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Helmond, eine mittelgroße Stadt in den Niederlanden, nimmt ihre Mobilitätsprobleme der letzten Meile durch die Einführung automatisierter öffentlicher Verkehrsdienste in Angriff. Angesichts der wachsenden Bevölkerung und des begrenzten Raums für neue Straßen sucht die Stadt nach innovativen Lösungen, um der steigenden Mobilitätsnachfrage gerecht zu werden. Das Kapitel geht auf die ehrgeizigen Pläne der Stadt ein, beginnend mit einem Pilotprojekt im Industriegebiet BZOB, wo ein automatisierter Shuttle-Service eingeführt wird. Der Text bietet einen umfassenden Überblick über den Fahrplan der Stadt, der einen schrittweisen Ansatz zur Implementierung automatisierter Dienstleistungen in zunehmend komplexen Umgebungen umfasst. Erkenntnisse aus früheren Projekten wie FABULOS und LivingLAPT werden geteilt und die Leistungsfähigkeit automatisierter Shuttles, der Passagierkomfort und die Arbeitsbelastung der Telekommunikationsunternehmen herausgestellt. In diesem Kapitel werden auch die positiven Rückmeldungen aus Nutzerbefragungen diskutiert, die auf ein hohes Maß an Zufriedenheit und Vertrauen der Bürger Helmonds in automatisierte Fahrzeugtechnologie hindeuten. Die Schlussfolgerung betont die Notwendigkeit weiterer Verbesserungen der Servicequalität und die Wichtigkeit, das Betriebsumfeld an die aktuellen technologischen Fähigkeiten automatisierter Fahrzeuge anzupassen. Das Kapitel schließt mit einem Blick auf die nächsten Schritte für Helmond, einschließlich der Ausschreibung für einen emissionsfreien, automatisierten ÖPNV im BZOB, der innerhalb der ersten anderthalb Jahre des Projekts betriebsbereit sein soll. Darüber hinaus berührt das Kapitel das MOVE2CCAM-Projekt, das darauf abzielt, die systemübergreifenden Auswirkungen vernetzter, kooperativer und automatisierter Mobilitätslösungen (CCAM) für den Personen- und Güterverkehr zu untersuchen.
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Abstract
The City of Helmond aims to offer new mobility services to users by operating on public roads a fleet of remotely supervised automated public transport vehicles from/ to mobility hubs/stations to Helmond’s neighbourhoods and (economic) hotspots. The first step has been to set up two pilots with automated shuttles in 2021 and 2022 (in FABULOS and LivingLAPT EU projects). These two pilots showed that some improvements of the automated shuttle service are necessary to offer a quality of service (speed, comfort, perception of (social) safety) at least equivalent to the current conventional public transport.
To go beyond these projects and to achieve Helmond’s ambition, Helmond participates in specific projects (like Move2CCAM – on citizen/organization attitudes and on the impact of CCAM) and adopted a “Roadmap for automated public transport services in Helmond” in 2023. A stepwise approach has been chosen to develop and test automated public transport services in order to be able to implement and upscale them in the city. Starting with automated public transport service operations in an easy environment and then later in more complex environments. In 2024, we will start with the first step; an automated public transport service without the need of a (remote) safety driver in “Bedrijventerrein Zuid Oost Brabant” (BZOB) – an industrial area with an easy Operational Design Domain (ODD).
1 Background Information
1.1 Helmond’s Challenges
Currently, the City of Helmond is a medium-sized city with around 95 000 inhabitants. Despite the fact that Helmond's four train stations provide good public transport connections to the outside world, efficient last mile connections from/to these train stations (covering a big part of the city (see Fig. 1)) are currently lacking. In addition, for 2040, there will be an expected increase of population resulting in an expected increase housing and working demand of about 25% (10k houses). This increase in population will also generate growing need for mobility without having space to build extra roads.
Fig. 1.
Area covered within the one mile range from the four train stations in Helmond (map:
The City has identified the use of automated public transport services as an enabler for current and future last/first mile challenges (in addition to a very active policy promoting cycling), in particular for user groups with special needs. These automated public transport services have to be well integrated with the other (public) transport modes like the train.
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The City of Helmond aims to offer automated public transport services between mobility hubs/stations and Helmond’s neighbourhoods and (economic) hotspots, like the hospital and industrial areas/business districts (e.g. BZOB, the Automotive Campus). These automated public transport services should provide a high frequency (5–10 min) service within a short distance from people’s homes and main mobility attractors (e.g. 200m), should take users within 10 min to their next stop (e.g. mobility hub or one of Helmond’s train stations) and a ticket should not be more expensive than current public transport tickets.
1.3 Helmond’s Roadmap for Automated Public Transport Services
In 2023, the City adopted a “Roadmap for automated public transport services in Helmond” [1]. A stepwise approach has been chosen to develop and test automated public transport services in order to be able to implement them in the city. Starting with automated public transport service operations in an easy environment (an environment without (or with as few as possible) unpredictable situations), and then later in more complex environments. In 2024, we will start with the first step by implementing an automated public transport service without the need of a (remote) safety driver in “Bedrijventerrein Zuid Oost Brabant” (BZOB) – an industrial area with an easy ODD.
2 Experience from Previous Projects
2.1 FABULOS Project
In the FABULOS project [2], during seven weeks (2021), an automated passenger shuttle was running on a route between Brandevoort train station and the Automotive Campus. This was the first trial carried out in Helmond on such a complex route, while at the same time being integrated with regular public transport. This field test also showed the possibilities of mixing fixed schedules and on-demand service operation of automated vehicles and the remote supervision of the fleet. Moreover, an integration with Google Maps, the Hermes app and the national route planner (9292) was made.
Even though the vehicles operated primarily in their automated mode during the FABULOS pilot, a safety operator and a “host” (accompanying users and providing them with explanations) were always onboard the shuttle. Unfortunately, due to the social distancing rules imposed during the Covid pandemic the number of passengers transported was limited.
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2.2 LivingLAPT Project
In another project, LivingLAPT [3], the focus was on testing the performance of the automated shuttle, the workload of a tele-operator and passenger experience. In September 2022 the automated shuttle tests took place in a closed environment on a 200 m route [4].
Performance of the Automated Shuttle
Before every test, the operators performed practice rounds in both manual and automated modes within the shuttle. After having been familiarized with the controls, positions were taken for the tests; one operator would remain inside the shuttle as steward whereas another went to the control room. The main experiments were divided into 2 subtests - teleoperation and automated mode. Each subtest consisted of trials including the collection of data. The main study parameter was passenger comfort. This was assessed from the perspective of the steward inside the shuttle when additional passengers were not available during trials.
A total of 10 experiments were carried: 1) Stopping for a traffic light, which changed changing green-yellow-red when the shuttle was 25 m away from the traffic light; 2) Stopping for a dummy, which got pulled on the trajectory of the shuttle when it was 8 m away; 3) Long duration (10 laps) of tele-operation; 4) Low light (during sunset) operation; 5) Static obstacle avoidance; 6) Overtaking by a cyclist; 7) High speed (21 km/h) operation; 8) Road narrowing (from 4.65 m to 2.65 m); 9) Teleoperation take-over; 10) Dynamic obstacle avoidance – a pedestrian walking towards the shuttle on the edge of the trajectory.
Comparisons between the performance of the teleoperator and automated modes were made where passenger comfort was the main study parameter. Considering all test runs in this study, the average comfort level of passengers during teleoperation was 7.65/10 (n = 55). Average passenger comfort during all trials in automated mode was 6.62/10 (n = 38). This suggests that human performance from the control room results in higher comfort levels in most contexts.
Tele-operator Workload
Another focus of this study was the workload of the teleoperator in the control room. Both subjective and objective measurements were taken. The teleoperator was equipped with an EEG and eye-tracking glasses to monitor their physiological and behavioural reaction to remotely operating the shuttle. Additionally, after every trial they filled out a standardized questionnaire to self-report on six different aspects of their perceived workload.
In total 20 trials were performed, which differed in the type of operation (e.g., tele-operator remotely driving the shuttle, teleoperator monitoring an on-board driver, or teleoperator monitoring automated operation) and the type of task (e.g., stopping in front of an intelligent traffic light, dummy pull test, obstacle avoidance, driving in low-light conditions etc.).
The highest levels of teleoperator workload were observed in the trials where the tele-operator had to drive the shuttle remotely. The average workload score across all the trials in which the teleoperator only monitored the shuttle (that operated either in automated mode, or manually by the on-board operator) was much lower.
Passenger Experience
A user acceptance survey (110 respondents) was conducted among the participants who took a ride in the automated shuttle (in automated mode). The survey was developed by University College London, Ghent University, and the City of Helmond to study citizens’ attitudes towards automated shuttles and their willingness to use this mode of transport in the context of last mile mobility. The most relevant outcome of the survey:
More than 80% of the participants were very or somewhat satisfied with their overall journey experience (see Fig. 2).
Almost 90% of the participants felt very safe or somewhat safe.
76.4% of the participants have complete or great trust in the current automated vehicle technology. Not surprisingly, the level of trust is higher in the automated vehicle technology that will be developed in the future (84.5%).
Most of the free-form comments in the survey were positive - the participants expressed how much they enjoyed the experience of riding an automated shuttle.
Fig. 2.
Satisfaction level of passengers (blue = highly satisfied, purple = very dissatisfied)
Overall, the participants of the FABULOS and LivingLAPT demonstrations in Helmond largely expressed positive attitudes towards automated shuttles and satisfaction with their rides. The citizens of Helmond feel that they already trust the current automated technology. The willingness to use automated shuttles for their last mile trips varied across the participants. However, the short duration of the demonstrations didn’t allow participants and other road users to get used to an automated shuttle and their behaviour might be less natural compared to demonstrations with long durations. In addition, the demonstrations showed that some improvements of the automated shuttle service are necessary to offer a quality of service (speed, comfort, perception of (social) safety) at least equivalent to the current conventional public transport.
To be able to implement automated public transport services any time soon, the environment (or route) where the service will be operated should correspond to the current (technological) capabilities of automated vehicles. Automated vehicle suppliers have identified the characteristics of the environment in which the automated vehicle is capable to drive in automated mode: the Operational Design Domain (ODD). There seems to be one commonality in the ODDs: the easier the environment (without (or with as few as possible) unpredictable situations), the easier it is for an automated vehicle to drive in automated mode.
3 Next Steps
3.1 Automated Public Transport Services in Helmond
Considering the limited capabilities of automated vehicles to drive in complex ODDs and after consulting the national vehicle authority, the City of Helmond chose a stepwise approach to implement automated public transport services. Starting in an area where an automated public transport service can safely be provided and technological solutions (e.g. max speed close to the speed limit (30–50 km/h), remote supervision (thus no on-board operator)) can be developed and tested. The best area to start in is an easy environment; a route in an area with only conventional motorized vehicles, no situations with pedestrians or cyclists on the route, a route on which vehicles have right of way, and an area with a need for public transport solutions. Later, automated public transport service operations will be implemented in more complex environments.
One of the areas just outside the one mile-range from the train stations is the industrial area BZOB (the ‘greyish’ industrial area South East of Helmond in Fig. 1, chapter 1.1). BZOB houses 90 companies and 7100 employees and is not connected yet to any public transport mode (the nearest bus stop is 800 m away from the edge of BZOB). The result is that currently 78% of the employees use a private car to go to work. 19 Companies (representing ± 1500 employees) are actively participating in an initiative whose goal is to change the travel behaviour of the employees to the usage of alternative transport modes. Analyses among these employees show that there is a need to travel to and from BZOB (from a survey carried out in a study on travel and work-related behaviour in BZOB [5] and a study on the needs for public transport and shared transport modes in Helmond [6]). For employees not living within cycling range from BZOB, the City of Helmond will make public transport more attractive by connecting BZOB with Helmond’s central train station and surrounding towns. From Q3 in 2024, a bus at line 320 with a capacity of 80 passengers will halt at a new bus stop located at the edge of BZOB. More than a bus stop, it will be a mobility hub, facilitating multimodal travels. A last-mile automated public transport service will operate throughout BZOB connecting the mobility hub with the industrial area hotspots.
In August 2023 the City of Helmond launched a tender for the procurement, for 7 years, of a zero-emission automated public transport service, which will cover the last mile in BZOB. The project is expected to start in January 2024 with the preparation of the automated public transport service. It is expected to have an automated public transport service operational within the first year and a half of the project. The intended result upon completion of the full project is to have an operational automated public transport service (thus no need for an on-board operator) in the entire BZOB area. This service will provide at the latest in year 7 an on-demand service picking people up or bringing people to the mobility hub and connecting 320 bus line.
3.2 Impact of CCAM Passenger Solutions
In September 2022 a new Horizon Europe project in which Helmond participates started: MOVE2CCAM [7]. This project aims at exploring the multi-systems impact of CCAM passenger and freight solutions. The project will define use cases, business models and KPIs through co-creation activities with the “MOVE2CCAM Satellites” (i.e. organizations and citizens), and developing an impact assessment tool that will enable the evaluation of CCAM interventions’ impact on different aspects.
In addition to initial workshops with organizations and citizens, an AV demonstration will take place in Helmond (Nov. 2023) to study the reactions and expected impacts of stakeholders and citizens who have actual experience with CCAM solutions and compare these to those who have not. This study will be a follow up of the LivingLAPT user acceptance survey and targets end user groups such as women and disabled people.
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Lovric, M., Kastle, J.L., Rodriguez Echeverria, J., Provilij, R., Hashish, A.: LivingLAPT DEL08 – user acceptance and trust assessment report and workload recommendation (2023)
5.
Brabants Mobiliteitsnetwerk: Enquête - onderzoek reis- en werkgedrag op bedrijventerrein BZOB (2022)
