Preface [yet to receive from author] Acknowledgements [yet to receive from author] 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.