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Das ULTIMO-Projekt ist Vorreiter bei der Integration autonomer Fahrzeuge (AVs) in Mobility as a Service (MaaS) und Logistics as a Service (LaaS) für den öffentlichen Verkehr und die Lieferung städtischer Güter. Das Projekt zielt darauf ab, 15 oder mehr herstellerübergreifende SAE L4 AVs pro Standort an drei europäischen Standorten einzusetzen, wobei der Schwerpunkt auf der Schaffung eines benutzerzentrierten, zugänglichen und wirtschaftlich tragfähigen On-Demand-Transportsystems liegt. Die Methodik beinhaltet die Identifizierung von Benutzerbedürfnissen und Fahrzeugfähigkeiten und deren Abgleich, um eine nahtlose und positive Nutzererfahrung zu gewährleisten. Die User Journey ist in drei Phasen unterteilt: Pre-Trip, Trip und Post-Trip mit jeweils spezifischen Schritten und Aktivitäten. Im Rahmen des Projekts wurden umfangreiche Nutzeranforderungen gesammelt und kategorisiert, darunter solche für Fahrgäste mit besonderen Bedürfnissen, Betreiber öffentlicher Verkehrsmittel (PTOs), öffentliche Verkehrsbehörden (PTAs) und Logistikdienstleistungen. Fahrzeugfunktionen werden in Hardware, Software und andere Spezifikationen unterteilt. Das Projekt hat Matrizen entwickelt, die die Anforderungen der Nutzer an die Fahrzeugkapazitäten anpassen und für jede Anforderung ein Kompendium der gewünschten Fahrzeugkapazitäten liefern. Die Ergebnisse dienen als Leitfaden für Pilotstandorte, Fahrzeughersteller und Planer bei der Entwicklung von Strategien zur AV-betriebenen Umsetzung von MaaS und LaaS. Das Projekt betont die Bedeutung der Einbeziehung unterschiedlicher Nutzergruppen und Stakeholder in den Entwicklungsprozess, um einen ganzheitlichen und inklusiven Ansatz für autonome Mobilität sicherzustellen.
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Diese Zusammenfassung des Fachinhalts wurde mit Hilfe von KI generiert.
Abstract
The goal of ULTIMO Horizon Europe project, is to create the very first economically feasible and sustainable integration of AVs for Mobility as a Service (MaaS) public transportation and Logistics as a Service (LaaS) urban goods transportation. To do this, a user centric holistic approach is adopted, to ensure that all elements in a cross-sector business environment are incorporated to deliver large-scale on-demand, well-accepted, shared, seamless-integrated and economically viable Connected and Cooperative Automated Mobility (CCAM) services. In this concept, this paper presents the work performed to bridge the needs of the users with the vehicles’ potential. To do this, extensive research has been performed in identifying the requirements of all involved actors, including existing research findings, conduction of interviews, co-creation workshops and round table discussions, along with market survey for specifying the existing vehicle capabilities and experts’ consultation for matching the requirements with the capabilities. This provides a tool to pilot sites for identifying the requirements their vehicles satisfy or choosing the appropriate vehicles according to the requirements existing (or planned) to be treated at site. Moreover, it could serve vehicle manufacturers for developing further capabilities for their vehicles, as well as planners and PTO’s in developing their strategies.
1 Introduction
The ULTIMO [1] Horizon Europe project aims to create the very first economically feasible and sustainable integration of AVs for Mobility as a Service (MaaS) public transportation and Logistics as a Service (LaaS) urban goods transportation. ULTIMO aims to deploy in three sites in Europe, 15 or more multi-vendor SAE L4 [2] AVs per site. A user centric holistic approach, applied throughout the project, ensures that all elements in a cross-sector business environment are incorporated to deliver large-scale on-demand, door-to-door, well-accepted, shared, seamless-integrated and economically viable CCAM services. The target is operation without safety driver on-board, in a fully automated and mission management mode with the support of innovative user centric passenger services. The work presented in this paper is addressing the following aims:
Engage passengers and users in autonomous mobility to ensure their input and perspective;
Create a passenger-centric, accessible on-demand public transport system for all, addressing diverse mobility patterns and social groups;
Improve travel comfort, trustworthiness, and safety throughout the journey, from planning to reaching the destination;
Enhance mobility for passengers, especially those with limited access to public transport;
Emphasize user interaction with mobility services and vehicle interaction with the environment, including testing new technologies like sensors, connectivity, AI, and addressing vulnerable road users;
Promoting Public Transport Operators’ (PTO) and Public Transport Authorities’ (PTA) needs for on-demand transport and autonomous vehicles;
Proactively communicate passenger requirements to the development of new services and evaluate their implementation.
2 Methodology
The methodology followed in this work has been developed around three axes: first, to identify the needs and requirements of the involved users and actors, second to specify the vehicle capabilities and, finally, to provide a match between the two.
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To achieve an accessible user experience that meets the needs of all users, including those who are potentially vulnerable, the human-centered design process for interactive systems (ISO 9241–210) [3] has been utilised. Representation of relevant stakeholders, including younger and older persons and their families and disabled colleagues was pursued, to ensure continuous reflection on user needs. In addition to building on existing research, further user research has been conducted, including interviews, site visits, workshops, evaluations, and data science measurements, to ensure a fully informed approach by user perspectives, including also co-creation workshops with PTOs, manufacturers, fleet managers, and passenger groups. In terms of vehicle capabilities, extensive market analysis has been performed by project experts, identifying the related capabilities currently offered by AV manufacturers. Finally, for the matching between requirements and capabilities, a survey with the use of a dedicated template has been performed, involving different project experts, representing the views of vehicle manufacturers, PTOs, users, OEMs, services providers, equipment providers, etc.
3 Passenger and Other Actors’ Requirements and Needs
3.1 The ULTIMO User Journey
User Journeys are focused on the user and what they see and what they do. They describe at a high level of detail exactly what steps users take to complete a specific task within a system or service. In ULTIMO, the User Journey identifies the key interactions that the user has with the service, and it helps us to better understand the touchpoints that need to be considered to create a positive user experience with our ULTIMO services. It has been developed and updated by ULTIMO PTO/PTA partners having many years of experience with operating automated vehicles and Demand Responsive Transport (DRT) services, consisting of three main phases Pre-Trip, Trip and Post-Trip, each of them including further steps and activities, i.e.:
The Pre-Trip phase describes everything that happens before a person uses the central service “Take me from A to B”. It contains the steps “Informing oneself/Deciding”, “Planning, Booking, Paying”, “Getting to Pickup Point”, “Waiting at the Pickup Point” and “Connecting to Vehicle” (Fig. 1).
The Phase Trip contains all direct touchpoints the passenger has with the vehicle: “Boarding the vehicle”, “Travelling”, “Incident during trip” (as an optional step), and “Disembarking/Switching transportation” (Fig. 2).
The User Journey is not over once the passenger has arrived at destination. Phase Post-Trip covers the step “Reviewing the experience” with all possible activities after a trip e.g., rating or sharing their experience.
3.2 The Passenger Requirements
In order to avoid duplication, work started with the requirements already collected in previous EU projects INDIMO [4] and AVENUE [5], e.g., in Geneva, Vienna, Berlin and City of Luxembourg. To verify and update these requirements for the case of long term using of the service, additional interviews were conducted within ULTIMO project, considering different user groups, e.g. students, adults, etc. Specific focus has been given to persons with special needs, to identify their expectations, needs and requirements regarding public transport in general and DRT-Services in particular.
A total of 205 user requirements were collected [6]. The user requirements are assigned to the steps of the User Journey as described above. In particular:
Informing/Deciding (4), e.g. “The user shall have access to complete information on the service and the vehicle”
Planning/Booking/Paying (47), e.g. “The user shall be able to book recurring trips”
Getting to pick-up point (11), e.g. “The user shall be provided with an accurate and accessible description of how to find their pick-up point”
Waiting at pick-up point (9), e.g. “The system shall provide a time estimate of how far away the vehicle is”
Connecting to vehicle (6), e.g. “The vehicle shall be clearly marked as a service from the PTO/PTA”
Boarding the vehicle (29), e.g. “When using a wheelchair, the user shall be able to securely fix the wheelchair in the vehicle”
Travelling (59), e.g. “The user shall receive the reasons for slowing down or stops”
Incident (11), e.g. “The user shall be able to talk directly to customer service in case of an incident or any concerns”
Disembarking/Switching (21), e.g. “The vehicle shall check if it is safe before it opens the doors for passengers to disembark”
Reviewing (8), e.g. “The user shall be able to provide feedback on the service”
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3.3 Other Actors’ Requirements
Further to passengers, requirements have been identified also for the needs of PTO/PTAs, LaaS and Vehicles.
The PTO/PTA requirements were gathered in several working sessions between the ULTIMO PTO/PTA partners. Most PTO/PTA requirements are related to the topics Fleet Management, Monitoring, Remote operation and Communication. Equally critical are considerations such as special needs, passenger safety, and data protection. In total, 68 requirements have been identified [6].
Within the aim of ULTIMO project, is to explore via real life validations, how the excess capacity of public transportation vehicles can be used for non-public transportation services (nPTS) by third parties. In this context it aims to propose a new model, where the Autonomous Vehicles’ extra capacity, in principle low passenger needs’ times, will be used for non-public transportation, like last urban logistics and non-public passenger transportation. To collect the requirements for such applications, consultation with logistics experts took place, resulting to the identification of 68 relevant requirements [7].
Vehicle requirements encompass several subcategories, with the most mentioned ones including hardware specifications, interior, safety, security, and V2X (Vehicle-to-everything). Vehicles shall detect discrepancies in occupied seats compared to registered passengers. For the convenience of passengers, the vehicles shall have handles for passengers to hold on to. In-vehicle screens shall be designed for easy readability, and display specifications shall ensure that individual station names or message words are displayed clearly and for a minimum duration. Adequate space shall be provided for passengers with wheelchairs, mobility aids, or strollers, as well as means to secure them. In total, 68 vehicle requirements were identified [6].
4 Vehicle Capabilities
What is necessary for automated driving and, consecutively, for the implementation of use cases and the satisfaction of user requirements, is the equipment of the vehicles with the appropriate capabilities. Within ULTIMO, it has been attempted to identify the capabilities that are necessary for automated driving, along with their current availability in the market. To do this, a relevant survey has been undertaken among project partners. As a result, the vehicle capabilities have been recognized in three main categories, with relevant subcategories [6]:
Hardware specifications: Vehicle dimensions (height, length, width, weight, etc.), Technical specifications (top speed, turning diameter, ground clearance, battery capacity, door width and height, operation temperature, etc.), Carrying capacity (passengers, cargo, other), Passenger services (stop request button, pax counting system, ticket verification system, loudspeaker, etc.), Accessibility and comfort (ramp, audio guidance to doors, passenger information system, heating/cooling/air conditioning, etc.), Passenger Safety (assistance systems for visually and/or hearing impaired, seatbelts, emergency stop button, first aid kit, etc.), Autonomous driving hardware (sensors, computer)
Other specifications:Legal and regulatory (type of license of safety operator, speed authorization, etc.)
5 Matching What the User Needs with What the Vehicle Offers
Having defined the requirements and vehicle capabilities, as described above, the next step was to try to match them, i.e., to identify which vehicle capabilities are necessary in order to satisfy each of the set requirements.
Thus, to match the requirements with the vehicle capabilities a set of matrices have been built. Each matrix addresses the requirements of each category (per User Journey step, plus other actors) to match with the vehicle capabilities. In order to collect the required input and match the vehicle capabilities with the requirements, these matrices have been shared with ULTIMO experts, with the aim to gather different views, from the point of the vehicle manufacturers, the PTOs, the users, the OEMs, the services providers, the equipment providers, etc.
The gathered inputs have been synthesized in one overall set of matrices, providing all the vehicle capabilities that are considered necessary for each of the identified requirements. This resulted to a total of 12 tables including the vehicle capabilities assigned to each of the set requirements. [6].
At this stage the aim was to provide a compendium of the desired vehicle capabilities (among the ones identified) for each of the requirements, so that the latter could be optimally met. Thus, the capabilities addressed are not vehicle, nor pilot specific. At later stages of the project work, and upon having finalised the pilots’ set up, use cases to be addressed and vehicles to be used in each pilot, it would be possible to specify which are the capabilities actually available and, thus, the requirements that can be satisfied.
6 Discussion and Conclusions
Within the overall concept of ULTIMO, to integrate AV deployment in MaaS and LaaS applications, a primary and crucial step is to investigate how AVs can align with what the users would expect by this innovative service. Having defined the requirements and vehicle capabilities, we have attempted a first matching between them, to find which vehicle capabilities are necessary in order to satisfy each of the identified needs and requirements.
At this first version, we are not focussing on specific pilots and/or vehicles and use cases. The results can serve for the pilot sites to identify the requirements their vehicles could satisfy, and vice versa, to choose the appropriate vehicles according to their intended service. Moreover, it could serve vehicle manufacturers for developing further capabilities for their vehicles, as well as for planners and PTO’s in developing their strategies towards AV operated MaaS and LaaS implementation. Of course, this is not exhaustive nor complete; in a later stage, and as the pilot planning within ULTIMO shall be further specified, requirements and capabilities may be more specific and even enriched and the matching between the two could be more targeted and complete.
Acknowledgements
Co-funded by the European Union. Views and opinions expressed are however those of the author(s) only and do not necessarily reflect those of the European Union or CINEA. Neither the European Union nor the granting authority can be held responsible for them.
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