Use Cases

Safe Navigation of CCAM actors through Road Work Zones (RWZ)

The main goal of the RWZ use case is to ensure that Connected and Automated Vehicles (CAVs) can safely navigate Road Work Zones (RWZs). This includes enhancing perception and response capabilities to manage dynamic obstacles and extended ODD requirements. This use case also enables communication of vital information to all road users and protects vulnerable road users (VRUs), such as RWZ personnel. Additionally, it provides optimal lane recommendations and restores normal speed limits after the RWZ to ensure smooth traffic flow. Various messages (like Cooperative Awareness (CAM), Cooperative Perception (CPM) and Maneuver Coordination Messages (MCM)) will be applied according to the use case and ODD requirements. Roadside Units will broadcast RWZ dimensions and share standardized data via a centralized EU platform. A digital twin will simulate RWZ scenarios to test and refine the system before deployment. Real-time data will then be collected using perception and V2I/I2V systems installed in the infrastructure. Finally, the system will be validated in real-world trials with CAVs in Turkey, Germany, and Spain.

Demonstrations and Test Sites: 

The demonstration aims to showcase the integration and functionality of a comprehensive system designed for managing work zones effectively for CAVs. This demonstration will be conducted in stages, encompassing simulation, validation with real data, and real-world implementation. 

BELABIENTA TUNNEL (SP)

Regarding the testing sites for UC2, the tunnels of Belabieta seem like an adequate location for testing in Spain. The tunnels of Belabieta are located on the AP-15 highway, heading to Pamplona. This location presents optimal conditions for testing UC1 and UC2 as there are tunnels and they will be under road works for at least 8 months starting around October 2025. 

JACKERATH (GER)

Data recording and generation of V2X messages at the Jackerath interchange on the A44 highway in Germany will be conducted, as a construction site is planned there on the behalf of the RWTH. Regulatory approvals are currently running. If the recording site can be established as planned, other project partners could also use it for testing purposes. 

FORD OTOSAN Test TRACK (TK)

The closed course test track in Türkiye is applicable for highways scenarios. In the test site, highway exit/entry points, lane merging/splitting attributes can be examined. The test site has also a digital map, that can be useful to leverage of using MAPEM and to see the digital map updates by infrastructure. Since the test site is closed, the validation of decision-making algorithm, perception capabilities, and the overall system can be performed safely. 

Safe Navigation of CCAM actors through Incident Zones

Incident zones create complex and unpredictable driving conditions for AVs due to accidents, road obstructions, temporary lane closures, and unexpected VRUs. These scenarios challenge current ODD boundaries by disrupting drivable areas and degrading sensor performance, especially in dynamic and congested environments. This UC aims to extend the ODD of CAVs by integrating cooperative perception, digital twins, and intelligent decision-making to address the complex challenges of incident zones. By combining onboard sensors with infrastructure-based data through V2X connectivity, AVs gain enhanced situational awareness and resilience to real-world disruptions. Smart infrastructure equipped with RSUs and advanced sensors will detect incidents, broadcast critical updates, and support AVs with real-time guidance. The Incident Zones Use Case will be split into four-phases when vehicles approach the incident zone—pre-warning, warning/preparation, the actual event, and return to regular ODD—to enable AVs to safely navigate complex incident areas. By fusing onboard and infrastructure data, AVs can dynamically update their trajectory, perform safe manoeuvres like lane changes, and adapt to traffic jams or accidents. This system will be validated through digital twin simulations and real-world tests across various demo sites to ensure safe and efficient AV behaviour in incident zones.

Demonstrations and Test Sites: 

The demonstrations consist of two phases: validation in simulations which are done in digital twin developments within the project and on-road tests to showcase the integration and functionality of a comprehensive system designed for enhancing cooperative perception and managing incident zones for CAVs.  For the real-world demonstrations, the system is implemented in Turkey. Using AVs or connected vehicles, whichever is available, the system performance and robustness will be evaluated.  

SIMULATION

By collecting real-world data from the environment, infrastructure sensors, and V2X enabled vehicles, a comprehensive digital twin will be created for different incident scenarios and traffic congestion levels. The digital twins can simulate a variation of incident scenarios based on the collected real-world data to derive optimal behaviors for RSUs and CAVs. The digital twin provides offline analysis for post-incident evaluation and refines RSU configurations and CAV decision-making processes over time. This will ensure future improvements. The offline analysis optimizes safety parameters, V2X message frequency and content, reducing redundant or conflicting information. The digital twins ensure that incident response mechanisms evolve, leading to more effective infrastructure-vehicle coordination and enhanced CAV adaptability.   

The digital twin will simulate the real-world environments to carry out the demonstration and validate sensor configuration and communication. The simulations will identify potential vulnerabilities and provide solutions for its implementation in the real demonstrator. 

In the digital twin, traffic will be simulated, providing a solution for speed range and maneuver to be performed by vehicles. 

FORD OTOSAN Test TRACK (TK)

The closed course test track in Türkiye is applicable for highway scenarios. In the test site, highway exit/entry points, lane merging/splitting attributes can be examined. The test site has also a digital map, that can be useful to leverage using MAPEM and to see the digital map updates by infrastructure. Operation in FO Closed Test Track will be limited to daylight hours and conditions with good to moderate weather. Since the test site is closed, the validation of decision-making algorithm, perception capabilities, and the overall system can be performed safely. 

FO automated truck has Level 4 capabilities. The FO automated truck is specialized for highway scenarios and has an appropriate sensor suit. It can perform day-to-day driving maneuvers, i.e. adaptive lane keeping, and lane changing.  FO aims to demonstrate the leverage effect of getting information from infrastructure on extending the ODD of the FO Autonomous Level 4 Truck. 

Safe Navigation of CCAM actors through Tunnels and GNSS denied environments

This use case addresses the challenge of automated driving in GNSS-denied or -degraded environments like tunnels and urban canyons, where localization becomes difficult due to GNSS signal loss and sensor limitations. Without GNSS, AVs must rely on onboard sensors such as odometry, IMU, and LiDAR. Reflective surfaces, uniform tunnel walls, and changing lighting conditions further complicate perception and localization. Automated driving systems can operate using map-less or map-based localization, with map-based approaches enabling navigation in complex environments by localizing within reference HD maps. Onboard sensor-based localization methods—such as LiDAR, camera, IMU, and odometry—can function independently but may struggle in GNSS-denied areas like tunnels or urban canyons. Infrastructure-supported techniques, including UWB positioning and C-ITS messaging via RSUs, enhance localization accuracy and continuity by complementing vehicle sensor data. The main goal of UC1 is to enable automated driving in GNSS-denied and -degraded areas whist applying these various technologies ensuring seamless transitions between GNSS-supported and GNSS-denied localizations. The different approaches ensure smooth transitions between localization modes and are validated through simulations and real-world tests for safe navigation in GNSS-denied zones.

Demonstrations and Test Sites: 

The demonstration of the vehicle-only solution approach of UC1 will be conducted at two test sites in Austria. Both are on public roads and include short tunnels which block GNSS signals completely. These road sections will be used to test the drivable area detection, the robust change between different localization methods, and switching between map-based and map-less driving modes under realistic conditions. The first test site is in Graz and connects a bus station with a shopping center. The road is shared with public bus lines and is separated from passenger car traffic. Directly after the bus station forecourt (point A) there is a short tunnel passage (point C) without lane markings. 

The second test site in Wörgl runs from the rail station forecourt (point A) in town center to a gas station (point H) in the peripheral zone. The AV encounters all kinds of other vehicles, VRUs, roundabouts, traffic lights, crosswalks, and tunnel section (point D). Inside that tunnel there is frequent oncoming traffic although the space is very limited, which requires precise localization, planning, and trajectory tracking. On one side of the tunnel there is a small walkway, whereas on the other side the wall directly confines the lane without any curbstone. Line markings only indicate the center of the road inside the tunnel. The two routes in Graz and Wörgl can be driven in both directions. 

Grenoble (FR)

The test site for the second sub use case is a “GNSS canyon” (200m x 16m) located at CEA Grenoble, will be equipped with 5 UWB-RSA.  

CEA aims to demonstrate resilient positioning in the urban canyon with an improvement in localization. This enables localization of vehicle in GNSS denied environment using UWB tags, fusing sensor (IMU & UWB & odometry) measurements. 

Belabieta Tunnel (SP)

A digital twin for this demonstrator will be established, with further details to be elaborated in upcoming project requirement tasks. In the first stage, simulation tests will be conducted to assess message communication and functionality. Following this, the models will be validated using real data, and finally, tests will be performed in the actual Belabieta tunnel. The primary aim is to demonstrate various communication messages within the tunnel. Given its considerable length (1,836 meters), infrastructural support will be concentrated in specific sections, and the collected data will be used to refine and enhance the digital twin model. 

To verify the system’s effectiveness, tests involving connected vehicles will assess both message reception and position deviation. These tests will include DENM, IVIM, and CPM messages, all of which are critical for boosting situational awareness and ensuring efficient information dissemination. The figure below shows images of the Belabieta tunnel. 

Zalidbar Tunnel (SP)

The test site for the precise positioning of dangerous goods vehicles using artificial vision technologies (LiDAR and cameras installed in the infrastructure) is the Zaldibar tunnel, belonging to the Bizkaia Connected Corridor, located in Biscay (Spain). Using CARLA, a simulation scenario will investigate the detection and exchange of information in the tunnel via V2X with the aim of supporting infrastructure-based perception for localization in areas without GNSS. The solution will be tested and validated in simulation to provide continuous localization when entering GNSS denied areas based on V2X, with infrastructure support.