Description
Book SynopsisAUTOMATED VEHICLES AND MaaS A topical overview of the issues facing automated driving systems and Mobility as a Service, identifies the obstacles to implementation and offers potential solutions
Advances in cooperative and automated vehicle (CAV) technologies, cultural and socio-economic shifts, measures to combat climate change, social pressures to reduce road deaths and injuries, and changing attitudes toward self-driving cars, are creating new and exciting mobility scenarios worldwide. However, many obstacles remain and are compounded by the consequences of COVID-19. Mobility as a Service (MaaS) integrates various forms of public and private transport services into a single on-demand mobility service. Combining trains, cars, buses, bicycles, and other forms of transport, MaaS promises a convenient, cost-effective, and eco-friendly alternative to private automobiles.
Automated Vehicles and MaaS: Removing the Barriers is an up-to-date overview of the contem
Table of Contents
1. The promise and hype regarding automated driving and MaaS 6
1.1 The promise 6
1.2 What do we mean by the term ‘automated driving’? 9
1.3 The hype 11
2 Automated Driving levels 27
2.1 SAE J3016 27
2.2 The Significance of Operational Design Domain (ODD 38
2.3 Deprecated terms 39
2.4 No relative merit 40
2.5 Mutually Exclusive Levels 40
2.6 J3016 Limitations 41
2.7 Actors in the automated vehicle paradigm 42
2.8 Other functions 49
2.8.1 Regulation data access 49
3 The current reality 51
3.1 UNECE WP 29 51
3.2 Social acceptance 53
3.3 SMMT 53
3.4 Other observations 54
3.5 The European Commission 55
3.6 Legislation 56
3.7 Subsidiarity 57
3.8 Viewpoints 57
4 Automated Driving Paradigms 60
4.1 OECD 60
4.4 Communications evolution 60
4.2 Cooperative ITS 62
4.3 The C-ITS Platform 65
4.5 Holistic approach 67
4.6 It won’t happen quickly 68
4.7 Implications of fully automated vehicles 69
5 The MaaS Paradigm 81
5.1 Purist definition for MaaS 81
5.2 Vehicle manufacturer perspective for MaaS 81
5.3 Traditional transport service provider perspective for MaaS 82
5.4 MaaS from the perspective of the MaaS Broker 82
5.5 MaaS as a tool for Social Engineering 87
5.6 MaaS experience to date 89
5.7 MaaS and Covid-19 89
6 Challenges facing automated driving 93
7 Potential problems hindering the instantiation of MaaS 98
7.1 Root causes of obstacles 98
7.2 Level of community readiness 98
7.3 Level of Social Engineering readiness 99
7.4 Perception of risks 101
7.5 Level of market readiness 101
7.6 Level of Software solution readiness 103
7.7 Training 103
7.8 Timing 103
7.9 Institutional & Governance 103
8 Potential solutions to overcoming barriers to automated driving 106
8.1 Vehicle manufacturers flawed paradigm of the automated vehicle 106
8.2 Vehicle manufacturers using different paradigms for competitive advantage 107
8.3 Road operator’s responsibilities 110
8.4 New modes of transport and new mobility services must be safe and secure by design 118
8.5 How other road users interact with AVs 119
8.6 Automated vehicles will have to be able to identify and consistently respond to different forms of communication 119
8.7 AV’s by themselves will not necessarily be smarter than conventional vehicles 122
8.8 Congestion levels will not drop significantly 124
8.9 Automated vehicles will release unsatiated demand 125
8.10 Safety and some operational data must be freely shared 128
8.11 Mixed AV and conventional traffic 128
8.12 AV Acceptability 129
8.13 Low latency communication 130
8.14 Roads could be allocated exclusively to AVs 133
8.15 Automated and connected vehicles bring new requirements 135
8.16 Cybersecurity 136
8.17 Changing speed limits and even getting signs put up can take years 141
8.18 Political decisions needed 142
8.19 Role of government 143
8.20 Fallback to driver 149
8.21 Range of services supported 156
8.21.1 Services that can be instantiated without the support of the local infrastructure 157
8.21.2 Services that can only be provided using data/information from the local infrastructure 158
8.21.3 Services that can be enhanced/improved/extended by using data/information from the local infrastructure 158
8.21.4 The HARTS architecture with reference to C-ITS platform Day/Day 1.5 services 160
8.22 Young drivers and experience 197
8.23 Liability 198
8.24 Level 5 may take a long time to instantiate 203
9 Potential solutions to overcoming barriers to MaaS 205
9.1 Addressing General issues 205
9.2 Essentials to enable MaaS 206
9.2.1 Trust 207
9.2.2 Impartiality 207
9.2.3 Cooperation 208
9.2.4 Integration services 208
9.2.5 Commercial agreements 209
9.2.6 Data protection 210
9.2.7 Solid Governance model 211
9.3 Removing Obstacles to MaaS 217
9.3 Innovative enablers for MaaS 218
10 The C-ART innovation 220
10.1 Overview 220
10.2 Policy context 221
10.3 Key conclusions 222
10.4 C-ART scenarios 223
10.4.1 Short to medium term scenario (2020-2030): C-ART 2030 223
10.4.2 Medium to long term scenario (2030-2050): C-ART 2050 224
10.4.3 Town planning as a consequence of C-ART 224
10.4.4 An assessment of C-ART 225
10.4.5 Technology principles and architecture behind C-ART 225
10. 4.6 The C-ART framework 228
10.4.7 Some observations on Project C-ART 231
11 Potential solutions to instantiate AVs and MaaS: Managed Architecture for Transportation Optimisation (MOAT) 233
11.1 Managed not controlled 233
11.2 High level Actors in the MOAT architecture 235
11.2.1 Traveller Group (Traveller) 235
11.2.2 Subscriber (Subscriber) 235
11.2.3 Travel Service Provider (TSP) 236
11.2.4 AV operator (AVO) 236
11.2.6 Travel Information Provider (TIP) 236
11.2.7 Traffic Management Centre (TMC) 236
11.2.8 Travel Optimisation Service (TOS) 236
11.3 MOAT from the subscriber / user perspective 237
11.4 MOAT from the Travel Service Provider perspective 239
11.4.1 Operate user interface (UI) 239
11.4.2 Receive request from subscriber 239
11.4.3 Characterise request options 239
11.4.4 Calculate viable travel options 239
11.4.5 Confirm options to subscriber 239
11.4.6 Receive subscriber selection 240
11.4.7 Fulfil travel arrangements 240
11.4.8 Provide confirmation to subscriber 240
11.4.9 Monitor/Manage progress of journey 240
11.4.10 Acknowledge end of journey 240
11.4.11 Process administration requirement 240
11.4.12 Delete personal data 240
11.5 MOAT from the road operator perspective 240
11.6 MOAT from the AV operator (AVO) perspective 241
11.7 MOAT from the Travel Optimisation Service (TOS) perspective 242
11.8 MOAT from the Traffic Management Centre (TMC) perspective 243
11.9 MOAT from the Travel Information Provider (TIP) perspective 243
11.10 MOAT and privacy 243
11.11 The MOAT overview architecture 243
11.12 The MOAT systems architecture 244
12 The Business Case for MaaS 247
12.1 The Challenge 247
12.3 The Solution 247
12.4 The Outlook 248
13 The Business Case for Automated Vehicles 248
13.1 The Challenge 248
13.3 The Solution 249
13.4 The Outlook 250
14 Timescales to successful implementation 251
14.1 Caveat 251
14.2 Phased MOAT 252
14.3 Timescales MaaS 253
14.4 Timescales for Automated Vehicles 253
14.5 The first half of the Twentieth Century 255
14.6 The second half of the twentieth Century 255
14.7 2000 - 2009 256
14.8 2010-2019 257
14.9 2020 – 2029 259
14.10 2030 - 2039 260
14.11 2040 – 2050 260
14.12 2050-2060 261
14.13 In summary 261
Bibliography 262
