{"product_id":"automated-vehicles-and-maas-9781119765349","title":"Automated Vehicles and MaaS","description":"\u003cb\u003eBook Synopsis\u003c\/b\u003e\u003cbr\u003e\u003cb\u003eAUTOMATED VEHICLES AND MaaS\u003c\/b\u003e \u003cp\u003e\u003cb\u003eA topical overview of the issues facing automated driving systems and Mobility as a Service, identifies the obstacles to implementation and offers potential solutions\u003c\/b\u003e\u003c\/p\u003e\u003cp\u003eAdvances 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.\u003c\/p\u003e\u003cp\u003e\u003ci\u003eAutomated Vehicles and MaaS: Removing the Barriers\u003c\/i\u003e is an up-to-date overview of the contem\u003cbr\u003e\u003cbr\u003e\u003cb\u003eTable of Contents\u003c\/b\u003e\u003cbr\u003e\u003c\/p\u003e\u003cp\u003e1. The promise and hype regarding automated driving and MaaS 6\u003c\/p\u003e \u003cp\u003e1.1 The promise 6\u003c\/p\u003e \u003cp\u003e1.2 What do we mean by the term ‘automated driving’? 9\u003c\/p\u003e \u003cp\u003e1.3 The hype 11\u003c\/p\u003e \u003cp\u003e2 Automated Driving levels 27\u003c\/p\u003e \u003cp\u003e2.1 SAE J3016 27\u003c\/p\u003e \u003cp\u003e2.2 The Significance of Operational Design Domain (ODD 38\u003c\/p\u003e \u003cp\u003e2.3 Deprecated terms 39\u003c\/p\u003e \u003cp\u003e2.4 No relative merit 40\u003c\/p\u003e \u003cp\u003e2.5 Mutually Exclusive Levels 40\u003c\/p\u003e \u003cp\u003e2.6 J3016 Limitations 41\u003c\/p\u003e \u003cp\u003e2.7 Actors in the automated vehicle paradigm 42\u003c\/p\u003e \u003cp\u003e2.8 Other functions 49\u003c\/p\u003e \u003cp\u003e2.8.1 Regulation data access 49\u003c\/p\u003e \u003cp\u003e3 The current reality 51\u003c\/p\u003e \u003cp\u003e3.1 UNECE WP 29 51\u003c\/p\u003e \u003cp\u003e3.2 Social acceptance 53\u003c\/p\u003e \u003cp\u003e3.3 SMMT 53\u003c\/p\u003e \u003cp\u003e3.4 Other observations 54\u003c\/p\u003e \u003cp\u003e3.5 The European Commission 55\u003c\/p\u003e \u003cp\u003e3.6  Legislation 56\u003c\/p\u003e \u003cp\u003e3.7 Subsidiarity 57\u003c\/p\u003e \u003cp\u003e3.8 Viewpoints 57\u003c\/p\u003e \u003cp\u003e4 Automated Driving Paradigms 60\u003c\/p\u003e \u003cp\u003e4.1 OECD 60\u003c\/p\u003e \u003cp\u003e4.4 Communications evolution 60\u003c\/p\u003e \u003cp\u003e4.2 Cooperative ITS 62\u003c\/p\u003e \u003cp\u003e4.3 The C-ITS Platform 65\u003c\/p\u003e \u003cp\u003e4.5 Holistic approach 67\u003c\/p\u003e \u003cp\u003e4.6 It won’t happen quickly 68\u003c\/p\u003e \u003cp\u003e4.7 Implications of fully automated vehicles 69\u003c\/p\u003e \u003cp\u003e5 The MaaS Paradigm 81\u003c\/p\u003e \u003cp\u003e5.1  Purist definition for MaaS 81\u003c\/p\u003e \u003cp\u003e5.2 Vehicle manufacturer perspective for MaaS 81\u003c\/p\u003e \u003cp\u003e5.3 Traditional transport service provider perspective for MaaS 82\u003c\/p\u003e \u003cp\u003e5.4 MaaS from the perspective of the MaaS Broker 82\u003c\/p\u003e \u003cp\u003e5.5 MaaS as a tool for Social Engineering 87\u003c\/p\u003e \u003cp\u003e5.6 MaaS experience to date 89\u003c\/p\u003e \u003cp\u003e5.7 MaaS and Covid-19 89\u003c\/p\u003e \u003cp\u003e6 Challenges facing automated driving 93\u003c\/p\u003e \u003cp\u003e7 Potential problems hindering the instantiation of MaaS 98\u003c\/p\u003e \u003cp\u003e7.1 Root causes of obstacles 98\u003c\/p\u003e \u003cp\u003e7.2 Level of community readiness 98\u003c\/p\u003e \u003cp\u003e7.3 Level of Social Engineering readiness 99\u003c\/p\u003e \u003cp\u003e7.4 Perception of risks 101\u003c\/p\u003e \u003cp\u003e7.5 Level of market readiness 101\u003c\/p\u003e \u003cp\u003e7.6 Level of Software solution readiness 103\u003c\/p\u003e \u003cp\u003e7.7 Training 103\u003c\/p\u003e \u003cp\u003e7.8 Timing 103\u003c\/p\u003e \u003cp\u003e7.9 Institutional \u0026amp; Governance 103\u003c\/p\u003e \u003cp\u003e8 Potential solutions to overcoming barriers to automated driving 106\u003c\/p\u003e \u003cp\u003e8.1 Vehicle manufacturers flawed paradigm of the automated vehicle 106\u003c\/p\u003e \u003cp\u003e8.2 Vehicle manufacturers using different paradigms for competitive advantage 107\u003c\/p\u003e \u003cp\u003e8.3 Road operator’s responsibilities 110\u003c\/p\u003e \u003cp\u003e8.4 New modes of transport and new mobility services must be safe and secure by design 118\u003c\/p\u003e \u003cp\u003e8.5 How other road users interact with AVs 119\u003c\/p\u003e \u003cp\u003e8.6 Automated vehicles will have to be able to identify and consistently respond to different forms of communication 119\u003c\/p\u003e \u003cp\u003e8.7 AV’s by themselves will not necessarily be smarter than conventional vehicles 122\u003c\/p\u003e \u003cp\u003e8.8 Congestion levels will not drop significantly 124\u003c\/p\u003e \u003cp\u003e8.9 Automated vehicles will release unsatiated demand 125\u003c\/p\u003e \u003cp\u003e8.10 Safety and some operational data must be freely shared 128\u003c\/p\u003e \u003cp\u003e8.11 Mixed AV and conventional traffic 128\u003c\/p\u003e \u003cp\u003e8.12 AV Acceptability 129\u003c\/p\u003e \u003cp\u003e8.13 Low latency communication 130\u003c\/p\u003e \u003cp\u003e8.14 Roads could be allocated exclusively to AVs 133\u003c\/p\u003e \u003cp\u003e8.15 Automated and connected vehicles bring new requirements 135\u003c\/p\u003e \u003cp\u003e8.16  Cybersecurity 136\u003c\/p\u003e \u003cp\u003e8.17 Changing speed limits and even getting signs put up can take years 141\u003c\/p\u003e \u003cp\u003e8.18 Political decisions needed 142\u003c\/p\u003e \u003cp\u003e8.19 Role of government 143\u003c\/p\u003e \u003cp\u003e8.20 Fallback to driver 149\u003c\/p\u003e \u003cp\u003e8.21 Range of services supported 156\u003c\/p\u003e \u003cp\u003e8.21.1 Services that can be instantiated without the support of the local infrastructure 157\u003c\/p\u003e \u003cp\u003e8.21.2 Services that can only be provided using data\/information from the local infrastructure 158\u003c\/p\u003e \u003cp\u003e8.21.3 Services that can be enhanced\/improved\/extended by using data\/information from the local infrastructure 158\u003c\/p\u003e \u003cp\u003e8.21.4 The HARTS architecture with reference to C-ITS platform  Day\/Day 1.5 services 160\u003c\/p\u003e \u003cp\u003e8.22 Young drivers and experience 197\u003c\/p\u003e \u003cp\u003e8.23 Liability 198\u003c\/p\u003e \u003cp\u003e8.24 Level 5 may take a long time to instantiate 203\u003c\/p\u003e \u003cp\u003e9 Potential solutions to overcoming barriers to MaaS 205\u003c\/p\u003e \u003cp\u003e9.1 Addressing General issues 205\u003c\/p\u003e \u003cp\u003e9.2 Essentials to enable MaaS 206\u003c\/p\u003e \u003cp\u003e9.2.1 Trust 207\u003c\/p\u003e \u003cp\u003e9.2.2 Impartiality 207\u003c\/p\u003e \u003cp\u003e9.2.3 Cooperation 208\u003c\/p\u003e \u003cp\u003e9.2.4 Integration services 208\u003c\/p\u003e \u003cp\u003e9.2.5 Commercial agreements 209\u003c\/p\u003e \u003cp\u003e9.2.6 Data protection 210\u003c\/p\u003e \u003cp\u003e9.2.7 Solid Governance model 211\u003c\/p\u003e \u003cp\u003e9.3 Removing Obstacles to MaaS 217\u003c\/p\u003e \u003cp\u003e9.3 Innovative enablers for MaaS 218\u003c\/p\u003e \u003cp\u003e10 The C-ART innovation 220\u003c\/p\u003e \u003cp\u003e10.1 Overview 220\u003c\/p\u003e \u003cp\u003e10.2 Policy context 221\u003c\/p\u003e \u003cp\u003e10.3 Key conclusions 222\u003c\/p\u003e \u003cp\u003e10.4 C-ART scenarios 223\u003c\/p\u003e \u003cp\u003e10.4.1 Short to medium term scenario (2020-2030): C-ART 2030 223\u003c\/p\u003e \u003cp\u003e10.4.2  Medium to long term scenario (2030-2050): C-ART 2050 224\u003c\/p\u003e \u003cp\u003e10.4.3 Town planning as a consequence of C-ART 224\u003c\/p\u003e \u003cp\u003e10.4.4 An assessment of C-ART 225\u003c\/p\u003e \u003cp\u003e10.4.5 Technology principles and architecture behind C-ART 225\u003c\/p\u003e \u003cp\u003e10. 4.6  The C-ART framework 228\u003c\/p\u003e \u003cp\u003e10.4.7 Some observations on Project C-ART 231\u003c\/p\u003e \u003cp\u003e11 Potential solutions to instantiate AVs and MaaS: Managed Architecture for Transportation Optimisation (MOAT) 233\u003c\/p\u003e \u003cp\u003e11.1  Managed not controlled 233\u003c\/p\u003e \u003cp\u003e11.2 High level Actors in the MOAT architecture 235\u003c\/p\u003e \u003cp\u003e11.2.1 Traveller Group (Traveller) 235\u003c\/p\u003e \u003cp\u003e11.2.2 Subscriber (Subscriber) 235\u003c\/p\u003e \u003cp\u003e11.2.3 Travel Service Provider (TSP) 236\u003c\/p\u003e \u003cp\u003e11.2.4 AV operator (AVO) 236\u003c\/p\u003e \u003cp\u003e11.2.6 Travel Information Provider (TIP) 236\u003c\/p\u003e \u003cp\u003e11.2.7 Traffic Management Centre (TMC) 236\u003c\/p\u003e \u003cp\u003e11.2.8 Travel Optimisation Service (TOS) 236\u003c\/p\u003e \u003cp\u003e11.3 MOAT from the subscriber \/ user perspective 237\u003c\/p\u003e \u003cp\u003e11.4 MOAT from the Travel Service Provider perspective 239\u003c\/p\u003e \u003cp\u003e11.4.1 Operate user interface (UI) 239\u003c\/p\u003e \u003cp\u003e11.4.2 Receive request from subscriber 239\u003c\/p\u003e \u003cp\u003e11.4.3 Characterise request options 239\u003c\/p\u003e \u003cp\u003e11.4.4 Calculate viable travel options 239\u003c\/p\u003e \u003cp\u003e11.4.5 Confirm options to subscriber 239\u003c\/p\u003e \u003cp\u003e11.4.6 Receive subscriber selection 240\u003c\/p\u003e \u003cp\u003e11.4.7 Fulfil travel arrangements 240\u003c\/p\u003e \u003cp\u003e11.4.8 Provide confirmation to subscriber 240\u003c\/p\u003e \u003cp\u003e11.4.9 Monitor\/Manage progress of journey 240\u003c\/p\u003e \u003cp\u003e11.4.10 Acknowledge end of journey 240\u003c\/p\u003e \u003cp\u003e11.4.11 Process administration requirement 240\u003c\/p\u003e \u003cp\u003e11.4.12 Delete personal data 240\u003c\/p\u003e \u003cp\u003e11.5  MOAT from the road operator perspective 240\u003c\/p\u003e \u003cp\u003e11.6 MOAT from the AV operator (AVO) perspective 241\u003c\/p\u003e \u003cp\u003e11.7 MOAT from the Travel Optimisation Service (TOS) perspective 242\u003c\/p\u003e \u003cp\u003e11.8 MOAT from the Traffic Management Centre (TMC) perspective 243\u003c\/p\u003e \u003cp\u003e11.9 MOAT from the Travel Information Provider (TIP) perspective 243\u003c\/p\u003e \u003cp\u003e11.10 MOAT and privacy 243\u003c\/p\u003e \u003cp\u003e11.11 The MOAT overview architecture 243\u003c\/p\u003e \u003cp\u003e11.12 The MOAT systems architecture 244\u003c\/p\u003e \u003cp\u003e12 The Business Case for MaaS 247\u003c\/p\u003e \u003cp\u003e12.1 The Challenge 247\u003c\/p\u003e \u003cp\u003e12.3 The Solution 247\u003c\/p\u003e \u003cp\u003e12.4 The Outlook 248\u003c\/p\u003e \u003cp\u003e13 The Business Case for Automated Vehicles 248\u003c\/p\u003e \u003cp\u003e13.1 The Challenge 248\u003c\/p\u003e \u003cp\u003e13.3 The Solution 249\u003c\/p\u003e \u003cp\u003e13.4 The Outlook 250\u003c\/p\u003e \u003cp\u003e14 Timescales to successful implementation 251\u003c\/p\u003e \u003cp\u003e14.1 Caveat 251\u003c\/p\u003e \u003cp\u003e14.2 Phased MOAT 252\u003c\/p\u003e \u003cp\u003e14.3 Timescales MaaS 253\u003c\/p\u003e \u003cp\u003e14.4 Timescales for Automated Vehicles 253\u003c\/p\u003e \u003cp\u003e14.5 The first half of the Twentieth Century 255\u003c\/p\u003e \u003cp\u003e14.6 The second half of the twentieth Century 255\u003c\/p\u003e \u003cp\u003e14.7 2000 - 2009 256\u003c\/p\u003e \u003cp\u003e14.8  2010-2019 257\u003c\/p\u003e \u003cp\u003e14.9 2020 – 2029 259\u003c\/p\u003e \u003cp\u003e14.10 2030 - 2039 260\u003c\/p\u003e \u003cp\u003e14.11 2040 – 2050 260\u003c\/p\u003e \u003cp\u003e14.12 2050-2060 261\u003c\/p\u003e \u003cp\u003e14.13 In summary 261\u003c\/p\u003e Bibliography 262","brand":"John Wiley \u0026 Sons Inc","offers":[{"title":"Default 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