Automated vehicles and MaaS : removing the barriers / / Bob Williams

• Autore: Williams Bob (Assistant Commissioner)
• Pubblicazione: Hoboken, New Jersey : , : Wiley, , [2021]; ©2021
• Descrizione fisica: 1 online resource (291 pages)
• Disciplina: 629.28/30285
• Soggetto topico: Intelligent transportation systems; Automated vehicles; Transportation and state
• Nota di bibliografia: Includes bibliographical references and index.
• Nota di contenuto: 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 > -- < -- × Communications (A14) -- 2.7.15 Vulnerable Road User > -- < -- 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 & -- 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.
• Titolo autorizzato: Automated vehicles and MaaS
• ISBN: 1-119-76538-2; 1-119-76539-0; 1-119-76533-1
• Formato: Materiale a stampa
• Livello bibliografico: Monografia
• Lingua di pubblicazione: Inglese
• Record Nr.: 9910554881903321
• Lo trovi qui: Univ. Federico II
• Serie: IEEE Press Ser.