Automated Vehicles and MaaS

Bob Williams, PhD, FCMA, CGMA, FIoD is internationally recognized as one of the world's leading independent data capture consultants specializing in wireless technologies. He has nearly 40 years experience in Intelligent Transport Systems (ITS), Radio Frequency Identification (RFID), and Bar Coding. He provides support to many of the world's leading companies and governments and is the architect and editor of over one hundred International Standards deliverables for ITS and RFID.

• Preface xiiiAcknowledgements xvTable of Abbreviations xvii1 The Promise and Hype Regarding Automated Driving and MaaS 11.1 The Promise 11.2 What Do We Mean by the Term 'Automated Driving'? 41.3 The Hype 52 Automated Driving Levels 192.1 SAE J3016 192.2 The Significance of Operational Design Domain (ODD) 302.3 Deprecated Terms 302.4 No Relative Merit 312.5 Mutually Exclusive Levels 312.6 J3016 Limitations 322.7 Actors in the Automated Vehicle Paradigm 332.8 Other Functions 403 The Current Reality 433.1 UNECEWP 29 433.2 Social Acceptance 45.3 SMMT 453.4 Other Observations 463.5 The European Commission 473.6 Legislation 483.7 Subsidiarity 493.8 Viewpoints 494 Automated Driving Paradigms 514.1 OECD 514.2 Communications Evolution 514.2.1 21-10-2019 Supporters 564.3 Cooperative ITS 564.4 The C-ITS Platform 574.5 Holistic Approach 594.6 It Won't Happen Quickly 604.7 Implications of Fully Automated Vehicles 615 The MaaS Paradigm 715.1 Purist Definition for MaaS 715.2 Vehicle Manufacturer Perspective for MaaS 715.3 Traditional Transport Service Provider Perspective for MaaS 725.4 MaaS from the Perspective of the MaaS Broker 725.5 MaaS as a Tool for Social Engineering 775.6 MaaS Experience to Date 795.7 MaaS and Covid-19 806 Challenges Facing Automated Driving 837 Potential Problems Hindering the Instantiation of MaaS 877.1 Root Causes of Obstacles 877.2 Level of Community Readiness 877.3 Level of Social Engineering Readiness 887.4 Perception of Risks 897.5 Level of Market Readiness 907.6 Level of Software Solution Readiness 917.7 Training 917.8 Timing 917.9 Institutional and Governance 928 Potential Solutions to Overcoming Barriers to Automated Driving 958.1 Vehicle Manufacturers Flawed Paradigm of the Automated Vehicle 958.2 Vehicle Manufacturers Using Different Paradigms for Competitive Advantage 968.3 Road Operator's Responsibilities 998.4 New Modes of Transport and New Mobility Services Must Be Safe and Secure by Design 1068.5 How Other Road Users Interact with AVs 1078.6 Automated Vehicles Will Have to Be Able to Identify and Consistently Respond to Different Forms of Communication 1088.7 AVs by Themselves Will Not Necessarily Be Smarter than Conventional Vehicles 1108.8 Congestion Levels Will Not Drop Significantly 1128.9 Automated Vehicles Will Release Unsatiated Demand 1138.10 Safety and Some Operational Data Must Be Freely Shared 1158.11 Mixed AV and Conventional Traffic 1158.12 AV Acceptability 1168.13 Low Latency Communication 1178.14 Roads Could Be Allocated Exclusively to AVs 1208.15 Automated and Connected Vehicles Bring New Requirements 1218.16 Cybersecurity 1228.17 Changing Speed Limits and Even Getting Signs Put Up Can Take Years 1268.18 Political Decisions Needed 1278.19 Role of Government 1288.20 Fallback to Driver 1328.21 Range of Services Supported 1388.22 Young Drivers and Experience 1798.23 Liability 1808.24 Level 5 May Take a Long Time to Instantiate 1849 Potential Solutions to Overcoming Barriers to MaaS 1859.1 Addressing General Issues 1859.2 Essentials to Enable MaaS 1869.3 Removing Obstacles to MaaS 1979.4 Innovative Enablers for MaaS 19810 The C-ART Innovation 19910.1 Overview 19910.2 Policy Context 19910.3 Key Conclusions 20010.4 C-ART Scenarios 20211 Potential Solutions to Instantiate AVs and MaaS: Managed Optimisation Architecture for Transportation (MOAT) 21111.1 Managed Not Controlled 21111.2 High Level Actors in the MOAT Architecture 21311.3 MOAT from the Subscriber/User Perspective 21511.4 MOAT from the Travel Service Provider Perspective 21611.5 MOAT from the Road Operator Perspective 21811.6 MOAT from the AV Operator (AVO) Perspective 21911.7 MOAT from the Travel Optimisation Service (TOS) Perspective 22011.8 MOAT from the Traffic Management Centre (TMC) Perspective 22011.9 MOAT from the Travel Information Provider (TIP) Perspective 22111.10 MOAT and Privacy 22111.11 The MOAT Overview Architecture 22111.12 The MOAT Systems Architecture 22112 The Business Case for MaaS 22512.1 The Challenge 22512.2 The Solution 22512.3 The Outlook 22613 The Business Case for Automated Vehicles 22713.1 The Challenge 22713.2 The Solution 22813.3 The Outlook 22814 Timescales to Successful Implementation 23114.1 Caveat 23114.2 Phased MOAT 23214.3 Timescales MaaS 23314.4 Timescales for Automated Vehicles 23314.5 The First Half of the Twentieth Century 23614.6 The Second Half of the Twentieth Century 23614.7 2000–2009 23714.8 2010–2019 23714.9 2020–2029 23914.10 2030–2039 24014.11 2040–2050 24014.12 2050–2060 24114.13 In Summary 241Bibliography 243Index 251

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