# An Overview of Cooperative Driving in the European Union: Policies and Practices
## 4 Current State of the Art of C-ITS Systems
It allowed cloud-based code deployment, remote network control, and distributed data collection from moving vehicles, thus enabling a wide range of experiments and performance analyses. HarborNet operates at the Leixoes seaport in Porto, Portugal; however, it can be easily tailored to support smart city services and cooperative driving applications. By contrast, the second work [55] presented a prototyping framework as guidance for the development of simulation environments aimed at testing cooperative advanced driver-assistance system (ADAS) applications, namely cooperative emergency lane change (CELC), cooperative adaptive cruise control (CACC), and parking autonomously in cooperative environments (PACE). The proposed approach was based on an iterative prototyping process of application refining and validation, which aimed at identifying a fair compromise between simulating multiple vehicles at the same time and accuracy in modelling their dynamics. It is worth specifying that the above-mentioned testbeds are described mainly in functional terms, while relative technical specifications can be found in the references provided. Obviously, also beyond Europe's borders, considerable attention is paid to cooperative and autonomous driving by public authorities, road operators, equipment suppliers, and research organisations. Indeed, pilot sites and test activities are often found in the United States [56; 57; 58; 59; 60], China [61; 62; 63; 64], Canada [65; 66], Australia [67; 68], Singapore [69; 70], and Japan [71; 72]. An interesting difference is that, in some of these cases, testing is more focused on the urban environment, with some emblematic cases in which the pilot zone is so extensive as to be considered a fake town. Such cases represent mock contexts where experiments may be conducted in a supervised space; the first of its kind was M-city [73], established in 2015, which covers a 130,000 m\({}^{2}\) area at the University of Michigan North Campus (Ann Arbor). It is a controlled simulation environment, specifically created for testing connected and autonomous driving. M-city test facilities consist, amongst other things, of various road surfaces, up to four-lane roads, roundabouts and tunnels, fixed and variable street lighting, as well as fixed and moveable buildings. Subsequently, in 2017, Uber established Almono [74], a mock city in the Hazelwood neighbourhood of Pittsburgh. It occupies 170,000 m\({}^{2}\) and comprises a giant roundabout, fake cars, as well as roaming mannequins and containers meant to simulate, respectively, pedestrians and buildings. However, in late 2017, the opening of an even larger pilot zone, called K-city [75], was announced by the South Korean Ministry of Land, Infrastructure, and Transport. At the moment, only motorways are operational; however, once finished, K-city will occupy 320,000 m\({}^{2}\). There will be several different driving conditions, including toll gates, pedestrian and train-track crossings, and even potholes and construction sites. Finally, it is worth mentioning the joint initiative of Google and its sister project Waymo (both controlled by Alphabet), aimed at testing autonomous vehicles in a fake city in California, called Castle [76], planned to reach an area of nearly 370,000 m\({}^{2}\). By contrast, within Europe's borders, to the best of the authors' knowledge, two fake urban environments are currently operational, namely Zala Zone [77] in Hungary and CERMcity [78] in Germany. The former is a test environment launched in 2017 and manged by the Automotive Proving Ground Zala LTD. It is planned to cover a total area of 250 ha, where it is possible to test both classic vehicle dynamics and cooperative driving functions as well as conduct validation testing for electric vehicles. CERMcity was built by RWTH Aachen University with funding from the Federal Ministry of Education and Research.