible depending on the communications range requirements. It is necessary to consider handling and
countermeasures in cases where usability condition scanning and performance requirements are not satisfied (such
as when there is communications congestion or a hardware or network failure). Communications power coverage
may also be an issue depending on the performance requirements. In cases where existing cellular networks are
used, it will be necessary to investigate responses regarding differences in the service areas of each MNO.

Standardization
Provision of this use case will require standardization of the message format, communication protocol, and so on and
investigation of testing and certification for ensuring interconnectivity. In cases where already deployed ITS and
emergency systems acquire information on emergency vehicles, it will be necessary to consider connection interfaces
with those systems. In addition, it will be necessary to investigate guidelines for standardization of information
distribution areas within V2N information distribution. In the case where V2V and V2N are used simultaneously, it will
be necessary to investigate measures for integrating the information provided by both and guidelines relating to
information handling by the receiving vehicle in cases where inconsistencies arise.

Security and Privacy

Ensuring the authenticity of information and who will bear responsibility for doing so will be important. Possible means
of preventing distribution of information from non-certified devices and tampered information include, for example,
embedding digital signatures in distributed information and using secure connections among information providers,
information distribution servers, and vehicles that receive information. It will also be necessary to investigate privacy
issues arising from vehicles tracking for distribution control.

2.1.5 Use case 5: Route reselection using construction and regulatory information

Description
This use case is used as information for making detours on ordinary roads, make decisions whether to use or not use
exclusive motor-vehicle roads, and change lanes with sufficient time in advance. Information updates on the order of
several seconds or more and the ability to distribute information over wide areas without selecting the location of the
information provider are required, and is expected that cellular systems can be used.

Performance
It is possible that latencies on the order of several seconds or more can be permitted, and it is believed that use of
existing cellular networks that can convey information over wide areas will be possible. It is necessary to consider
handling and countermeasures in cases where usability condition scanning and performance requirements are not
satisfied (such as when there is communications congestion or a hardware or network failure). The sizes of
permissible on-road coverage holes will be determined according to the latency conditions, and therefore,
communications coverage may become an issue in this use case as well, depending on the conditions. In cases
where existing cellular networks are used, it will be necessary to investigate responses regarding differences in the
service areas of each MNO.

Standardization
Provision of this use case will require standardization of the message format, communication protocol, and so on and
investigation of testing and certification for ensuring interconnectivity. In cases where already deployed ITS or
roadside managers acquire information on obstacles, broken-down vehicles, and so on, it will be necessary to
consider connection interfaces with those systems. In addition, it will be necessary to investigate guidelines for
standardization of information distribution areas within V2N information distribution.

Security and Privacy

Ensuring the authenticity of information and who will bear responsibility for doing so will be important. With this use
case, it is necessary to perform authentication from the perspective of information provider organizations. Possible
means of preventing distribution of information from non-certified devices and tampered information include, for
example, embedding digital signatures in distributed information and using secure connections among information
providers, information distribution servers, and vehicles that receive information. It will also be necessary to
investigate privacy issues arising from vehicles tracking for distribution control.

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2.2 Selection of Use Case Examples Also Using Combined Wide Area Communications

In this section, additional use case examples were selected and new items that will be necessary when using cellular
V2X technology were arranged and considered based on the progress of research and development as well as policy
discussions for the advancement of ITS and the creation of an automated driving society since version 1.0.

1) Scope of additional use cases

Investigation of SIP-adus, 3GPP, and 5GAA was taken into consideration as progress in research and development
and policy discussions for the advancement of ITS and the creation of an automated driving society.

SIP-adus (The Cross-Ministerial Strategic Innovation Promotion Program-Innovation of Automated Driving

for Universal Services)
Task Force on V2X Communication for Cooperative Driving Automation was launched. The TF has stated that “The
TF aims to “envision the ideal situation of cooperative driving automation, create a road map toward achievement,
and establish the policy on optimal communication protocols at the national level while taking into account the
international standard” the goal of activity is to propose optimal communication protocols for cooperative driving
automation and create a road map for communication protocols” [36]. In its FY 2019 activity report, the TF announced
SIP Use Cases for Cooperative Driving Automation for investigating communications formats. These use cases are
highly-feasible with a high degree of likelihood of practical implementation.

3GPP
In addition to the use cases anticipated in Releases 14 and 15, the use cases anticipated in Release 16 are organized
as TR [37].

5GAA
A white paper describing use cases relating to cellular V2X, methodologies, and service level requirements was
released [38], [39].

When confirming the use cases given in these investigations, it was determined that many of them overlap with the
use cases that focus on the frequency of information updating in Chapter 2.1 (Figure 2.2). However, the
communications means anticipated in these use cases is V2V, V2I, or V2N in many instances. In this TG, the focus
is on combining short range communications and wide area communications (combined wide area communication)
and use cases that exhibit high added value are investigated.

2) Benefits of combined wide area communication

The following benefits are expected from use of combined wide area communication.

(1) Creation of seamless services

When short range communications and wide area communications complement one another’s respective strengths
and weaknesses, optimal information can continuously be provided according to the distance and time. For example,
information provided by multiple vehicles using wide area communications and other information (sensors, maps,
weather, etc.) can be analyzed on a server, and a wide scope or more detailed information can be provided, although
not in real time, and by using short range communications, urgent and real time information can be provided over a
range of several hundred meters.

(2) Improvement of service feasibility

Service feasibility could be improved by sharing exchange of vehicle information, data, and so on, vehicle dentification
and authentication, and security and other functions between short range communications and wide area
communications.

When implementing actual services, communications will be added based on autonomous on-board sensors. This is
because it is necessary to consider not just the relationship between short range communications and wide area
communications, but also how to complement autonomous sensors.

3) Selection of combined wide area communications use cases

Use cases were investigated by making reference to investigation of SIP and so on and in light of the benefits of
combined wide area communications. A portion of the use cases are indicated in Figure 2.4.

When selecting the use cases discussed in this chapter, the conditions were that using communications offered
benefits over using means other than communications and combined wide area communications can be expected in

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order to solve problems at the target scenes. In contrast, if the problem in a target scene is suitable for addressing
by means other than communications or by existing services or if the problems other than communications are
significant and the penetration rate of the required connected cars is high, then the use case was not selected. Use
cases that were not selected are shown in attachment A.4.

The following five use cases were selected.

(1) Vehicle group presence information near a highway exit
(2) Information concerning road conditions requiring attention
(3) Fast Emergency Vehicle Preemption Taking into Consideration Emergency Vehicle Routes
(4) Recording and notification service of accident site conditions
(5) Platooning security, certification, and billing

The use formats and issues considered for these five use cases are as follows.

Main Information Users,

No Anticipated Use Case Location Examples of Handled information Beneficiaries Benefits
Use Level
Wide area: Approximate information on the presence
Support for exiting a highway of platoons (presence of platoons to consider near an Provision of information to
General vehicles Seamless service
1 using information on platoons Highways exit) general vehicles (non-
Platoons provision
near highway exits Short range: Real-time information on platoons platooned)/Warnings
(position, speed, platoon vehicle identification, etc.)

Wide area: Specific road status using big data All vehicles (including
Provision of information on road General roads/ Provision of information to Seamless service
2 Short range: Real-time information on road vehicles that provided
hazards Highways general vehicles provision
abnormalities detected by vehicles information)

Wide area: Presence information (position, speed) of

Merging support using mapping merging/main lane vehicles, control instructions to
and coordination control of General roads/ vehicles in the main lane (distant) Seamless service
3 Control of general vehicles All vehicles
merging vehicles and vehicles Highways Short range: Control instructions for merging vehicles provision
traveling in the main lane and vehicles in the main lane (near the site of the
merge)
Wide area: Approximate information on the presence
Notification of the presence of
of pedestrians Provision of information to Seamless service
4 pedestrians who may suddenly General roads All vehicles
Short range: Real-time information on pedestrians general vehicles provision
enter the road
(position, images)
Wide area: Information on nearby vehicles (position,
Determination of the presence of speed, route), signal control information, traffic
Provision of information to Seamless service
5 stopped vehicles to prevent General roads congestion/convoy prediction information All vehicles
general vehicles provision
sudden braking Short range: Real-time information on vehicles that
braked suddenly
Fast Emergency Vehicle Enhancement of service
Wide area: Emergency vehicle route information
Preemption Taking into Prefectural police traffic Emergency vehicles feasibility
6 General roads Short range: Emergency vehicle information (position,
Consideration Emergency Vehicle control General vehicles Seamless service
authentication IT, directional signals, etc.)
Routes provision
Notification to and recording Vehicles involved in an Enhancement of service
Wide area: Images and videos of accident site
Accident site situation recording General roads/ by vehicles in the vicinity of accident feasibility
7 Short range: Information on vehicles involved in an
and reporting service Highways an accident Police and fire Seamless service
accident
Insurers, etc. provision
Wide area: Information on each divided platoon
(position, speed), planned site for re-formation Provision of information to
Re-formation when a platoon is Enhancement of service
8 Highways Short range: Information necessary for platoon re- vehicles participating in a Platoons
divided feasibility
formation (identification of other members, platoon
authentication, position, acceleration, order, etc.)
Wide area: Vehicle inspection status inquiry and
verification, billing information
Authentication of vehicles
Platooning security, Short range: Information necessary for forming a Enhancement of service
9 Highways participating in a platoon, Platoons
authentication, billing platoon (identification of other members, position, feasibility
billing
acceleration, order, etc.), verification of validity of
billing information

Figure 2.4 Examples of Combined Wide Area Communications Use Cases

2.2.1 Use case 1: Vehicle Group Presence Information near a Highway Exit

Description
Platooning on highways, which can be expected to reduce the burdens on truck drivers and improve fuel efficiency,
is being investigated. During platooning, large vehicles are linked over relatively short distances using onboard
autonomous sensors, short range communications, and so on, and when a platooning vehicle group travels near the
exit of a highway, it is possible that it would be difficult for nearby vehicles traveling in the area to exit (Figure 2.5) or
that nearby vehicles will change lanes to between the platooning vehicles, dividing the platoon (Figure 2.6). This could
occur when nearby vehicles try to drive parallel to or pass a platoon without being aware of its presence. If a platoon
is broken up, it may be difficult to restore depending on the traffic conditions. It is also possible that accidents could
occur if other vehicles force their way into a platoon. Therefore, by notifying nearby vehicles about the presence of
platooning vehicles near an exit, a mechanism to encourage nearby vehicles to change lanes in advance and not to
pass the platooning vehicles may be possible (Figure 2.7).

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 Exit
Platoon

Figure 2.5 Situation When Nearby Vehicles Have Difficulty Changing Lanes When a Platoon Is Near an Exit

Exit

Figure 2.6 Breaking into a Platoon When a Platoon Is Near an Exit

Server
：V2V/I ：V2N

Provision of MNO
Report on platoon
platoon Network
information
information

Provision of platoon Exit

Platoon information
Lane
change
Maintain Passing
current
speed

Figure 2.7 Notification of Platooning Vehicles Using V2V and V2N

If communication is not used, one possible method of notification of the presence of platooning vehicles would be
electric signboard, but the amount of information that can be displayed is limited, and installation sites are limited, so
it would be difficult to obtain accurate information about the size and location of groups of platooning vehicles in real
time. If communication is used, periodically distributing information about platoons to nearby vehicles would enable
nearby vehicles to learn of the size and location of groups of platooning vehicles. This information could be used to
adjust the timing of passing a platoon and changing lanes as well as vehicle speed, and this can be expected to
contribute to driving in accordance with driving plans to facilitate overall traffic flows.

It is expected that both short range communications (V2V) and wide area communications (V2N) would be used. With
V2V, it is possible to notify vehicles within a distance of several hundred meters from the platooning vehicle group
with real time vehicle group information, to identify the last vehicle in the group, and to provide notice that the platoon
should not be passed. In addition, if V2N is also used, by determining on a server the position of platooning, notice
of the presence of the platoon can be provided to nearby vehicles within several hundred meters to several kilometers
of the platoon, as indicated in Figure 2.7. As a result, it can be expected to be effective even in situations where it is
difficult to recognize the platooning vehicles because other vehicles are lined up behind the platoon as the volume of
traffic increases, as shown in Figure 2.8.

Performance
Since these are not urgent notices, it is expected that the latency performance of short range communications will be
adequate within the range of several hundred meters from platooning vehicles. With regard to wide area
communications, since notice will be provided to vehicles within a range of several hundred meters to several
kilometers of the platooning vehicles, latency on the order of several seconds or even more can be permitted. It is
necessary to consider handling and countermeasures in cases where performance requirements are not satisfied
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(such as when there is communications congestion or a hardware or network failure). In the case of wide area
communications, it is necessary to also consider responses relating to differences in the service areas of each mobile
operator.

Standardization
It is necessary to investigate standardization of message formats, communications protocols, and so on for provision
of this use case as well as testing and verification to ensure compatibility. With regard to the distribution of information
using V2N, it is necessary to investigate methods of collecting, managing and distributing information on servers
concerning the presence of platooning vehicles and guidelines on standardization of information distribution area
categories. With regard to V2V, in the case where communication is carried out by PC5 rather than existing systems,
as of January 2021, there are no frequency bands that can be used in Japan, and therefore, it will also be necessary
to investigate frequency allocation. It will be necessary to create designs that take into consideration expansion of
and coexistence with existing systems, flexibility for future expansion, and so on from the perspectives of both
communication specifications and frequency bands. In addition, in the case where the combination of both V2V and
V2N are used, it will be necessary to investigate countermeasures to coordinate the information distributed by each,
handling by receiving vehicles in cases where inconsistencies occurred, and guidelines concerning vehicle operations
such as coordination of vehicle speeds in cases where notice regarding the presence of groups of platooning vehicles
is provided.

Handling of Legal Certification

It is expected that this use case will be reflected in automated driving control, and it is necessary to clarify to what
extent vehicles and parts will be subject to certification and inspection, and if required, how to perform certification
and inspection.

Security and Privacy

Guaranteeing the authenticity of information and responsibility for such guarantees will be important. In this use case,
certification of vehicles that are the sources of provided information will be necessary. To prevent the distribution of
information from unauthenticated organizations or falsified information, for example, it may be possible to embed an
electronic signature in the distributed information and use secure connections between information providers,
information distribution servers, and information receiving vehicles. It is also necessary to investigate issues of privacy
arising from vehicle tracking for distribution control.

Server
：V2V/I ：V2N

MNO
Provision of Network Report on
platoon platoon
information information
Exit

Platoon

Group of vehicles made

up of a platoon and Provision of
following vehicles platoon
information

Figure 2.8 Lining Up of Nearby Vehicles Behind a Platoon

2.2.2 Use case 2: Information on Road Hazards

Description
In cases where there are dangerous conditions such as ice or falling objects on the road, if a driver or vehicle does
not notice, the vehicle may skid or collide or operations such as sudden stopping or sudden steering may be
necessary immediately before encountering such conditions, and there is a risk of collision with following or nearby
vehicles.

If communication is not used, electric signboards and so on could be used to provide notice to vehicles in advance,
but there are issues including difficulty detecting changes in conditions over the course of time and limited installation

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locations. Accordingly, dangerous road conditions can be detected by infrastructure sensors as well as cameras,
sensors, and the operating status of stability control systems on vehicles driving in the dangerous area. By
transmitting that information to other vehicles approaching the location in question using communication, a system
that encourages drivers to pay attention, adjust speed in advance, and change routes would be possible.

It is expected that both short range communications (V2V/V2I) and wide area communications (V2N) would be used.
It is anticipated that information will be provided to nearby vehicles through direct communication, information will be
aggregated on a server for provision to more distant vehicles, and notice will be provided using wide range
communications. With V2V/V2I, information can be provided in real time to vehicles within several hundred meters of
the relevant location so that they can avoid the danger that they are approaching. On the other hand, V2N can be
used for communications at distances of several hundred meters to several kilometers, and by also utilizing data
other than that from vehicles such as temperature change forecasts, it will be possible to provide information over a
wider range, providing sufficient margin for vehicles to select routes and adjust speed.

：V2V/I ：V2N

Provide dynamically changing information such as

weather and road service conditions in real-time using
external sensors and databases

Infrastructure
sensors and
roadside
devices
Detection of road
status etc.
Road status,
etc.

MNO Network

Road status
Server

Figure 2.9 Overview of Information on Road Hazards

Performance
Information on ice, falling objects, and so on that is handled under this use case is not expected to change on the
order of several seconds. In addition, since information distributed to the vicinity of the relevant location is covered
by short range communications, it is assumed that vehicle route information will be delivered to vehicles sufficiently
behind the subject location using wide area communications, so system latency of several seconds or more is
acceptable. Therefore, based on the latency requirements and wide area requirements, it is expected that existing
cellular services can be used for this use case.

Standardization
To provide this use case, standardization of message formats, communications protocols, and so on is necessary as
well as investigation of tests and certification to ensure interconnectivity including sensors and vehicles. Also, it is
necessary to develop guidelines on how to notify drivers concerning the provided information. Possible methods of
detecting ice and falling objects include infrastructure cameras and temperature and freezing sensors and onboard
cameras or operation of a stability control system to prevent skidding. In the case of wide area communications, it is
anticipated that these types of infrastructure and vehicle information will be used with weather and road information
acquired by servers to generate notification information to be provided to remote vehicles, but it is necessary to
investigate how to assess events based on the information from each sensor and to take into consideration that there
will be variations among manufacturers.

Security and Privacy

Guaranteeing the authenticity information and who has responsibility for doing so will be important. In this use case,
authentication from the perspective of the agencies providing information and vehicles will be necessary. To prevent
the distribution of information from unauthenticated organizations or falsified information, for example, it may be
possible to embed an electronic signature in the distributed information and use secure connections between
information providers, information distribution servers, and information receiving vehicles. It is also necessary to
investigate issues of privacy arising from vehicle tracking for distribution control.

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2.2.3 Use case 3: Fast Emergency Vehicle Preemption Taking into Consideration Emergency Vehicle Routes

Description
When an emergency vehicle travels to its destination, if there is traffic congestion as it approaches an intersection,
there may not be sufficient space for general vehicles to give way even if they are aware of the presence of the
emergency vehicle and there are instances when oncoming vehicles and vehicles in lanes at a right angle may have
difficulty detecting the emergency vehicle, preventing the emergency vehicle from proceeding with priority through
the intersection or its vicinity. Fast Emergency Vehicle Preemption Systems (FAST) and Public Transportation Priority
Systems (PTPS), which have already been put into practical use, communicate with emergency vehicles and route
buses using optical beacons to preferentially control the corresponding traffic signals at a point or in a line. By using
V2N, a mechanism that periodically informs a traffic control center of the planned travel route of the emergency vehicle
and the approximate current location, speed, and so on and more appropriately controls the traffic signals on that
route would be possible (e.g., priority control including at intersections where turns will be made). Expanding the
scope of priority control may result in significant impacts on general traffic flows, and therefore, considering the
implementation of secure priority control measures to reduce the impact on traffic flows by allowing emergency
vehicles to pass through intersections and their surrounding areas in a shorter time, V2I would confirm the presence
of emergency vehicles in the vicinity of intersections along the route, change traffic signal turn arrows according to
the intent of the emergency vehicle to turn (based on use of the directional signal and so on) at intersections where
turns are planned, and determine in real time when the emergency vehicle passes through the intersection to
terminate FAST control quickly. V2V/I2V could be used to encourage general vehicles in the vicinity to drive with an
understanding of the route and presence of the emergency vehicle as well as the execution of FAST control.

：V2V/I ：V2N

④ Priority control of
traffic signals taking
into consideration
route and turns

② FAST control
reservation

Traffic Control MNO

Center Network ③ Authentication,
real-time position,
turn operation, etc.
①
Destination
information
and driving
routes

Figure 2.10 Overview of Fast Emergency Vehicle Preemption Taking into Consideration Driving Routes and Vehicle

Information

Route Determination Methods

(1) Cases where the route is set by the vehicle
In cases where the route is calculated by the vehicle using FAST control, it is necessary to have information
concerning intersections where FAST is supported, real-time traffic congestion information, and up to date map
information, and it would be necessary to establish an operating system for distributing this information using wide
area communications. In addition, it will be necessary to develop devices that can use this information to calculate
the route on the vehicle side. It is also necessary to consider that updates of FAST-compatible intersection databases
and calculation algorithms will be needed and that there may be variations among manufacturers.

(2) Cases where the route is set by a server

In cases where the route is calculated by a server, an environment that connects traffic control center and other
servers will be needed so that the information necessary for calculating the route can be obtained. Vehicles will
transmit information on destinations using wide area communications, and after the server calculates the route, the
information can be transmitted to the vehicle and the traffic control center.

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Performance
Wide area communication is used to transmit route information and general current position, and there is a possibility
that latency on the order of several seconds can be tolerated. With regard to the range of service provision, it is
necessary to cover the starting point of emergency travel (in the case of an ambulance, the site of the incident), and
if the existing cellular network is used, it is also necessary to consider how to deal with the differences in service
areas of each mobile operator. It is necessary to consider handling and countermeasures in cases where performance
requirements are not satisfied (such as when there is communications congestion or a hardware or network failure).
Depending on the wide area communication implementation method, it will also be necessary to consider the accuracy
of location information.

Short range communication is used for security measures and communication of the intent to turn left or right, and it
may be possible to tolerate latency on the order of several hundred ms, but it is necessary to design the system by
taking into consideration not only the wireless section, but also the transmission latency on wired section and server
processing time. It is necessary to consider handling and countermeasures in cases where performance requirements
are not satisfied (such as when there is communications congestion or a hardware or network failure).

Standardization
To provide this use case, standardization of message formats, communications protocols, and so on is necessary for
routes, authentication, and advanced signal control, standardization of the interface for connecting the networks of
each mobile operator with traffic control centers, databases of FAST-compatible intersections, and so on as well as
investigation of testing and authentication to ensure interconnectivity will be needed. Systems and organizations
relating to operation, maintenance, management, and so on of these standards and tests are also needed.

Security and Privacy

Guaranteeing the authenticity information and who has responsibility for doing so will be important. To prevent the
distribution of information from unauthenticated organizations or tampered information, ensuring security not only in
communications but also in all phases of device manufacture, sale, and so on will be important.

2.2.4 Use case 4: Accident Site Status Recording and Reporting Service

Description
Cameras, sensors, and other devices have been installed to confirm the status of traffic at important intersections
and at other sites, and with the proliferation of ADAS systems and automated driving vehicles, vehicles equipped with
cameras or radar and other sensors will increase. This means that by using information from vehicle sensors, it will
be possible to expand the scope of determination of the status of roads. If communication is not used, it will be
possible to detect abnormalities within the detection area by using sensor information from one’s own vehicle, but it
will not be possible to obtain information from outside the detection area. On the other hand, it will be possible to
provide information on abnormal conditions to vehicles that are far from an accident site by collecting, analyzing, and
distributing sensor information from other vehicles using communication. In addition, it will also be possible to provide
information to vehicles that are not equipped with sensors for ADAS or automated driving but are equipped with
communications devices (connected cars), and therefore, it will be possible for traffic to proceed smoothly past the
site of an accident by providing notice over a wide range before the accident site. In other words, by using
communications, if abnormal conditions that occur on roads, the location, causes, and so on can be identified by
using communications and notification can be provided in a timely manner.

It is anticipated that the communications formats will be both short range communications (V2V) and wide area
communications (V2N). With V2V, use cases where notice of information is provided to vehicles behind one’s own
vehicle when an abnormal situation is detected or emergency braking is employed are anticipated. It is expected that
this will be used as a trigger for information distribution and V2N information collection such as detecting the
occurrence of an abnormal situation by surrounding vehicles that receive the notification information and determining
which vehicle is in a positional relationship suitable for recording the situation. It is also expected that V2N will be
used for both information collection and distribution. In the case of collection, collection by devices (servers) installed
over a wide range of the network is possible. For example, by aggregating data on a high-performance server, more
detailed image analysis will be possible, and this will enable identification of attributes such as the type and scale of
the abnormal situation. In addition, by collecting information over a wide area, it will be possible to predict the
occurrence of traffic congestion caused by incidents other than collisions such as falling objects or a parked vehicle.

In such cases, if the server determines that the likelihood of occurrence of an abnormal situation is high, it will collect
information by directing infrastructure sensors and vehicles in the vicinity to gather information. By analyzing that
information, it will be able to detect the occurrence of abnormal situations and their attributes with a higher degree of
accuracy. Moreover, if V2N communication is used, information on the abnormal situation detected by a vehicle or
the server can be distributed to appropriate recipients according to the attributes of that situation. For example, in
cases where traffic congestion due to an abnormal situation is predicted, this information can be distributed via V2N
to vehicles driving several kilometers before the site, and vehicles that receive that information can use it to a different
route or take other measures. In addition, depending on the attributes of the abnormal situation, information can be

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provided to other relevant parties including police, fire departments, road managers, and insurers, etc.

For distributing information to related parties, in addition to distribution using fixed lines, distribution via V2N to mobile
units (patrol cars, road management vehicles, etc.) is also anticipated.

Methods of Detecting Abnormal Situations

For this system, the methods of detecting the occurrence of abnormal situations are important. For this investigation,
the following two detection methods are anticipated.

(1) Cases where determinations are made based on probe data from vehicles
Probe data collected from connected cars is analyzed, and situations that differ from the norm are detected by
comparison to probe data during normal times at that time and location. If probe data from vehicles close to the
occurrence of the abnormal situation is available, higher precision detection will be possible.

② Detect traffic congestion

④ Collect images from and estimate the site of
vehicles near the site of occurrence
occurrence
⑤ Analyze the collected real-time
images → Location, status, etc. of
occurrence

⑥ Distribute appropriate
③ Instruct vehicles near the Server processed information to each
site of occurrence to collect user
images

MNO Network

① Collect information on
direction, speed, etc.

Figure 2.11 Example of Abnormality Detection Using Probe Data

(2) Cases where vehicle abnormal situation detection systems are used
Automated emergency notification systems (E-call) that use onboard sensors to detect air bag deployment and/or
acceleration over a certain threshold and provide notice to a center and emergency electronic brake light (EEBL)
systems that detect emergency braking and provide notice to nearby vehicles are already in practical use. By using
this information to detect the occurrence of abnormal situations, it is possible to accurately detect position information.
On the other hand, it is possible that traffic congestion caused by avoidance of falling objects on the road without
emergency braking will not be recognized as abnormal.

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 ：V2V/I ：V2N

④ Analyze and process collected images

and notify the concerned parties

Utilize to optimize emergency services,

investigate accidents, etc.
Server

MNO Network

③ Provide images, etc.

before and after occurrence
of the abnormality

② Detect abnormal
situations based on V2V
information
① Detect occurrence of
abnormal situations

Figure 2.12 Example of Abnormality Detection Using V2V

Performance
EEBL and other such systems require low latency in cases where information concerning the occurrence of an
abnormal situation is to be provided to nearby vehicles, but it may be possible to increase the permissible latency
according to the distance from the vehicle receiving the information to the accident site. In cases where V2N is used
to broadly collect and distribute information, the latency time can be defined individually according to the application.

In other words, in cases where notice of the occurrence of an accident is distributed with low latency, different latency
times can be set in cases where detailed information on the results of analysis of information collected from the vicinity
of the accident site and analyzed (accident cause, type, predicted effects, etc.). In addition, it is necessary to consider
how to handle cases where performance requirements cannot be satisfied such as when there is communications
congestion or a hardware or network failure, and in cases where V2N is used, how to deal with differences in the
service areas of each mobile operator.

Standardization
In cases where vehicle probe data or data that is currently used for identification purposes such as E-call
communications is used to detect the occurrence of accidents or traffic congestion, standardization of protocols and
message formats to achieve that will be necessary.

In cases where information is collected from the site where an abnormal situation occurred in response to instructions
from a server, it will be necessary to standardize the specifications of and formats data to be exchanged.

It will also be necessary to create mechanisms relating to communications in cases where there are both companies
and public agencies (police, fire departments, road managers, insurers, etc.) that receive the results of analysis of
collected information.

Security and Privacy

Guaranteeing the authenticity information and who has responsibility for doing so will be necessary, and therefore,
when collecting information, it will be necessary to take measures such as imposing certain restrictions on information
from unauthenticated users and organizations. When distributing information, it will also be necessary to take
measures to prevent the distribution of information from unauthorized organizations.

In addition, enactment of legislation for using various applications (provision to police and insurers) that employ image
data collected from infrastructure cameras and vehicles will be needed.

Other
It is anticipated that (1) analysis of vehicle probe data and (2) use of existing systems such as E-call and EEBL will
be used to detect abnormal situations with this use case, but it will be necessary to create mechanisms for the shared
use of this data and to create schemes for the installation and operation of data analysis servers. In addition, users
of the provided information will incur costs for device installation and communications expenses. It is believed that
widespread adoption of such a system will require the creation of business models that can maintain the motivation
of participants that provide information and that collect, analyze, and distribute information.

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2.2.5 Use case 5: Platooning Security, Authentication, and Billing

Description
Platooning requires only highly reliable vehicles participate in a platooning, where the high reliable means the
performance of vehicle sensors, breaks, and automated driving programs are ensured by the assessment or
inspection because the distances between vehicles is short and the behavior of the lead vehicle is closely followed
by following vehicles. Also, it is anticipated that following vehicles has better fuel efficiency compared with the lead
vehicle thanks to lower air resistance and therefore, mechanisms for equalizing transportation costs (exchange of
billing information) among the vehicles participating in a platoon may lead to ensuring fairness among users. In such
cases, it is anticipated that wide-area communication is used for authentication of participation in a platoon and billing
information management, and short range communication is used for identification of platoon partners, reliable
information such as position accuracy, following control, fuel efficiency improvement effects, calculation and
verification of billing information, and so on.

Performance
Latency on the order of several seconds or even more may be sufficient for wide-area communication because the
vehicle authentication for platoon participation and collection of billing information raised in this use case are unrelated
to platoon driving operations. On the other hand, platooning may start or end at various locations, and consequently,
these information exchange requires to cover a wide area. Based on the latency requirements and need for wide area
communication, it is expected that existing cellular systems can be used. With respect to short range communication,
there is a high need for real-time communication for identification of the lead vehicle and vehicle platooning control
(it will depend on the implementing vehicle, but for example, on the order of a 100 ms cycle), and if vehicle platooning
control is possible, the performance needed for such usage would be sufficient.

Standardization
In cases where platooning is performed by individual operating companies or specific application programs, there
may be the possibility that standardization is not required as a competitive field. In cases where platooning is
performed by different operating companies or different application programs, provision of this use case will require
standardization of message formats, communication protocols, and so on as well as investigation of testing and
authentication to ensure interconnectivity. It is necessary to investigate standardization and legislation concerning
what kinds of conditions must be satisfied such as vehicle sensors, brakes, and automated driving programs as well
as billing conditions for determining whether or not a vehicle is able to participate in platooning.

Security and Privacy

It is necessary to investigate the level of security and privacy that should be insured among the vehicles participating
in a platooning. In cases where participation is limited to a single operating company or the like, more information can
be shared, and in the case of platooning among arbitrary vehicles, it will be necessary to share information with
greater consideration for security and privacy. With regard to vehicle authentication and billing in relation to platooning
under this use case, in the case of wide area communication between vehicles and a server on a network, each
vehicle and the server can communicate with each other by unicast to prevent interception by other vehicles, and
security and privacy can be protected in the same way as ordinary cellular communications.

Chapter 2.2 Summary

In combined wide area communication use cases, compared to cases of using short range communication or wide
area communication alone, it is expected that benefits such as improved quality of service from the seamless provision
of services and improved service feasibility can be achieved.

The technical issues to be addressed to achieve such systems will require to address the issues of both short range
communication and wide area communication and development of applications for their use together, and
consequently, there are many issues. It may be possible to solve technical issues by creating designs that satisfy
service requirements, conducting necessary verification, and embedding applications. On the other hand, combined
use will result in a broader range of service related parties (parties who issue, analyze, and distribute information,
beneficiaries, and so on), and as a result it may be difficult to create service systems and business models. In cases
where the information providers and primary beneficiaries are not the same in particular, user acceptance and
business aspects will be issues. In all cases, deliberation and investigation through close cooperation among the
relevant parties will be essential.

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Chapter3 Communications Architecture

3.1 System Structure

This chapter outlines each element of the overall structure of cellular V2X discussed in the introduction and further
explains the architecture of short range (V2V/V2I/V2P) and wide area communications (V2N) using LTE as an
example.

Figure 3.1 Overall Structure of Cellular V2X (re-posted)

Vehicles
Vehicles transmit information acquired from GPS, CAN, and onboard sensors to other vehicles and V2X application
servers on networks. The onboard application controls transmission and reception of V2X messages by one or both
of two types of communication interface for short range (PC5) and wide area communication (Uu). The received
information is provided to the driver or the automated driving AI via the onboard application. Vehicles with both short
range and wide area communications functions are assumed as the initial step, although there is a need to consider
vehicles supporting either short range or wide area communications functions from the cost reduction perspective,
and there is also a need to consider vehicles equipped with DSRC such as ITS Connect.

Roadside Units
Roadside units can connect with roadside sensors and nearby traffic signals. In this document, roadside units mean
terminal-type devices that have short range and wide area communications functions, not devices with base station
functions. For example, a roadside unit can use short range communications as the means of communication with
vehicles and use a dedicated line or wide area communications for connecting with a backbone communications
network and the backbone server. Such roadside unit can distribute information about traffic signals and roadside
sensors from base stations as I2N2V. Due to infrastructure costs, roadside unit is assumed to be used for spot-point
services at key traffic points instead of large area service.

Pedestrians
Terminals such as smart phones carried by pedestrians can connect with nearby vehicles using short range and wide
area communications. The main purpose is to provide the presence of pedestrians to vehicles. For the reason of
battery consumption, terminal costs, and so on, terminals may support only either short range or wide area
communications, but it is assumed here that terminals support both short range and wide area communications.

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V2X Application Servers
V2X application servers have the function to collect, provide, relay, and store information among terminals (roadside
units, vehicles, and pedestrians) for the use cases discussed in Chapter 2. These servers may be realized by multiple
servers from the reasons for implementation, load distribution, and role separation. These application servers may
perform distribution of information received from third-party servers (discussed below). V2X application servers and
terminals are connected using cellular networks comprising base stations and core networks. Using inter-vehicle
communications via a base station (V2N2V) as an example, communications are divided into two segments—from a
vehicle to the V2X application server and from the V2X application server to a vehicle—and from the perspective of
terminals, they communicate with the V2X application server in both segments. V2X application servers and third-
party servers will be connected by the Internet or dedicated lines according to the requirements such as security and
communications performance.

Third-Party Servers
Third-party servers are servers that provide information such as traffic signal information, construction information,
regulatory information, and dynamic maps to V2X application servers and connect to V2X application servers via the
Internet or dedicated line.

3.2 Short Range Communications (V2V/V2I/V2P) Architecture

Short range communications use dedicated frequency to avoid interference with wide area communications. It is
assumed that V2V, V2I, and V2P communications will use shared or dedicated sub-channels.

3.2.1 Protocol Stack

V2V, V2I, and V2P using LTE short range communications will be achieved with common communications
specifications, and V2V, V2I, and V2P services will be achieved on the corresponding upper application layer. The
protocol stack is indicated in Figure 3.2. The protocol stack includes the C-plane protocol stack that exchanges
information with the control system and the U-plane protocol stack that exchanges information with users. Here,
discussion focuses on the U-plane protocol stack. From the physical layer to the PDCP layer6 is standardized under
3GPP, and the other upper layers use the ITS standards of other standardization organizations. In cases where use
cases that are not standardized in Japan, it is necessary to prepare new upper layer specifications. Wide area
communications using V2N is IP-based communications while short range communications are used mainly for
broadcast communications to nearby devices, and therefore, basically, non-IP is used.

V2X Application
Message/Facilities layer
TCP/UDP Non-IP Security
Transport/network
IP (e.g., IEEE/ETSI)

PDCP
RLC
MAC
PHY

Figure 3.2 Short Range Communication Protocol Stack

3.2.2 Communications Architecture

Using LTE V2X short range communications, various types of the operations are possible according to the amount of
use of cellular infrastructure. Examples of operation types are shown in Figure 3.3. Two main functions of the use of
cellular infrastructure are parameter management and selection of transmission wireless resource.

6
One of the sub layers in layer 2 in the LTE wireless interface; the protocols perform ciphering, integrity protection,
header compression, and other functions.
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 Figure 3.3 Types of Short Range Communication Operations

This document describes operational modes not using cellular network (indicated by the red frame in the figure) so
that short range communications can be used outside the wide area communications areas. With this operation mode,
the short range communications parameters are pre-configured [40], and short range communications are performed
based on the parameters for the terminal's current location according to the parameters for each region stored in the
terminal. The pre-configuration parameters can be set for each longitude and latitude polygon. Therefore, different
parameters can be applied for each country or making it possible to optimize parameter settings according to area
conditions such as urban and suburban areas. Setting and managing parameters for different use case can also be
achieved using this parameter setting function. Selection of transmission wireless resources is based on automated
mode (Mode 4) based on the sensing.

Although the distribution of parameters may be limited only at the time of terminal shipment, there are cases
parameters are required to be changed during long-term use. For this reason, it is desirable to enable parameter
updates. Depending on how often parameter updates are required for short range communications, it is necessary to
determine how to realize the distribution of the parameters such as distributions from a parameter management server
via a cellular network, a distribution based on the car maintenance through operational management organization or
the fixed parameters in the specification. As indicated in Figure 3.4. parameter distribution via cellular network is
possible using the application layer. Therefore, no special cellular network functions are required.

Figure 3.4 Distribution of Short Range Communication Parameters via Cellular Network

LTE V2X short range communications is a synchronized system. Inter-terminal synchronization is achieved via a
combination of GPS (or other GNSS), base station synchronization signals, and inter-terminal synchronization signals.
As the vehicles obtain the positioning information from GPS, it is expected that GPS would be the main
synchronization source. Two-thirds of Japan's territory is mountainous and there are a lot of tunnels, with the total
length of tunnels reaching 4,620 km [41]. As GPS signals cannot be used in tunnels, it is necessary to discuss the
need for synchronization methods other than GPS for inside tunnels.

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3.2.3 Security

As discussed above, short range communications (V2V/V2I/V2P) assume the application layer security specified by
other standardization organizations. In many ITS standards, security and privacy in application layers are ensured
using an electronic certificate method, which is an authentication foundation that uses public key infrastructure (PKI).
The electronic certificates used with PKI are distributed by a certification authority (CA). One possible means of
preventing the compromise of signals is to enable over the air (OTA) updates of electronic certificates. Areas of
concern regarding PKI include CA operational costs, costs to distribute renewed certificates and lists of lost certificates,
and increases in processing costs for signature certificates on onboard units, and consequently, one of the
possibilities is to use a common key prior sharing method such as used in the ITS connect (in fact, ITS connect also
uses PKI in combination).

3.2.4 Support of Multiple MNO

As indicated in Figures 3.3 and 3.4, for V2V, V2I, and V2P using short range communications without using a cellular
network, an operation that does not use special functions is possible. Although it may be possible to use the cellular
network to connect with parameter management server for parameter updates and so on, the use of MNO specific
functions is not required. Because of this, terminals with different MNO subscriptions can be operated well using V2V,
V2I, and V2P.

3.3 Wide Area Communications (V2N) Architecture

With regard to wide area communications using V2N, although there are scenarios using V2X dedicated infrastructure,
the use of existing MNO infrastructure will be investigated because of the feasibility of infrastructure investment and
operational costs. In this case, an additional allocation of frequencies will not be necessary. In addition, although there
is an operational mode where the frequency allocation between the dedicated frequency and the common frequencies
such as in the case of local 5G is under investigation by the Ministry of Internal Affairs and Communications [42] and
public safety LTE in the United States, initially, the investigations will be conducted with the assumption that existing
MNO infrastructure is used. Overviews of the V2N communications architecture, protocol stack, and geo-messaging
necessary for information distribution are explained below. Similar investigations can be found in [43] and [44].

3.3.1 Communications Architecture

The architecture of a cellular network for implementing V2N is explained in Figure 3.5 using the LTE network as an
example. Examples of similar architectures are summarized in Figure 4.2.1.1-1 of 3GPP TS23.285 [14]. Although
there are differences in the detailed architecture, a similar structure can be achieved with 5G as well. As indicated in
Chapter 1, current cellular systems are fundamentally operated using unicast, and below, a unicast architecture that
is believed to be realized within a short period is explained.

Figure 3.5 Example of a Cellular V2X System Architecture

Similar to general cellular communication, V2N application packets connect terminals and V2X application servers
via base stations, transmission networks (the communications network portion unique to the wireless systems), and
core network (the communications network portion not exclusive to the wireless systems). In addition, with this
architecture, it is also possible to additionally use V2X control functions in the core network as unique V2X functions.

These functions are logical functions that perform all of the V2X functions unique to the MNO. It is assumed that
operational parameters unique to MNOs and IP addresses of V2X application servers will be distributed. QoS class
identifiers (QCI) that assume cases, where QoS control is applied to V2N communications, are also specified. As
discussed in Chapter 1, however, QoS control cannot provide QoS-guaranteed communication. It is also necessary
to discuss whether to use cellular infrastructure to control V2V, V2I, and V2P using short range communications or
whether to switch the availability and content of V2N service according to the contract type. In these cases, it is also
necessary to discuss whether to store the contract information relating to HSS (home subscriber server).

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3.3.2 Protocol Stack

Next, an overview of the V2N protocol stack is presented using the example in Figure 3.6. In that figure, S-GW is
omitted for simplicity. The protocol stack includes the C-plane protocol stack that exchanges information with the
control system and the U-plane protocol stack that exchanges information with users. Here, discussion focuses on
the U-plane protocol stack.

Figure 3.6 Example of the V2N Protocol Stack

With the exception of short range communications, LTE networks are all-IP systems, and IP packets are sent between
terminals and V2X application servers via P-GW. Therefore, base stations and S-GW are transparent. The protocol
above IP is not specified in 3GPP, and it is necessary to use Internet standard specified by the Internet Engineering
Task Force (IETF) or other regional ITS specifications depending on the required conditions. It is necessary to
determine the scope to be defined as the upper layer specifications and the scope to be defined as the guidelines,
and so on.

In cases where terminals performed communications via a network such as in V2N2V, at a minimum, the terminal
communicates with the V2X application server on the IP layer. An example of the V2N2V protocol stack is shown in
Figure 3.7. Base stations to S/P-GW and the layers below IP are omitted for simplicity.

Figure 3.7 Example of the V2N2V Protocol Stack (Layers below IP Omitted)

In this example, communications with the terminal are terminated at the V2X application server, and packet generation
and distribution are performed based on the traffic situation determined by the V2X application server. Although
latency increases because of packet termination and generation on the network side compared with MEC,
communications can be achieved with the same protocol stack as in the case of V2N and N2V. Depending on MEC
realization, the application server with multiple network interfaces is also possible. It is also possible to add an
intermediate layer to perform geo-messaging and to perform packet reproduction and distribution based on
information appended to the packet header on the network side.

3.3.3 Geo-messaging

When information is distributed to terminals by downlink, processing to determine the distribution targets based on
terminal position and other information at the V2X application server side are necessary. This is referred to as geo-
messaging. An overview is provided below. With geo-messaging, as shown in Figure 3.8, unicast requires distribution
based on vehicle position while multicast requires distribution determinations based on base station coverage. It is
necessary to create guidelines for distribution of information to assumed vehicles and to define the detailed
implementation method as indicated below.

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 Figure 3.8 Geo-messaging in V2N DL Distribution

For unicast information distribution, it is necessary to perform mapping between the distribution area and the terminal
IP address or vehicle ID (DL destination management). For multicast information distribution, it is necessary to map
the base station to the distribution area. A pattern diagram is indicated in Figure 3.9. With unicast, a structure that
implements this with the V2X application server and a structure that implements this on the core network are both
possible. It may also be possible to reduce unnecessary notifications in consideration of the vehicle terminal position
as well as the moving status and other factors. With multicast, distribution processing must be performed on the core
network, and therefore, destination management on the core network is necessary.

Figure 3.9 Example of Destination Management Function Allocation

3.3.4 Security

The 3GPP specifications support encryption on the PDCP layer for cellular communication part as security [45]. It is
also possible to use security measures that employ web services such as Transport Layer Security (TLS). It is possible
to use application layer security equivalent to short range communications, but it is necessary to define required
security after determining the requirements for security and privacy protection in V2N communications. In cases
where closed connection types are adopted in particular, it is difficult to falsify or intercept information in the
communications path, and it is necessary to discuss security and privacy requirements.

3.3.5 Support for MEC and Multiple MNO

In general, communications via cellular network are implemented between Internet cloud servers, but it may also be
possible to use Mobile Edge Computing (MEC) to reduce communications latency and increase reliability. Various
forms of communication can be considered from P-GW that does not go through the Internet to direct connection to
base stations [46]. Figure 3.10 shows an example of a physical connection to a MEC server. The closer the MEC
servers are installed to the base stations, the shorter the transmission latency and load reduction effects on the core

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network can be expected, but a large number of servers are required, and the cost for infrastructure investment and
maintenance increase. Also, latency and overhead increase in conjunction with switching between MECs as terminals
move and with coordination among MECs. In cases where MEC servers are installed on multiple MNO lines, it is
necessary to investigate the connection interfaces between the MEC servers on each MNO and other MNO networks.

For example, since MEC servers are configured to have IP addresses at the connection points for each MNO network,
provision by the cellular network of the API related to the MEC servers such as providing a name resolution function
to the MEC server using DNS for each MNO network is under consideration [47]. Considering the above, premised
on low-latency communications being covered by short range communications, it is desirable to consider V2N in the
form of a cloud server as a common interface between MNOs or by installing MEC servers outside existing P-GW.
Using MEC for the purpose of close connections with external systems that do not allow Internet connections may
also be possible.

Figure 3.10 Example of MEC Server Physical Connection

In use cases where both short range communication (V2I) and wide area communication (V2N) are used, it will be
necessary to investigate connection points between local servers connected to roadside units and individual MNO
networks. Interconnection points ranging from sites close to base stations to cloud server formats are anticipated, but
in these cases too, issues the same as those with connection of MEC servers in MNO networks may also arise, and
it is believed that it may be desirable to consider cloud server formats and formats that install MEC servers outside
existing P-GW.

In light of the characteristics described above, in cases where use of MEC is considered in the use cases described
in Chapter 2, it will be necessary to investigate the compatibility of installation sites with those use cases.
Figure 3.10 examines the following three patterns of installation sites. In pattern 1, the MEC servers installed
immediately below the base station, and transmission latency is the smallest, but the number of servers needed and
costs are the highest, and interconnection among MNOs and with external servers is difficult. In pattern 2, the servers
are installed on the outside of the P-GW, and connection among MNOs is relatively easy. In addition, cases where a
dedicated line is installed on an external server to construct a closed network can also be classified under this pattern.
In pattern 3, cloud servers could be installed in Japan to achieve low latency. In this case, it is expected that connection
to the cloud server will be via the Internet.

The approximate one-way transmission latency at each installation position is estimated to be several ms when
directly under the base station, 20 to 30 ms when outside the P-GW, and about 50 ms for a cloud server [48], [49].
Here, transmission latency means the communication latency time not including the wireless segment. Depending on
the application processing time in each use case, network configuration, and congestion conditions, latency of 100
ms or more may occur in addition to the transmission delay. In addition, it is also necessary to consider processing
times in use cases that require identification of information distribution recipient vehicles and so on.

With regard to the use cases that anticipate the use of wide area communication in Chapter 2, the suitability of MEC
installation sites is considered. For use cases where latency of several seconds or more is acceptable (lane change
support, route selection, route re-selection, information on the presence of groups of vehicles near a highway exit,
information on roadway hazards, platoon security, authentication, and billing), cloud servers may be suitable.

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Next, in the case of use cases where systems outside MNO networks provide information to vehicles (use of traffic
signal information: provision of information from signal control centers, FAST that takes into consideration emergency
vehicle routes, accident site recording and reporting services), installation of MEC servers immediately below base
stations would not be feasible from the perspective of interconnection with external servers. Because of this, it is
believed that a format that adopts VPN connection with external cloud servers via the Internet would be possible. On
the other hand, in cases where connection to the Internet would not be permissible from the perspective of security,
MEC servers outside the P-GW could be used to create a closed network.

In use cases where the permissible latency of several hundred ms and use of both short range communication and
wide area communication is possible (vehicle avoidance support, traffic signal information use: provision of
information from traffic signals), assuming that V2V or V2I short range communication could cover the low-latency
area, possible MEC server installation sites would be a cloud server or MEC server outside the P-GW. In this case, it
is expected that installation sites will be selected in light of the permissible transmission latency for each anticipated
use case including application processing latency.

Use of MEC is also anticipated for 5G core in the future. In the case of 5G core, User Plane Function (UPF) has been
standardized, and UPF has functions to identify packets directed to MEC addresses and to redirect them to a
forwarding destination [50], [51]. UPF can be installed at an arbitrary location, and therefore, there is a high degree
of freedom in MEC location with 5G core, but with regard to services provided among MNO via MEC, even if the
5G/4G network configuration and the 5G core introductions schedule are performed independently for each MNO, it
is necessary to consider installation sites where service levels do not change. In cases where coordination among
MNO business operators is necessary based on considerations of latency time and so on, it will also be necessary to
investigate physical installation sites.

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Chapter 4 Business Models

In implementing each use case, it is desirable to have a model in which beneficiaries who enjoy the value of V2X
technologies (e.g., reducing accidents and expanding the range of operation design for self-driving vehicles) can bear
the cost, based on the principle of beneficiary burden. The following is a summary of our approach to stakeholders,
cost factors, and V2V/V2I/V2N.

4.1 Stakeholders under Each Use Case

For each use case described in Section 2, the informants, system providers, and direct and indirect beneficiaries are
listed in Table 4.1. In all use cases, the direct beneficiary is the driver who receives the information, but in use cases
involving safety, the car owner (can be different from driver); in use cases involving driving facilitation, the road
administrator; and in use cases involving the smooth implementation of public interest activities such as emergency
vehicle operations and construction work, the corresponding operator is also considered to be the beneficiary. Also,
accident reduction and congestion mitigation expected from each use case are solutions to social issues with high
public interest. Therefore, it is assumed the government agencies are also beneficiaries.

In order to realize each use case, in addition to providing the system directly related to the communication of the
cellular V2X, it is necessary to construct the ecosystem including the linkage with the existing system which was not
related to the cellular V2X.

In addition, issues were examined with respect to the use case examples added in Chapter 2.2, but the system
providers and operators were different in each use case. Although the degree of difference varies for each use case,
the point regarding public benefit also applies to the added use cases.

Table 4.1 Stakeholders of Each Use Case

Information
Use Case System Provider Beneficiary Value
Provider
1 Collision avoidance and Drivers, car owners, Car OEMs, system Drivers, car owners, Safety
emergency braking due to falling etc. operation managers, etc.
objects, vehicles involved in etc.
accidents, etc.

2 Intersection passage Traffic signal Traffic signal Drivers, car owners, Safety
support/dilemma zone managers, etc. managers, MNOs, road administrators, Traffic
avoidance/red traffic signal system operation etc. facilitation
warning using traffic signal cycle managers, etc.
information

3 Lane change support/route Drivers, car owners, Road administrators, Drivers, car owners, Safety
selection using information on the road managers, etc. MNOs, system etc.
presence of an obstacle, broken- operation managers,
down vehicle, etc. etc.

4 Vehicle avoidance support using Emergency vehicle Hospitals, MNOs, Drivers, emergency Safety
information on nearby emergency operators, etc. system operation vehicle operators,
vehicles managers, etc. and users, etc.

5 Route reselection using Road administrators, Road administrators, Drivers, road Traffic
construction and regulatory constructors, etc. MNOs, system administrators, facilitation
information operation managers, constructors, etc.
etc.

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 4.2 Cost Factors in Cellular V2X Business

Figure 4.1 shows six general cost factors in cellular V2X (V2V and V2I/N) business.

i.Information acquisition costs (scope: V2N, V2I)

This is an information provision fee, such as the degree of traffic congestion and road regulations, paid to the rights
holder of the third party server such as a road administrator for use in the V2X application server. Contracts are made
by region, period, etc.

ii.CAPEX for V2X dedicated application systems (scope: V2N, V2I, V2V)
These include development costs for a V2X application server, a monitoring server for the V2X system itself, an
electronic certificate management server for security and privacy management, and software licensing costs. In some
cases, there is only a lump sum payment, and in other cases, there is an annual maintenance fee. Server equipment
costs will arise from changes to the structure of servers or changes in the number of servers according to the target
services, number of users, and use volume, but it can be considered that this is fundamentally infrastructure used by
all beneficiaries (referred to as “shared infrastructure”). Depending on the use format of server equipment and other
factors, these expenses as a whole can be seen as costs common to all use cases, but there is also the option of
seeing them as costs for only some use cases.

iii.OPEX for V2X dedicated application system (scope: V2N, V2I, V2V)
These are the operation and management costs of the above-mentioned server facilities, V2I/N infrastructure, and
authentication systems including those for V2V terminals. Initial provisioning work such as issuance and installation
of electronic certificates, general server monitoring work, remote monitoring of facilities and fault isolation work, etc.
conducted by operation management bodies. This is a cost that continues to occur regularly over the operation period.

When an electronic certificate is issued from an external public key authentication infrastructure business operator, a
license fee is incurred for each issuance. Operational and management costs can also basically be considered as
common infrastructure, similar to server equipment costs. The same also applies to the allocation of costs to individual
use cases.

iv.CAPEX and OPEX for communications infrastructure (scope: V2N, V2I, V2V)
The initial and running costs of the communications infrastructure portion. Initial costs include the development of
RSUs, cellular base stations, and a certification system for V2V/V2I/V2N connectivity, and the installation of backhaul
lines. The running costs include licensing fees for RSUs and cellular base stations, backhaul line usage fees,
development costs in the event of system updates to RSUs and cellular base stations, and the distribution and
application costs of updates.

In cases where communications infrastructure dedicated to V2N, V2I, and V2V is used, the above costs can be
considered as shared infrastructure. In cases where specific infrastructure is needed for certain use cases, it will be
necessary to allocate costs on a use case basis.

However, when using a public network (a communication network shared with other services) as wide area
communications infrastructure of cellular communications for V2N, it will be necessary to clarify the scope that will be
considered shared infrastructure costs. Public network communications infrastructure costs are generally recovered
from users in the form of packet communication fees, but in cases where expansion of area coverage specifically for
V2N or development of V2N dedicated functions is necessary, there is a risk that the profitability of communication
carriers cannot be achieved by only communication packet costs paid by users, and it will be necessary to investigate
allocation as communications infrastructure.

v.Communications Packet Costs (scope: V2N, V2I, V2V)

These are V2N packet communications charges paid to mobile operators and radio spectrum user fees paid to the
government. In the V2N form, the user pays in the form of communication packet cost including (4) and a part of (3).
In general, they are paid on a monthly or yearly basis as regular contracts.

Note: In the case of V2V/V2I, there is a possibility that it will be exempted from the application of the collection of the
radio spectrum user fee, but from the standpoint of this document, it is interpreted that the burden is uniformly required.

vi.Onboard equipment costs (scope: V2N, V2I, V2V)

It is the cost of a device such as an on-board terminal, antennas, and an application installed on the terminal. Initial
costs include development costs. Running costs may include material component costs, manufacturing, storage,
distribution, and maintenance services, as well as licensing costs for installed applications and libraries. In some
cases, (5) is sold as a bundle with the cost of the terminal equipment.

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 Figure 4.1 Cost Factors in Cellular V2X Business

4.3 Approach to V2V

In V2V, as in the case of existing ITS, it is assumed that vehicle owners purchase V2V-capable terminals. Although
there are exceptions such as electronic certificate management for security and privacy protection, the necessary
infrastructure costs are small, so it is assumed that there is a possibility that the business will become a terminal
purchase business. It is possible to reduce the cost of in-vehicle terminals by sharing communication components
with other services, but careful and specific consideration of sharing is necessary. There is a possibility that a
smartphone can be used as a V2V communication device for a vehicle, but there are many uncertainties such as the
support of V2V communication function and GPS accuracy. Therefore, when smartphones cannot be used as
terminals for vehicles, the factors that promote the spread of V2V-capable in-vehicle terminals are considered to be
the cost reduction of in-vehicle terminals and the provision of incentives for the introduction.

4.4 Approach to V2I/N

Both V2I/V2N require costs of infrastructure investment and maintenance in addition to the introduction of V2I/V2N-
capable terminals. In order to recoup initial investment costs, it is desirable to ensure business continuity for a certain
period of time. In existing ITS in Japan, infrastructure improvement is carried out as a public investment. When V2I
and V2N provide common services, they are used in a complementary manner, and increasing the places where
services are available in V2I or V2N is effective in increasing the value enjoyed by the beneficiaries. At this time, the
provision of V2N services using existing cellular networks is a factor to promote the penetration of infrastructure. The
service may be started in the form of V2N using the existing network, and dedicated infrastructure or evolution of the
existing infrastructure may be introduced in order to respond to the strongly requested use cases. With cellular V2X
as well, of the cost factors listed in 4.2, with respect to the cost of shared infrastructure, public investment may be
considered from the viewpoint of ensuring business continuity and promoting utilization by reducing the burdens on
end-users such as drivers.

In particular, V2I/V2N may be able to improve profitability by providing the collected information to a third party service

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or receiving information from a third party service. As an example of receiving information from a third-party service
in Japan, it is conceivable to utilize probe data in existing ITS such as VICS (Vehicle Information and Communication
System Center) and ETC 2.0 [52]. For example, VICS provides information such as road transit times and traffic
volume to outside operators based on information from sensors installed on roads.

Based on the above, V2I/V2N business models are explained using three different types of examples. In these models,
service beneficiaries, national and prefectural governments, municipalities, insurers, V2I/N service providers,
communication infrastructure business, and others are anticipated as stakeholders. Drivers, transit businesses,
transportation businesses, and others are expected to be service beneficiaries in the near future, and with the spread
of MaaS in the future, mobility service businesses (MaaS businesses) will also become service beneficiaries, and it
is possible to envision a format that mediates between passengers, who are the end-users, and various businesses.
National and prefectural governments and municipalities are expected to include road managers. V2I/N service
providers or businesses that provide V2I/N services to beneficiaries, and in cases where they bear infrastructure
investments, various formats where operation is outsourced by national and prefectural governments, municipalities,
and other parties are possible. Similarly, various formats can be considered for communication infrastructure
businesses, and it will be necessary to define these more specifically in the future.

(1) Automobile insurance model

In this model, insurers tie up with V2I/N service providers and collect costs relating to V2I/N service as a part of
insurance premiums. It is expected that insurers will be able to more accurately calculate accident risks than in the
past through the provision of information on environments in the vicinity of vehicles collected through V2X. With
telematics insurance, which has been attracting attention in recent years, information on the behavior of one’s own
vehicle, images from drive recorders, and so on are collected by cellular communication to refine accident risk
calculations based on the information, and if this model is added and applied, further refinement of accident risk
calculations can be expected. With this model, if the penetration rate of V2I/N services is low and it is difficult to
improve risk calculations, there will be an issue in that introduction incentives will have difficulty working. Because of
this, voluntary implementation of measures to promote further penetration such as road managers and local
governments receiving information from V2I/N service providers to improve road management and city planning and
provide information volumes as compensation and subsidizing initial investments in communications infrastructure
and V2I/N service infrastructure.

Users

Service Beneficiaries
(drivers, passengers)

Insurance Communications
Tax ¥ premiums ¥ Vehicle
line
Including V2X information
service fees

Transportation Insurance Driving

infrastructure services support
information

Traffic signal
and regulation
information,
etc.

¥
Information Businesses
National and prefectural Insurance ｓ fees
Communication
governments, service Driving V2I/N Service
providers
① Information
providers infrastructure
municipalities providers information businesses

¥
fees ②, ③
Information

¥ ⑤ (Including
Communicati ③ and ④)
on expenses
¥ Infrastructure
development costs ④

Figure 4.2 Example of Automobile Insurance Model (blue text indicates factor numbers)

(2) Tax model

With V2X, it is desirable that all traffic participants participate in V2X communications and traffic accidents are reduced.
In this model, this public nature of V2X is a focus of attention, and it is assumed that services will be provided using
taxes as a revenue source. Here a format is described whereby the communication infrastructure relating to V2I/N is
developed as a part of transportation infrastructure and a portion is outsourced to communication infrastructure
companies. To carry out this model, it would be necessary to clarify the social value and to form a consensus by
demonstrating that V2I/N can reduce traffic congestion and traffic accidents or accelerate the spread of automated
driving.

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(3) Example of MaaS/automated driving model
Under this model, V2I/N services are provided in limited region such as smart cities for the rapid establishment of
MaaS using level 4 automated driving (unmanned driving). Transportation service fees received from passengers
who receive the transportation services from MaaS service providers serve as the source of business capital. A format
whereby some V2X infrastructure is developed through private investment with the addition of V2I/N service costs is
shown as an example. For this model, early realization of level 4 automated driving using V2I/N services is an
essential assumption, and it is necessary to consider further the significance of infrastructure connected & automated
driving.

The relationships among the three models described above are not exclusive and structures where they coexist are
conceivable. Among the three models, the automobile insurance model (1) and tax model (2) are premised on the
provision of services regardless of region, while the MaaS/automated driving model (3) assumes the provision in
limited areas of services more advanced than those provided under models (1) and (2). For this reason, if the
MaaS/automated driving model were introduced, it could be present in limited areas (such as smart cities) with the
services described in models (1) and (2), and it would be possible to provide multiple V2I/N services using different
business formats. In addition, it would be necessary to consider the feasibility including profitability of nationwide
expansion of V2I/N services based on the MaaS/automated driving model launched in a limited area.

Users

Service Beneficiaries
(drivers, passengers)

Insurance Communications
premiums Vehicle line
Tax ¥ ¥ information
Including taxes
relating to
V2X

Transportation Driving
Insurance
infrastructure support
services
information

Traffic signal
and regulation
information, etc.

¥
Information
Communication
Businesses
fees Information
National and prefectural Insurance V2I/N ① infrastructure
governments, companies Driving providers
service providers businesses
municipalities information

¥ Information
fees ②, ③
¥ Communication ⑤ (Including ③ and ④)
expenses
¥ Infrastructure
development costs ④

Figure 4.3 Example of Tax Model (blue text indicates factor numbers)

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 Mobility services
using autonomous
driving

¥ Users
Mobility service
fees
MaaS Service Beneficiaries
Service (persons engaging in mobility)
providers

Partial traffic
infrastructure

Insurance Insurance
¥ ¥
services premiums Driving support
information Communications line
Vehicle
information

Traffic signal
and regulation
information,
etc.
Businesses
¥
Information
fees Communication
National and prefectural Insurance Information
governments, companies Driving
V2I/N Service
providers
① providers
infrastructure
businesses
municipalities information

Informat
¥ ion fees
②, ③
¥ Communicati ⑤ (Including ③ and ④)
on expenses

¥ Infrastructure
development costs ④

Figure 4.4 Example of MaaS/Automated Driving Model (blue text indicates factor numbers)

V2X Service Area Business Model

Smart City MaaS/Automated

(limited areas) driving model

Nationwide Automobile
(including smart insurance model
cities) Tax model

Figure 4.5 Business Model with Both V2X Services in Unlimited Areas and V2X Services in Limited Areas

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Chapter 5 Organization of Issues

The main issues identified in prior chapters are organized in Table 5.1. As a result of conducting investigations
(investigated in Version 1 of the report) based on the use case examples that focus on the interval of information
updates in Chapter 2.1, it was determined that the issues of the use cases using V2V communications and of the use
cases using V2N or V2I communications differ not only in perspective of communications but also perspective of
services (ex. the structure of cost burden). It is also necessary to organize issues for each information source in cases
where information is provided via base stations or roadside infrastructure.

In use cases, where information may be obtained from vehicles, clarifying the division of roles between V2V and V2N
is an issue, and in use cases, where information may be obtained from associations and organizations, it will be
necessary to work on the issues in coordination with those associations and organizations corresponding to the
information sources. Clarification of the business model is also one of the issues, as there are many stakeholders in
the process of the vehicle receiving the information.

In addition, when updating this report to Version 2.0, issues were investigated with regard to the use case examples
involving combined use of short range communications and wide area communications added in chapter 2.2, but
there are many parties involved in the services, which increases the difficulty of building systems and business models,
and there are cases where the information providers and primary beneficiaries are not the same, and it was
determined that it is necessary to further investigate user acceptance and business feasibility.

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 Table 5.1 Organization of Issues for Achieving Each Use Case Using Cellular V2X

Perspective Issue

Acquisition of frequency allocation, standardization of communication methods

Establishment of communications parameters and operational methods

Short Range
Communications Creation and maintenance of interconnectivity and security operational management systems
Communications

(V2V/V2I; PC5)
Verification of feasibility (latency and reliability) and availability

Responses in cases where performance requirements are not met and countermeasure costs

Verification of feasibility (latency and reliability) and availability

Wide Area Investigation of communications quality improvement methods (if necessary)

Communications
(V2N; Uu) Responses in cases where performance requirements are not met and countermeasure costs

Responses to differences in the service areas of each MNO

Obtaining approval to acquire source information from associations and organizations

Acquisition from
associations and Creation of systems for acquiring information from information sources (precision, security, etc.)
organizations Standardization of equipment specification, formats, etc. for acquiring information from
information sources
Adoption of message format and protocol specifications
Information

Acquisition from Adoption of guidelines for controlling variations among vehicles generating information
vehicles Security and privacy countermeasures

Obtaining consent regarding the use of information from each vehicle owner

Adoption of message format and protocol specifications

Use by transmission-
Ensuring the reliability of received information (communications route security)
receiving vehicles
Formulation of guidelines on the use of received information (including consideration of latency)

Formulation of service definitions and guidelines

Services Development of systems from acquisition of source information to provision to vehicles

Securing service opportunities (promoting widespread adoption of terminals, developing
infrastructure, etc.)
Reducing the cost of PC5 onboard devices (to promote widespread adoption)

Burden of Uu communications costs

Investment relating to improvement of communications quality (if necessary)

Development of servers for information acquisition, collection, and distribution and
Services

Business establishment of business taking into consideration costs for maintenance of distribution servers
and other equipment (including acquisition of public funding and cooperation and collaboration
with associations and organizations)
Development of structures and business models in cases where there are many parties involved
in services
Acceptance by users and business feasibility in cases where information providers and the
primary beneficiaries are not the same
Clarification of the allocation of responsibility from acquisition of source information to provision
to vehicles
Formulation of response policies when services are suspended due to hardware failures,
Responsibility
network problems, etc.
Clarification of the scope of certification and inspection (pre-shipment inspection, vehicle
inspections, etc.)

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Chapter 6 Summary

In this document, with regard to issues concerning the advancement of ITS and automated driving using cellular
communications technologies (cellular V2X), use case examples that could take advantage of cellular V2X were
selected and organized, and matters and issues necessary for realization from the perspectives of both
communication architecture and business model were considered.

As examples of use cases, in Version 1.0 the focus is on the update interval of information. A comparison was made
with dynamic maps, which are widely discussed for developing automated driving, and the examples were organized
by associating them with locatable information that changes over time (dynamic information, quasi-dynamic
information, quasi-static information, and static information), and the items, issues, and so on are necessary for
realization were considered.

As a result of analysis in Version 1.0 and subsequent versions of research and development and policy discussion
being conducted in Japan and overseas, it was concluded that there are many cases that overlap with the use cases
focusing on the update interval of the information mentioned above and that the independent use of any of V2V, V2I,
and V2N is assumed. The focus was then placed on the combination of both short range communication (V2V, V2I)
and wide area communication (V2N) used for cellular V2X (combined use of wide area communication), with each
complementing the other’s strengths and weaknesses to additionally investigate use cases that continuously provide
optimal information according to the distance, time, etc. and demonstrate high added value as well as use cases that
can improve service feasibility.

Next, the issues identified from the examination of use case examples were organized from the viewpoints of
communication, information, and services. The issues were nearly the same for that use cases that focus on the
update interval of information in Version 1.0 and the use cases that use both short range communication and wide
area communication, but in the case of combined wide area communication use cases, the number of parties involved
in the services often increases, which increases the difficulty of creating systems and business models, and there are
also use cases in which the information provider and the main beneficiaries are not the same. It was determined that
there is need for further investigation on acceptability and business feasibility.

As various services are being investigated for the advancement of ITS and automated driving, the necessary
communications performance and regulatory systems, as well as the impact on business, are being discussed. There
are significant appeals to using wide area communications (V2N) and short range communications (V2V, V2I, and
V2P) or both and creating flexible designs compatible with various services, but there are many issues that would
need to be investigated to achieve this. Going forward, the automotive and telecommunications industries will need
to work closely together from a variety of perspectives, including use cases, performance requirements,
implementation patterns, and business models, to make systems a reality. In addition, close collaboration between
the public and private sectors will be necessary from the perspectives of frequencies, formulation of communication
specifications, design of systems, and infrastructure development.

The comparison of communication performance alone is not enough to complete the discussion. It is expected that
discussions will be held on the true merits and value creation of using cellular V2X and its impact on the legal system
and business and that discussions will move forward in the direction of providing better ITS services.

This document will be updated in the future to incorporate those discussions. It is hoped that this document will be
widely used as an aid for investigating ITS and automated driving in Japan.

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Appendices

A.1 Detailed Glossary

A detailed version of the glossary found in Chapter 1.1 is described below.

Table A.1 Glossary (Detailed Version)

Term Meaning / explanation
Cellular V2X Cellular V2X is a technology that uses cellular communications such as LTE and 5G NR and
makes it possible for vehicles to connect with all others. It includes short range
communications such as vehicle to vehicle, vehicle to infrastructure, and vehicle to a
pedestrian on road and roadside and wide area communications where vehicles use cellular
networks consisted of base stations and a core network.
LTE A 3.9 or 4th generation cellular wireless access technology standardized by 3GPP. Currently,
3GPP Release 8 to Release 16 are specified.
LTE V2X Cellular V2X using LTE.
5G The 5th generation cellular wireless access technology standardized by 3GPP. It includes
NR and LTE Release 15 and later. In general, NR is often recognized as a representative
5G wireless interface.
NR, 5G NR The new wireless access technology standardized by 3GPP for 5G. Only wide area
communications via base stations have been standardized in Release 15, and short range
communications is standardized in Release 16.
NR V2X Wide area and short range communication based on NR in cellular V2X.
Wide area communications, These terms mean wide area communications between mobile devices and base stations.
Downlink/uplink, Uu, V2N2X In this document, these terms can also include communications via core networks and
application servers; also referred to as V2N2V/V2N2I/V2N2P.
Downlink Communications from a base station to a mobile device in wide area communications.
Uplink Communications from a mobile device to a base station in wide area communications.
Short range communications, These terms mean short range direct communications between mobile devices, i.e. vehicle
sidelink, PC5, V2V/V2I/V2P to vehicle or vehicle to pedestrians. Short range communications based on LTE is
standardized in Release 14. Short range communications based on NR is standardized in
Release 16.
Base station, NB, eNB, gNB Base station means the equipment that communicates with mobile devices in the cellular
network. A base station supports one or multiple cells.
NB (node B) is a WCDMA base station.
eNB (e node B) is an LTE base station.
gNB (g node B) is an NR base station.
Mobile station (MS), user Devices that communicate with networks in the cellular network. Strictly speaking, mobile
equipment (UE) station and UE are different because mobile stations do not include SIM and UE include SIM,
but in many cases, they are not distinguished.
Cell A certain geographic area to which a base station transmits radio waves on a single
frequency and is uniquely recognized by mobile devices.
Core network (CN) The part of a cellular network that does not rely on wireless access technologies such as
WCDMA, LTE, and NR. It includes S-GW and P-GW.
Radio access network (RAN) The portion of a cellular network including base stations that unique to wireless access
technologies such as WCDMA, LTE, and NR. The portion unique to LTE is referred to as E-
UTRAN, and the portion unique to NR is referred to as NG-RAN.
Unicast One-to-one communications link between base stations and single mobile devices.
Broadcast In wide area communications, uni-directional, one-to-many transmission from a base station
to all mobile devices in the corresponding area.
In short range communications, transmission from a mobile device to all mobile devices in
the neighboring area.
Multicast In wide area communications, uni-directional, one-to-many transmission from a base station
to a specific mobile device group identified by a group identifier in the corresponding area. It
includes eMBMS, which broadcasts the same information simultaneously from multiple cells,
and SC-PTM, which broadcasts different information from each cell.
In short range communications, transmission from a mobile device to specified multiple
mobile devices in the neighboring area.
Handover In wide area communications, in the broad sense, the mobility between cells, regardless of
in connected mode or idle mode. Strictly speaking, the mobility between cells according to
network instructions in connected mode and not including the mobility between cells in idle
mode.
Connected mode In wide area communications, the mobile device existence in a cell is recognized by the

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 network and the mobile devices are ready to transmit and receive the radio waves. It is also
referred to as connected.
Idle mode In wide area communications, the mobile device existence in a cell is not recognized by the
network, and mobile devices are in standby mode. It is also referred to as idle.
Subframe The basic wireless time resource allocation unit in LTE and NR, i.e., 1 msec. In NR, although
the subframe is 1 msec, the time allocation of less than 1 msec is also supported.
Roadside unit (RSU) Although there are terminal-type RSU that communicate with mobile devices using short
range communications and base station type RSU that communicate with mobile devices
using wide area communications, in this document, base station type devices are not
referred to as roadside units and roadside units mean terminal-type devices that
communicate with mobile stations using short range communications. RSU can connect to
networks using wide area communications.
Discontinuous reception Intermittent reception. In wide area communications, mobile devices are turned on at regular
(DRX) intervals in order to check if there are any transmissions from the network. DRX is specified
in both connected mode and idle mode. In connected mode, DRX can be turned off.
Scheduling request In wide area communications, it means the communication to notify the network initially when
(SR) there is an uplink communication from a mobile device. There is a method where the wireless
resource for such communication is specifically allocated to a mobile device and a method
where the wireless resource for such communication is shared among mobile device.
Semi-Persistent Scheduling In short range communication and wide area communication, it means the transmission and
(SPS) reception are performed at predetermined regular intervals. In wide area communications, it
especially refers to transmission and reception at regular intervals without using a control
signal for the resource allocation.
Mobile Network Operator A telecommunications business operator that provides mobile communications services and
(MNO) develops or operates wireless stations related to those mobile communications services.
Mobile Virtual Network Operator A telecommunications business operator that provides mobile communications services
(MVNO) provided by an MNO or by connecting to an MNO and does not develop or operate wireless
stations related to those mobile communications services.
Subscriber Identity Module Module that contains identification of a mobile phone subscriber and subscription and plays
(SIM) a major role in cellular network security in wide area communications.
Mobile Edge Computing Having application layer computing resources close to base stations or core network in the
(MEC) cellular networks instead of having them in the cloud outside of the cellular network in order
to reduce the latency and so on.
Communication latency time In communication-related materials such as ITU-R and 3GPP, the communication latency
often means the shortest latency time in one direction under the condition that the
communication device is in active state and the light load on the wired or wireless
communication links. Further consideration is necessary on the systemic latency on the
following points 1) data generation frequency and latency in the sensors and communication
data generation units, 2) the effects and variation under heavy loads on wired and wireless
communication links, 3) the time required for the retransmissions to ensure reliability, and
4) whether the communication units is always active or not.

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 Information update Examples of Application Use level Anticipated Site where Reference
interval handled (application) applications information
information is used
●Dynam Reflected in Presence of Safety Control Prevention of General In this area,
ic automated pedestrians intervention/ pedestrian accidents road there is a
driving as or bicycles warning possibility
one of Presence of Safety Control Prevention of General that a
multiple nearby intervention/ collisions between road/exclusi system can
sensors vehicles warning vehicles crossing ve motor- be created
(multi- (including paths, lane change vehicle way by using
system) motorcycles support communicati
) on as one of
Broken- Safety Control Rear-end collision General the multi-
down intervention avoidance, road/exclusi system
vehicle or emergency braking ve motor- sensors in
fallen (1) vehicle way combination
obstacle with other
(immediatel sensors.
y ahead) Depending
Emergency Safety Control General on the
braking by intervention road/exclusi application,
vehicle ve motor- ensuring
ahead vehicle way reliability is
Real time Traffic Control Platooning Exclusive the key
operation facilitation, intervention motor-
information comfort vehicle way
from vehicle
driving
ahead
Vehicle Traffic Control Merging support Exclusive
information facilitation, intervention/ motor-
on the main comfort warning/infor vehicle way
exclusive mation
motor- provision
vehicle way
Signal color Safety, Control Intersection passage General
(display) comfort intervention/ support (2)-1 road
information warning
Presence of Safety Control Prevention of General
oncoming intervention/ collision with road
traffic or warning oncoming vehicle
crossing when making a right
pedestrians turn, collision with
at bicycle, etc. when
intersection making a left turn,
accident involving
crossing pedestrians
ETC gate Safety, Control Prevention of Exclusive
opening/clo comfort intervention/ collision during rapid motor-
sing warning/infor closing, gate vehicle way
information mation selection, lane
provision change
●Semi- Predictive Signal cycle Safety, Warning/info Avoidance of General Depending
dynamic information information Comfort rmation dilemma, red traffic road on the
provision light warning (2)-2 requirement
Level for Information Safety, Information Lane change support, General s of the
use in safe on presence traffic provision route selection (3) road/exclusi vehicle,
stopping of obstacle facilitation ve motor- there is a
and lane or broken- vehicle way possibility
changing down that cellular
vehicle communicati
Nearby Safety, Information Vehicle avoidance General ons can be
emergency traffic provision support (4) road used with
vehicle facilitation other

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 Lane- Safety, Information Lane change support, General communicati
specific traffic provision route research road ons or
traffic facilitation individually.
congestion
information
●Semi- Predictive Updated Traffic Information General There is a
static information map facilitation provision road possibility
information that it can be
Level for (partial used with
use in update the same
advance while performance
route traveling) and
changes, Regulation Traffic Information Route research (5) General mechanisms
etc. information facilitation provision road/exclusi as
ve motor- conventional
vehicle way cellular
Constructio Traffic Information General communicati
n facilitation provision road/exclusi ons.
information ve motor-
vehicle way
Traffic Traffic Information General
congestion facilitation provision road/exclusi
information ve motor-
vehicle way
Traffic Traffic Information Turn-off support, Exclusive
congestion facilitation provision automated → manual motor-
end determination vehicle way
information
Air bag, etc. Information HELP General
deployment provision road/exclusi
information ve motor-
vehicle way
●Static Level for High- Route search General This is use
use in route precision road/exclusi of what is
preparation map ve motor- referred to
for vehicle way telematics
automated Updated General and is
driving outside the
map road/exclusi
scope of this
information ve motor- investigation
(acquisition vehicle way .
during
stoppage)

Figure A.1 Organization of Use Cases (Expanded)

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A.2 Features of LTE V2X (PC5; V2V/V2I/V2P) Communications Performance

Supplemental information on the communications performance characteristics of LTE V2X (PC5: V2V/V2I/V2P),
regarding which it is stated in section 2 of Chapter 2, "V2V has the potential to achieve adequate low latency and
reliability" and "LTE can make use of its high reception sensitivity compared to other communications systems." In
addition, the results of verification trials conducted in various countries have also been publicly released [53], [54].

Link Design (1 of 2)
Challenges

ITS spectrum @ 6 GHz

High speed
− Max vehicle speed of 250 kph  max relative speed is 500 kph
− At 6 GHz, 2700Hz Doppler shift  channel variation within a subframe

High frequency offset

− Up to 0.3ppm frequency offset
− At carrier frequency of 6GHz  1800Hz

Focused on enhancing sidelink (V2V) channels

− PSCCH : Assignment Channel for sidelink
− PSSCH : Data Channel for sidelink

Link Design (2 of 2)
Solutions

High reference signal density with regular spacing

− Symbol location: #2, #5, #8, #11

0 1 2 3 4 5 6 7 8 9 10 11 12 13

Last symbol is used

Reference signal for Tx-Rx turnaround
and downlink timing
Normal CP (~5us) supported adjustment

Intra-symbol estimation of frequency offset

300 bytes, QPSK, two Tx, random frequency error
Pre-specified limits on MCS, #RBs, #Tx
− Possibly based on speed and synchronization source

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PSSCH and PSCCH (2 of 2)
Details

PSCCH
− One PSCCH transmitted for each PSSCH on the same subframe
− No combining of PSCCH retransmission
− Number of RBs = 2
− Blind detection of cyclic shift to improve PSCCH to PSCCH interference
− Group id (u) fixed to 8  better performance for high frequency offset

PSSCH
− Max number of transmissions = 2
− RV ID sequence for HARQ transmissions are given by 0, 2
− Maximum distance between initial transmission and HARQ retransmission is 15
− Various phy parameters are a function of PSCCH CRC

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C-V2X range benefits from multiple reasons

Longer transmission time: allows for higher energy per information bit
− Enabled by synchronization which allows frequency multiplexing

HARQ : Enables higher energy per information and more time/frequency diversity

Channel estimation: More density in frequency makes less susceptible to multi-

path

Coding: Turbo coding typically provides for more coding gain compared to
convolution coding

Waveform: SC-FDM allows for higher Tx power due to lower PAPR

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A.3 Configuration Parameters Consideration for LTE-V2X Operation

This appendix describes important considerations for system configuration in LTE-V2X operation associated with the
system requirements, (pre-)configuration parameters and provision method of the traffic from the application layer to
LTE-V2X layer.

The services to convey information to surrounding vehicles for the safety need to satisfy the reliability and the system
latency determined by the service requirements. Such requirements and evaluation methods can be different among
regions/countries even in the same or similar use cases, due to available bandwidth, radio propagation environment
(typical number of lanes, vehicle density and so on), and communication traffic conditions. In order to support the
requirements of the reliability and the system latency in each region/country, appropriate setting of (pre-)configuration
parameters and proper provision of the communication traffic from the application layer to LTE-V2X layer are
necessary. Following describes some of example considerations:

Congestion control and Resource selection

Congestion control and resource selection are important factors to achieve the certain performance in any radio
systems.

If resource usage exceeds the capacity of the physical layer, the reliability of the traffic cannot be satisfied because
of high collision rate and/or much interference. The congestion control in the application layer identifies the resource
usage and it controls the amount of the traffic from the application layer to LTE-V2X layer. Proper design of the
congestion control is necessary in order to support the reliability requirement by preventing over-usage of LTE-V2X
layer. The congestion control mechanism based on SAE J3161/1 was evaluated with LTE-V2X PC5 [55].

Inter-channel interference happens when adjacent (sub-) channels are used by different transmission terminals
because the transmission power leakages to the adjacent (sub-)channels. Co-channel interference also happens
when different transmission terminals within near range uses the same channel. In LTE-V2X, the terminal measures
the received signal level (RSSI) and compare it with the (pre-)configuration parameter of RSSI. The proper setting of
this (pre-)configuration parameter is necessary because it controls how much resource for the transmission is
available and how strong the interference occurs in transmission in a subframe. The terminal tries to avoid selecting
interfered subframe by selecting 20% best subframes in terms of averaged RSSI over a subframe. Proper
configuration of retransmission, probResourceKeep and one-shot transmission can also help to mitigate inter-channel
or co-channel interference.

Half duplex
Half-duplex may face the situation where the transmission terminal cannot consecutively receive the signal from the
other terminal in the same subframe. If this situation happens by the scheduled periodic transmission, two terminals
cannot communicate each other during the scheduled period. How often this happen (probability) is determined not
only by the periodicity of application traffic, length of scheduled period, available resource, the number of terminals in
the communication area, and also other factors. The retransmission timing is usually randomly selected by the
transmission terminal. It can reduce the probability of the collision among terminals. In LTE-V2X, the
(pre-)configuration parameter of probResourceKeep, which controls how long the same resource is consecutively
selected, needs to be set properly to prevent high probability of consecutive collision. Also, occasional one-shot
transmission instead of periodically reserved resource transmission controlled by the application layer can also
mitigate the consecutive collision.

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A.4 Use cases that were not selected in chapter 2.2

No. Use Case Title Details Reasons for Not Selecting

1 Re-formation of divided platoon For situations where a platoon is divided due to vehicles going into the spaces between Trucks must comply with speed limits, so vehicles in the front must slow down when re-
platoon vehicles while traveling on a highway. As a countermeasure, it would be possible forming a platoon. In this case, the impact on traffic flow would be significant and the
to instruct the front and rear platoon vehicles to adjust speed based on the positional benefits of re-forming the platoon would be diminished. At the time of division, it may be
relationship of the divided platoon and to process the platoon information after they are possible to maintain contact using hands-free phones, etc. and to re-form the platoon
able to approach each other. By using V2N, it would be possible to inform a cloud server using SA/PA.
of the position of the divided platoon and to notify platoon members where the platoon
can be re-formed and speed adjustments. After the front and rear of the platoon
approach, the platoon will be re-formed by identifying and authenticating the other
members using V2V and exchanging information such as real-time position, acceleration,
and order.
2 Sharing location information and onboard When turning right at an intersection with poor visibility, the training vehicle and an ・Service that require sharing sensor and camera information among vehicles and
sensor information to prevent collision oncoming vehicle may collide. As a countermeasure, a method of obtaining the position determining the position information of all vehicles traveling in the opposing lane need to
with oncoming vehicles when turning information of all vehicles traveling in the opposing lane or a method of detecting the have a very high penetration rate in connected cars; this may be possible in 2030 or later.
right presence of a vehicle out of sight by referring to information from sensors and cameras of ・In Japan, a right turn (across traffic) support service using V2I that utilizes roadside
the surrounding vehicles can be considered. By using V2V, each vehicle can distribute and sensor information has already been put into practical use, and this use will be effective at
obtain location information, and it is possible to detect the presence of vehicles out of the stage that is not widely spread.
sight. By using V2N, it would be possible to narrow the scope of vehicles requesting the
provision of sensor and camera information based on the position, speed, etc. of each
vehicle on the center side, and it would be possible to share sensor and camera
information using minimal resources.
3 Merging support using mapping and When merging on highways or general roads, the merging vehicle will detect the vehicle ・The accuracy of measuring the absolute position of vehicles is low and improving
coordination control of merging vehicles in the main lane using an autonomous sensor and plan the merging timing, but if the accuracy is an issue.
and vehicles in the main lane merging lane is short or depending on the speed of the vehicle in the main lane, merging ・It will be difficult to achieve the added value portion using V2N unless the penetration
may be difficult. As a countermeasure, an infrastructure sensor near the merging point rate of connected cars is considerably higher, and it is expected that this will occur in
could detect the position and speed of the merging vehicle and vehicles in the main lane, 2030 or later.
and V2I could be used to inform each vehicle to adjust speed or change lanes. In addition, ・At the stage that is not widely spread, it would be desirable to take countermeasures by
it would be possible to map surrounding vehicles that collect position and speed installing infrastructure that can continuously detect vehicles traveling in the main lane.
information of merging vehicles and vehicles in the main lane further away from the ・It is important to investigate areas where control is expected to be effective.
merging point and to adjust speed and give lane change instructions to vehicles in the Considering the certainty of the estimated arrival time at the point of merging, it is
main lane at a further distance. assumed that it would be effective within a narrow communication range (e.g.,
approximately 200 m) from the starting point of the acceleration lane, and control
information will be sent by V2N to vehicles further away. Attempting to do so would
require verification of the effectiveness and actual conditions of the merge length (possibly
shorter than the V2N range).
5 Notification of the presence of A pedestrian suddenly entering the road from a blind spot may result in a traffic accident. ・Pedestrian behavior is unpredictable, and therefore, vehicle control based on uncertain
pedestrians who may suddenly enter the As a countermeasure, when the presence of a child or an elderly person on the road is information is unacceptable.
road detected by a vehicle sensor or camera, the information could be distributed to nearby ・Accident prevention is becoming more effective by autonomously detecting pedestrians
vehicles for vehicle control and to call attention to the presence of the pedestrian in order who suddenly enter the road based on sensor and camera information and braking.
to prevent a collision. By using V2N, it would be possible to provide information such as
alerting vehicles that are far from a potential collision. By using V2V, it would be possible
to provide highly reliable information with low latency when the distance to the potential
collision is short.
6 Determining the presence of stationary If the presence of stationary vehicles such as those waiting at traffic lights, waiting to turn ・In order to determine the position, speed, and route information of each vehicle, it
vehicles to prevent sudden braking across traffic, or parking on the street is not noticed, there is a risk of a rear end collision would be necessary that the penetration rate of connected cars increases; this is expected
or sudden braking. As a countermeasure, it would be possible to call attention to such to be achieved after 2030.
vehicles and change lanes or routes by determining the situation in advance in real time
and notifying drivers of the collision risk in advance. By using V2N, the position, speed,
route information, traffic signal control information, and other information of each vehicle
can be determined on a cloud server, and drivers can be alerted in real time by predicting
traffic congestion and convoys. By using V2V, it would be possible to quickly warn
following vehicles when sudden breaking by a vehicle in front occurs.

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