Details

Autor(en) / Beteiligte

• Williams, Bob

Titel

Automated vehicles and MaaS : removing the barriers

Ort / Verlag

Hoboken, New Jersey : Wiley,

Erscheinungsjahr

[2021]

Beschreibungen/Notizen

• Includes bibliographical references and index.
• Cover -- Title Page -- Copyright -- Contents -- Preface -- Acknowledgements -- Table of Abbreviations -- Chapter 1 The Promise and Hype Regarding Automated Driving and MaaS -- 1.1 The Promise -- 1.2 What Do We Mean by the Term 'Automated Driving'? -- 1.3 The Hype -- Chapter 2 Automated Driving Levels -- 2.1 SAE J3016 -- 2.2 The Significance of Operational Design Domain (ODD) -- 2.3 Deprecated Terms -- 2.4 No Relative Merit -- 2.5 Mutually Exclusive Levels -- 2.6 J3016 Limitations -- 2.7 Actors in the Automated Vehicle Paradigm -- 2.7.1 Local Government (A1) -- 2.7.2 Road Operator (A2) -- 2.7.3 Urban Authority (A3) -- 2.7.4 Traffic Management Centre (A4) -- 2.7.5 Automated Vehicle (A5) -- 2.7.6 Connected Vehicle (A6) -- 2.7.7 Unconnected Vehicle (A7) -- 2.7.8 Emergency Responders (A8) -- 2.7.9 Personal ITS (A9) -- 2.7.10 Map Provider (A10) -- 2.7.11 Traffic Control Equipment (A11) -- 2.7.12 Public Service Vehicle Communications (A12) -- 2.7.13 Travel Optimisation Service (A13) -- 2.7.14 Cellular &gt -- &lt -- × Communications (A14) -- 2.7.15 Vulnerable Road User &gt -- &lt -- Vehicle Communications (A15) -- 2.7.16 Independent Service Providers (A16) -- 2.7.17 Insurers (A17) -- 2.7.18 Ride Hailing (A18) -- 2.7.19 Micro‐Mobility (A19) -- 2.7.20 Public Transport/ Transit (A20) -- 2.7.21 Other Internet Communications (A21) -- 2.7.22 Pedestrians (A22) -- 2.7.23 Drone &amp -- Kerbside Management (A23) -- 2.8 Other Functions -- 2.8.1 Regulation Data Access -- Chapter 3 The Current Reality -- 3.1 UNECE WP 29 -- 3.2 Social Acceptance -- 3.3 SMMT -- 3.4 Other Observations -- 3.5 The European Commission -- 3.6 Legislation -- 3.7 Subsidiarity -- 3.8 Viewpoints -- Chapter 4 Automated Driving Paradigms -- 4.1 OECD -- 4.2 Communications Evolution -- 4.2.1 21‐10‐2019 Supporters -- 4.3 Cooperative ITS -- 4.4 The C‐ITS Platform -- 4.5 Holistic Approach.
• 4.6 It Won't Happen Quickly -- 4.7 Implications of Fully Automated Vehicles -- Chapter 5 The MaaS Paradigm -- 5.1 Purist Definition for MaaS -- 5.2 Vehicle Manufacturer Perspective for MaaS -- 5.3 Traditional Transport Service Provider Perspective for MaaS -- 5.4 MaaS from the Perspective of the MaaS Broker -- 5.4.1 Transport Service -- 5.4.2 Planning and Booking Service -- 5.4.3 Payment Service -- 5.4.4 Transport Infrastructure Service -- 5.4.5 Information Service -- 5.4.6 Information and Communication (ICT) Service -- 5.4.7 Authority Regulations -- 5.4.8 High‐Level Value Network -- 5.5 MaaS as a Tool for Social Engineering -- 5.6 MaaS Experience to Date -- 5.7 MaaS and Covid‐19 -- Chapter 6 Challenges Facing Automated Driving -- Chapter 7 Potential Problems Hindering the Instantiation of MaaS -- 7.1 Root Causes of Obstacles -- 7.2 Level of Community Readiness -- 7.3 Level of Social Engineering Readiness -- 7.4 Perception of Risks -- 7.5 Level of Market Readiness -- 7.6 Level of Software Solution Readiness -- 7.7 Training -- 7.8 Timing -- 7.9 Institutional and Governance -- Chapter 8 Potential Solutions to Overcoming Barriers to Automated Driving -- 8.1 Vehicle Manufacturers Flawed Paradigm of the Automated Vehicle -- 8.2 Vehicle Manufacturers Using Different Paradigms for Competitive Advantage -- 8.3 Road Operator's Responsibilities -- 8.4 New Modes of Transport and New Mobility Services Must Be Safe andSecure by Design -- 8.5 How Other Road Users Interact with AVs -- 8.6 Automated Vehicles Will Have to Be Able to Identify and Consistently Respond to Different Forms of Communication -- 8.7 AVs by Themselves Will Not Necessarily Be Smarter than Conventional Vehicles -- 8.8 Congestion Levels Will Not Drop Significantly -- 8.9 Automated Vehicles Will Release Unsatiated Demand -- 8.10 Safety and Some Operational Data Must Be Freely Shared.
• 8.11 Mixed AV and Conventional Traffic -- 8.12 AV Acceptability -- 8.13 Low Latency Communication -- 8.14 Roads Could Be Allocated Exclusively to AVs -- 8.15 Automated and Connected Vehicles Bring New Requirements -- 8.16 Cybersecurity -- 8.17 Changing Speed Limits and Even Getting Signs Put Up Can Take Years -- 8.18 Political Decisions Needed -- 8.19 Role of Government -- 8.20 Fallback to Driver -- 8.21 Range of Services Supported -- 8.21.1 Services that Can Be Instantiated Without the Support of the Local Infrastructure -- 8.21.2 Services that Can Only Be Provided Using Data/Information from the Local Infrastructure -- 8.21.3 Services that Can Be Enhanced/Improved/Extended by Using Data/Information from the Local Infrastructure -- 8.21.4 The HARTS Architecture with Reference to C‐ITS Platform Day/Day 1.5 Services -- 8.21.4.1 Hazardous Location Notifications -- 8.21.4.2 Slow or Stationary Vehicle(s) and Traffic Ahead Warning -- 8.21.4.3 Road Works Warning -- 8.21.4.4 Weather Conditions -- 8.21.4.5 Emergency Brake Light -- 8.21.4.6 Emergency Vehicle Approaching -- 8.21.4.7 Other Hazardous Notifications and Shockwave Damping (Falls Under ETSI Category 'Local Hazard Warning') -- 8.21.4.8 Signage Applications: In‐Vehicle Signage -- 8.21.4.9 Signage Applications: In‐Vehicle Speed Limits -- 8.21.4.10 Signal Violation/Intersection Safety -- 8.21.4.11 Traffic Signal Priority Request by Designated Vehicles -- 8.21.4.12 Green Light Optimal Speed Advisory (GLOSA) -- 8.21.4.13 Probe Vehicle Data -- 8.21.4.14 Information on Fuelling and Charging Stations for Alternative Fuel Vehicles -- 8.21.4.15 Vulnerable Road User Protection -- 8.21.4.16 On‐Street Parking Management and Information -- 8.21.4.17 Off‐Street Parking Information -- 8.21.4.18 Park and Ride Information -- 8.21.4.19 Connected and Cooperative Navigation Into and Out of the City.
• 8.21.4.20 Traffic Information and Smart Routing -- 8.22 Young Drivers and Experience -- 8.23 Liability -- 8.24 Level 5 May Take a Long Time to Instantiate -- Chapter 9 Potential Solutions to Overcoming Barriers to MaaS -- 9.1 Addressing General Issues -- 9.2 Essentials to Enable MaaS -- 9.2.1 Trust -- 9.2.2 Impartiality -- 9.2.3 Cooperation -- 9.2.4 Integration Services -- 9.2.5 Commercial Agreements -- 9.2.6 Data Protection -- 9.2.6.1 Cybersecurity -- 9.2.6.2 Data Protection -- 9.2.7 Solid Governance Model -- 9.2.7.1 Introduction -- 9.2.7.2 Governance for ITS Data Management and Access -- 9.3 Removing Obstacles to MaaS -- 9.4 Innovative Enablers for MaaS -- Chapter 10 The C‐ART Innovation -- 10.1 Overview -- 10.2 Policy Context -- 10.3 Key Conclusions -- 10.4 C‐ART Scenarios -- 10.4.1 Short‐ to Medium‐Term Scenario (2020-2030): C‐ART 2030 -- 10.4.2 Medium‐ to Long‐Term Scenario (2030-2050): C‐ART 2050 -- 10.4.3 Town Planning as a Consequence of C‐ART -- 10.4.4 An Assessment of C‐ART -- 10.4.5 Technology Principles and Architecture Behind C‐ART -- 10.4.5.1 Research Origins -- 10.4.5.2 VACS Without Direct Traffic Flow Implications -- 10.4.5.3 VACS with Traffic Flow Implications -- 10.4.5.4 Lane Assignments for Autonomous Vehicles -- 10.4.5.5 Development of C‐ART -- 10.4.6 The C‐ART Framework -- 10.4.6.1 Telematics Architecture -- 10.4.7 Some Observations on Project C‐ART -- Chapter 11 Potential Solutions to Instantiate AVs and MaaS: Managed Optimisation Architecture for Transportation (MOAT) -- 11.1 Managed Not Controlled -- 11.1.1 Simplicity -- 11.1.2 Much Lower Computing Requirements/Costs -- 11.1.3 Retains Privacy of the User -- 11.1.4 Flexibility of Instantiation -- 11.1.5 User Acceptability -- 11.1.6 Can Be Merged with MaaS Travel Optimisation/MaaS Broker Service Provision -- 11.2 High Level Actors in the MOAT Architecture.
• 11.2.1 Traveller Group (Traveller) -- 11.2.2 Subscriber (Subscriber) -- 11.2.3 Travel Service Provider (TSP) -- 11.2.4 AV Operator (AVO) -- 11.2.5 Travel Information Provider (TIP) -- 11.2.6 Traffic Management Centre (TMC) -- 11.2.7 Travel Optimisation Service (TOS) -- 11.3 MOAT from the Subscriber/User Perspective -- 11.4 MOAT from the Travel Service Provider Perspective -- 11.4.1 Operate User Interface (UI) -- 11.4.2 Receive Request from Subscriber -- 11.4.3 Characterise Request Options -- 11.4.4 Calculate Viable Travel Options -- 11.4.5 Confirm Options to Subscriber -- 11.4.6 Receive Subscriber Selection -- 11.4.7 Fulfil Travel Arrangements -- 11.4.8 Provide Confirmation to Subscriber -- 11.4.9 Monitor/Manage Progress of Journey -- 11.4.10 Acknowledge End of Journey -- 11.4.11 Process Administration Requirement -- 11.4.12 Delete Personal Data -- 11.5 MOAT from the Road Operator Perspective -- 11.6 MOAT from the AV Operator (AVO) Perspective -- 11.7 MOAT from the Travel Optimisation Service (TOS) Perspective -- 11.8 MOAT from the Traffic Management Centre (TMC) Perspective -- 11.9 MOAT from the Travel Information Provider (TIP) Perspective -- 11.10 MOAT and Privacy -- 11.11 The MOAT Overview Architecture -- 11.12 The MOAT Systems Architecture -- Chapter 12 The Business Case for MaaS -- 12.1 The Challenge -- 12.2 The Solution -- 12.3 The Outlook -- Chapter 13 The Business Case for Automated Vehicles -- 13.1 The Challenge -- 13.2 The Solution -- 13.3 The Outlook -- Chapter 14 Timescales to Successful Implementation -- 14.1 Caveat -- 14.2 Phased MOAT -- 14.3 Timescales MaaS -- 14.4 Timescales for Automated Vehicles -- 14.5 The First Half of the Twentieth Century -- 14.6 The Second Half of the Twentieth Century -- 14.7 2000-2009 -- 14.8 2010-2019 -- 14.9 2020-2029 -- 14.10 2030-2039 -- 14.11 2040-2050 -- 14.12 2050-2060 -- 14.13 In Summary.
• Bibliography.
• "Today's technological innovations are creating the base for mobility solutions, which, accompanied to cultural and socio-economic changes taking place all over the world, open the door to new mobility scenarios. The challenge of innovation in the transport sector, including road, sea, rail, and air, is represented by automation of vehicles, particularly the automotive, from the viewpoint of demonstration and validation. Advances in the field of Artificial Intelligence (AI), on which vehicle automation relies, will further challenge this innovation. Vehicle connectivity and automation will boost a paradigm change in mobility use and the adoption on a large scale of Mobility-as-a-Service (MaaS) travel options. However, certain conditions need to be in place for sustainable mobility solutions and new business models for transport services. This reference work aims to identify the obstacles to the introduction of cooperative and automated vehicles (CAVs) and MaaS. It presents the results of real research and study undertaken, and, having identified the obstacles, proposes solutions to address and overcome them, and make more realistic estimates of the timescales involved"--
• Description based on print version record.