1The Second Phase of SIP-Automated Driving for Universal Services

The Second Phase of SIP-AutomatedDriving for Universal Services (Overview)
Kotaro Sugiyama, Hiroaki Kimura (Cabinet Office)1

Background and Policy Position

Interest in automated driving is increasing day by day,and automobile manufacturers and parts manufacturers areactively investing in research and development, and at thenational level, active efforts are underway to attract researchand development projects and Field Operational Tests(FOTs). In addition, steady progress is being made in
developing legislation and improving the environment forpractical use, mainly in Japan, the United States, andEurope.
Driving these developments, in addition to solving social
issues such as reducing traffic accidents, reducing traffic
congestion, and ensuring mobility for the elderly andvulnerable road users, there are great expectations for thesocial changes to be brought about by automated driving,such as the creation of new services and businesses related
to logistics and transportation.
Currently, the automobile industry is facing a wave ofinnovation including automated driving, electrification,connected vehicles, and vehicle sharing, so much so that it
is said that we are in a once-in-a-century era of majorchange. Winning this competition for development will not
only maintain and strengthen the competitiveness of theautomobile industry, which is currently a core industry inJapan and has a broad base, but it will also have ripplee f fe c t s on re l at e d i n du s t r i e s s u c h a s t h e d i g it a linfrastructure, sensors, and communications required forautomated driving. We can also expect the creation of new
industries and services, and there is a strong possibility that
it will contribute to the future economic development ofJapan.
Under thes e circumstances, at the C ouncil on

Investments for the Future (March 2018), the then Prime
Minister Abe said, "We will realize automated driving at theTokyo 2020 Olympic and Paralympic Games. We willtransmit traffic signal information to vehicles and develop a
testing site in the Tokyo waterfront area where vehicles canoperate more safely, thereby further accelerating our efforts
with a view to developing a variety of businesses." With thissuggestion in mind, Public-Private ITS Initiative/Roadmaps
2021 (June 2021)(1) stated that by 2030, ''We will lead theworld in realizing a safe and highly convenient digitaltransportation society that supports the prosperous lives ofthe people." Furthermore, the Integrated Innovation
Strategy 2022 (June 2022), as part of the development ofdata coordination foundations for Society 5.0, calls for thedevelopment of inter-field data coordination foundations,the development of a data coordination platform for eachfield, and the construction of an architecture.
SIP is an effort to realize "Society 5.0" set forth in theFifth Science and Technology Basic Plan (January 2016).
The Sixth Science, Technology, and Innovation Basic Plan
(March 2021) calls for research, development and social
implementation to solve various social issues and for theutilization of the convergence of knowledge to create asustainable and resilient society that ensures the safety andsecurity of the people, one in which the diverse well-beingof each and every person can be realized.

2

Overseas Trends

When we look at the world, we see that many haveawakened from the overly ambitious dream of fully
automated driving as defined by the Society of Engineers(SAE), or SAE Level 5TM, and have shifted to more practical

SIP 2nd Phase: Automated Driving for Universal Services - Final Results Report (2018-2022)

SIP通し.indb 11112023/03/01 16:46

1 The Second Phase of SIP-Automated Driving for Universal Services
﻿The Second Phase of SIP-Automated Driving for Universal Services (Overview)efforts. Meanwhile, discussions on safety, reliability, andethical issues are deepening. Pilot test project of automateddriving are being conducted all over the world, anddiscussions are progressing on the formulation of common
evaluation methods for sharing knowledge and common
formats for collected data. Due to the spread of infections of
the novel coronavirus, which has spread rapidly around theworld since the beginning of 2020, the flow of people andthings has been greatly affected both globally and locally.
Even in this circumstance, research and development on
automated driving has been actively pursued, although there
have been delays.
In the United States, in January 2020, the White Houseand the Department of Transportation jointly issued
Automated Vehicle 4.0 (AV4.0) with the stated purpose of
ensuring the United States' leadership in automated driving
technology. AV4.0 establishes federal guidance for thedevelopment and integration of autonomous vehicles inthree core areas: prioritizing safety and cybersecurity,
promoting innovation, and ensuring a consistent regulatory
approach. Although it was before the transition to the new
government inaugurated in January 2021, based on theprinciples of AV4.0, the Automated Vehicles Comprehensive
Plan was released. The plan defines three goals to achieve
the U.S. Department of Transportation's vision forautomated driving systems: promote cooperation andtransparency, modernize the regulatory system, and preparetransportation systems.
In Europe as well, research projects related to automateddriving are being pushed forward in various countries, suchas Germany's PEGASUS and VIVALDI, and the UK's
DRIVEN and Human Drive. Furthermore, in the EU, many
research projects related to connected and automateddriving are underway under the European Commission's
Horizon 2020. Regarding the implementation of Horizon
Europe, the successor program to Horizon 2020, anagreement was reached in December 2020, positioning
climate, energy and mobility as one of the six clusters under
the pillar of solving social issues.

3

Initiatives in the First Phase of SIPadus and Major Achievements to Date

In Japan, the first phase of SIP-adus, which started in2014, has played the central role, with the Tokyo 2020
Olympic and Paralympic Games etc. being set as amilestone. Research and development in the cooperative
area of automated driving have progressed throughindustr y-academia-government collaboration andcollaboration among ministries and government agencies.
In FY2017, large-scale FOTs were begun, progress wasmade on verifying the effectiveness of dynamic maps andformulating unified specifications, and results such as theestablishment of map platform creation systems wereachieved. Based on these results, from the end of 2018,
Dynamic Map Platform Co., Ltd. started the commercial
distribution of high precision 3D maps covering about
30,000 kilometers of motorways nationwide.
Meanwhile, on the institutional side, the "Outline on
improvement of legal system and environment for
automated driving system" (April 2018, IT Comprehensive
Strategy Headquarters) was formulated, and studies havetaken place in each relevant ministry. In May 2019, revisions
to the Road Transport Vehicle Act and Road Traffic Act
were passed, and both revisions came into force in April
2020, making it institutionally possible to drive automatedvehicles corresponding to SAE Level 3 on public roads. In
November 2020, in accordance with the Road Transport
Vehicle Act, the world's first type designation was carriedout for an automated vehicles (SAE Level 3) equipped with
an automated driving system. In March 2021, commercial
sales of that automated vehicle, which was a first in theworld. In addition, the high precision 3D maps fromDynamic Map Platform Co., Ltd. have been adopted for
multiple vehicles, including that automated vehicle.
In addition, in May 2020, a partial revision of the Road
Act was passed concerning the development of facilities onroads to assist in automated driving operations, and went
into force in November of the same year. This is an exampleof the steady progress that has been made in institutional
reforms toward the social implementation of mobility
services using automated driving technology.

4

Launch of the Second Phase of SIP-adusand Details of Research and Development

In March 2018, the Council for Science, Technology andInnovation decided on an implementation policy for thesecond phase of SIP-adus. In response to this, in July of thesame year, the Cabinet Office formulated the "Crossministerial Strategic Innovation Promotion Program (SIP)
Automated Driving for Universal Services R&D Plan". For
the social implementation of automated driving, it isnecessary to overcome three barriers: technology, the legal
system, and public acceptance. In response to these issues,
the SIP-adus has sought to promote cooperation with theDigital Agency (formerly the Cabinet Secretariat’s IT
Comprehensive Strategy Office), the National Police Agency,
the Ministry of Internal Affairs and Communications, theMinistry of Economy, Trade and Industry, and the Ministryof Land, Infrastructure and Transport, and to gain
participation from industry and universities. It advances
research, development, and FOTs through inter-ministrycollaboration and collaboration among industry, academia,
and government.
The following four pillars, namelyI) Development and verification of automated driving
systems (FOTs)

12

SIP通し.indb 122023/03/01 16:46

1 The Second Phase of SIP-Automated Driving for Universal Services
﻿The Second Phase of SIP-Automated Driving for Universal Services (Overview)II) Development of platform technologies for the practicalapplication of automated driving
III) Fostering public acceptance of automated drivingIV) Enhancement of international cooperation
make up research and development.

ministry.
As shown in Fig.1, there are currently two approaches toautomated driving development: one that pursues
automated driving in a limited space and time (A), and onethat pursues application in more diverse environments (B).
In the SIP-adus, we believe that both approaches arenecessary in order to contribute to achieving these goals
more quickly by utilizing the technology of automateddriving.

The main content of research and development isorganized as follows.
I) FOTs (Field Operational Tests)(1) The FOTs in the Tokyo waterfront area(2)Social implementation of mobility and logistics services
in regional areas, etc.
II) Development of platform technologies(1) Utilization technology for road traffic environment data
(2) Technologies for safety assurance(3) Cybersecurity(4) Construction of architecture related to geographic data
III) Fostering public acceptance(1) D isseminate information to citizens and promote
understanding(2) Investigative research for solving social issues(clarification of socioeconomic impact)IV) Enhancement of international cooperation(1) Disseminating information internationally by holding
international workshops, etc.
(2) Joint research and such with overseas research institutes
Among those, the following are key themes:(1) Building and distribution of a road traffic environment
data framework(2) Building of safety assurance environments in virtualenvironments(3) Establishment of cybersecurity evaluation methods(4) Building of distribution portal for geographic data
These four themes were positioned as important themesin the second phase of SIP-adus, we made active efforts
toward practical application and commercialization. In
addition, we cooperated with the Digital Agency so thattechnological development and the development of legal
and other systems could proceed together, and coordinatedefforts related to system development pursued by each
SAE* Levels ofDriving AutomationTM

5Main Initiatives and Results of theSecond Phase of SIP-adus

5.1. The FOTs in the Tokyo waterfront area
On prefectural and municipal roads where the traffic
environment is complex, vehicles intersect and pedestrians
and bicycles come and go. Given these circumstances, it isdifficult to realize advanced automated driving with only the
information available from the sensors installed on thevehicle. As one of the solutions to this problem, we studied
the utilization of traffic signal information with automobile
manufacturers and installed ITS roadside units (RSU) thatprovide signal information through short-range wirelesscommunication (V2I) in the Tokyo waterfront area. In
addition, the development of road traffic infrastructure wasadvanced with such measures as installing ETC 2.0 roadsidewireless devices used to provide information on vehicles
traveling on the main line and information on opening andclosing of ETC gates, with the aim of supporting safe andsmooth merging from prefectural and municipal roads toexpressways and the passing through of ETC gates byautomated vehicles.
With the participation of domestic and foreign
automobile manufacturers, in the Tokyo Waterfront City
area of the Tokyo waterfront area, in the Haneda Airport
area, and along the Metropolitan Expressway that connects
Haneda Airport and Waterfront City area, etc., in October
2019, we began FOTs of vehicle-infrastructure cooperative
driving automation system under the real traf f ic

Practical application of logistics/mobility services

Level 5

Fully automateddriving

Logistics/mobility services
Level 4
Level 3
Level 2
Level 1

Address depopulation
Address driver shortages
Freedom of movement

Resolve social issues(Unmanned transport vehicles in factories)(Golf carts)(Auto-breaking)Privately owned vehicles(Pedal error control)

Expansion of operational domainfrom expressways to arterial andgeneral public roads

Traffic accident reduction
Traffic congestion reduction
Vehicle value improvement

International cooperation
Economic development(Regions, roads, environments, traffic conditions, speeds, drivers, etc.)
Restricted
Unrestricted*SAE (Society of Automotive Engineers): U.S. based standard developing organization

Fig.1: Overall initiatives of automated driving (Research and Development Plan) (2)

SIP 2nd Phase: Automated Driving for Universal Services - Final Results Report (2018-2022)

SIP通し.indb 13

132023/03/01 16:46

1 The Second Phase of SIP-Automated Driving for Universal Services
﻿The Second Phase of SIP-Automated Driving for Universal Services (Overview)

environment of public roads, and conducted technicalverification as well as verification of the effectiveness ofproviding traffic signal information to automated vehicles.
Although it was temporarily suspended due to the impact of
the novel coronavirus, it was completed by the end of
FY2020. In response to requests from experimentparticipants to continue, it was decided to add a new roadtraffic environment data and extend for one year until
March 2022.
Beginning in November 2021, in addition to V2I traffic
signal information distribution, with a public long range
network (V2N) we built an experimental environment that
could distribute broader and diverse road traf f ic
environment data to vehicles. We conducted FOTs on theeffectiveness of that data and on issues for social
implementation.
In addition to the distribution of traffic signal
information, emergency vehicle information, and rainfall
information by V2N, we used real-time collection andstatistical processing of private-sector probe information
possessed by car/navigation system manufacturers, whichenabled us to generate and distribute more detailed andaccurate congestion tail information at the lane level thanconventional lane level information. We conductedverification of the effectiveness of that information andnecessary requirements.
5.2. Development of Platform Technologies
As described in Section 5.1, in the second phase of SIPadus, we worked on building and distributing dynamic roadtraffic environment data frameworks linked to the highprecision 3D maps that served as the platform for the
dynamic maps that we worked on in the first phase. We
verified these in the FOTs in the Tokyo waterfront area.
In order to realize automated driving, ensuring safety is
the most important issue. It is necessary to verify safety not
only by FOTs on public roads, but also by combining
reproduction tests with actual vehicles on test courses andevaluations by simulations. It is particularly important toevaluate the sensors that serve as the "eyes" of automatedv e h i c l e s , b u t t h e r e a r e n o s i mu l at i o n s t h at c a nsimultaneously evaluate cameras, radar, and LiDAR. We
therefore have no choice but to rely on evaluations based on
FOTs on public roads, which is time-consuming. For thisreason, in the second phase of SIP-adus, we worked on thedevelopment of a simulation platform that is highly
consistent with actual phenomena that can be evaluatedunder critical conditions in various traffic environments.
In addition, the risk of cyberattacks will increase if we
drive while using communications to obtain road traffic
environment data in the future. In the second phase of SIPadus, we worked on building guidelines for evaluating theperformance of IDS (intrusion detection systems), which
are expected to spread in the future, and building methods
for collecting and analyzing threat information on

cyberattacks.
To achieve Society 5.0, in addition to applying traffic
environment data and other data for automated driving toother fields, it is necessary to utilize data collected in otherfields, and thereby the build road traffic environment dataf r am e wor k s . In t h e SI P- a du s , we wor ke d on t h econstruction of the portal site "MD communet®" on the web
network with the aim of promoting data coordination anddistribution through the organization and structuring of
information held by businesses in various fields. This portalsite catalogs government data related to disaster prevention
and geographical spaces, as well as mobility data frommultiple private companies, and has been open to the public
since April 2021. Since going public, we have increased thevalue of the portal site by recruiting many companies andorganizations.
5.3. Fostering Public AcceptanceIn addition to trying to quantify the benefits and utility
obtained from automated driving, we have promoted theimplementation of citizen-participatory events that ensured
interactivity, and the creation and dissemination of
information content that promotes a correct understandingof automated driving. In March 2021, which has been amilestone since the beginning, we held an midterm resultspresentation event on the SIP-adus, where we exhibited thelatest research results for the practical application of
automated driving in an easy-to-understand manner. We
are planning to hold a final results presentation event inMarch 2023.
Also, in April and October 2021, we held test-ride events
for the mass media in the Tokyo Waterfront City area.
Because they were able to test-ride multiple automatedvehicles at the same time, the media praised us fordeepening their understanding of the technology andconcepts. A similar test-ride event was held in September
2022, the final year of the second phase of SIP-adus.
5.4. Promotion of International Cooperation
In order to continue to maintain the international
competitiveness of automobiles and related industries inJapan, it is necessary for Japan to take the initiative instandardization and scaling activities for automated driving,which is an important future technology, and to strive forinternational accord in the field.
As for international standardization activities, we
strengthened cooperation with standardization bodies at thestart of the second phase of SIP-adus. In addition to theJapan Automobile Manufacturers Association (JAMA) andthe Society of Automotive Engineers of Japan (JSAE), we arecooperating with the Japan Auto Parts Industries
Association, the Japan Electronics and Information
Technology Industries Association (JEITA), the UTMS
Society of Japan, the Association of Radio Industries andBusinesses (ARIB), the ITS Info-communications Forum

14

SIP通し.indb 14

2023/03/01 16:46

1 The Second Phase of SIP-Automated Driving for Universal Services
﻿The Second Phase of SIP-Automated Driving for Universal Services (Overview)(ITS Forum), and others. In doing so, we have gone forwardwith standardization with both de jure standards such as
ISO, IEC, and ITU, and de facto standards via cooperation
with internationally influential industry standardization
organizations.
In addition, with the aim of cultivating human resources
who can ser ve as leaders in research topics on aninternational stage, we held an international conference
called the "SIP-adus Workshop" every year to share
information and issues related to automated driving anddiscuss efforts to solve them. In addition to being a forum
for disseminating information, it was also used as a forum
for discussion through the exchanges among experts fromJapan and overseas. International recognition increased
after the first event was held in 2014. The SIP-adusWorkshop 2021 was held online in November 2021 due to
COVID-19, and saw more than 1,000 participants fromJapan and overseas.

6

Goals and Project Achievement
Milestones

In the SIP-adus, we proceeded our initiatives according
to the stated achievement years of Public-Private ITS
Initiative/Roadmaps 2021 described below as specifictimings for the realization of the practical application andspread of automated driving.
・Mobility services: Realization of unmanned automateddriving transportation services with remote monitoring
only (SAE Level 4) in limited areas around FY2022
・Logistics services: Realize fully automated truck driving(SAE Level 4) on expressways after 2025
・Privately owned vehicles: Realize fully automated driving(SAE Level 4) on expressways by around 2025
・Privately owned vehicles: Further advancement of driving
support technology on prefectural and municipal roads(SAE Level 2 or higher)
In addition to trying to establish the technologies in thecooperative areas necessary to achieve the goals, we worked
to confirm the effectiveness of the technologies and services
through FOTs involving various local business operators,
local governments, and others. By creating multiple
examples of practical application, we aimed to haveprospects for social implementation by the end of thesecond phase of SIP-adus.
For the social implementation of research anddevelopment, it is necessary to integrate the efforts ofvarious stakeholders, which encompasses not only
technological development in cooperative areas but also
technological development in competitive areas such as
vehicle development. As a result, the Tokyo 2020 Olympic
and Paralympic Games were set as milestones. Due to theimpact of the novel coronavirus, the joint test ride eventwith the Japan Automobile Manufacturers Association,
which was part of efforts to foster public acceptance, waspostponed, but with regard to technological development,
advancements were completed on schedule.

7

System of Initiatives

With program director (hereinafter referred to as "PD")Seigo Kuzumaki as chairman, representatives from theDigital Agency, the National Police Agency, the Ministry ofInternal Affairs and Communications, the Ministry of
Economy, Trade and Industry, the Road Bureau and theRo ad Transp or t Bure au of t he Minist r y of L and,Infrastructure, Transport and Tourism, experts, relatedindustries, industry groups, etc. formed the SIP-adus
Steering Committee, which conducted discussions of basic
research and development policy and project achievement
milestones via industr y-academia-government
collaboration. Under the Steering Committee, the System
Implementation Working Group, Business Promotion
Working Group, and International Cooperation Working
Group were established. In addition, respective task forceswere set up to build road traffic environment data
frameworks, conduct FOTs in the Tokyo waterfront area,and study communication methods for cooperative
automated driving, and discussions were facilitated. The
New Energy and Industrial Technology Development
Organization (NEDO), which is the management agency,
was made responsible for the promotion of the SIP-adus.
NEDO flexibly implemented measures when necessary andperformed appropriate management and related duties.

[References]
(1) Public-Private ITS Initiative/Roadmaps 2021, https://warp.ndl.go.jp/info:
ndljp/pid/12187388/www.kantei.go.jp/jp/singi/it2/kettei/pdf/20210615/
roadmap. pdf , (Referenced 2022.08.12)(2) C ross-ministerial Strategic Innovation Promotion Program (SIP)
Aut om at e d D r i v i ng for Un i ve r s a l S e r v i c e s R & D P l an
https://en.sip-adus.go.jp/sip/file/sip_2021_plan_en_s-1.pdf as of
8.12.2022[Contacts]
Secretariat of Science, Technology and Innovation Policy Cabinet Office,1-6-1 Nagata-cho, Chiyoda-ku, Tokyo 100-8914, 03-6257-1334, Contact:
Kotaro Sugiyama, Hiroaki Kimura

SIP 2nd Phase: Automated Driving for Universal Services - Final Results Report (2018-2022)

SIP通し.indb 15152023/03/01 16:46

1

The Second Phase of SIP-Automated Driving for Universal Services

Overview of Activities of the
National Police Agency
Hisaaki Ikeuchi (National Police Agency)

1

Main Initiatives of the second phase of
SIP-adusDuring the second phase of SIP-adus (Cross-ministerial
Strategic Innnovation Promotion Program (SIP) AutomatedDriving for Universal Services), the National Police Agency
worked on "Research and Development on Advanced Traffic
Signal Information Provision Technology for AutomatedDriving," "Research and Development on Provision of Traffic
Signal Information using Cloud Technology," "Research andDevelopment on Traffic Signal Control using GNSS (location
information)," and "Research and Studies on Improvement of
Data Accuracy of Traffic Regulation Information."

1.1. Research and Development on Advanced Traffic
Signal Information Provision Technology for
Automated Driving
To achieve the practical use of automated driving systems, it
is required for vehicles to recognize traffic signals in real timeand controls themselves appropriately. Therefore, it ismeaningful to improve the recognition reliability of traffic
signals by using traffic signal information as a complement to
the on-board camera that recognizes signal light colors.
Receive traffic signal
information fromroadside unit

Roadside unit

Check signal lightcolor with
on-board camera

We therefore conducted research and development on an
ITS roadside unit that provides traffic signal information tovehicles using the 700 MHz band. (Fig.1)
The primary results of this project are as follows: thedomestic and international survey on the provision of traffic
signal information from roadside infrastructure conducted in
FY2018, the study of detailed functional and technicalrequirements, and the development of a prototype ITS roadsideunit in FY2019. In addition to these, in FY2020, we prepared
the specifications for ITS roadside units based on the results ofthe prototype test, and we made some alternations in the
prototype considering the study on providing traffic signal
information specifically to automated vehicles and thereexamination of the details of the functional and technicalrequirements for it.

1.2. 
Research and Development on Provision of
Traffic Signal Information using Cloud Technology
This project is aimed at realizing the provision of SPaT
information to automated vehicles by means other than vehicleto-infrastructure (V2I) communication using ITS roadsideunits.
To realize this, we studied a method to provide SPaT
information from traffic signal controllers to vehicles via the
Traffic Control Center of each Prefectural Police Headquarters,
the SPaT Information Aggregation System of the National
Police Agency, the SPaT Information Center, and theDistribution Centers of businesses or other entities. (Fig.2)
In FY2018, we conducted domestic and overseas case studies
on methods that enable the provision of SPaT information

Fig.1: Provision of traffic signal information by ITS Roadside unit (RSU)

16

SIP通し.indb 16

2023/03/01 16:46

1 The Second Phase of SIP-Automated Driving for Universal Services
﻿
Overview of Activities of the National Police Agency

Traffic Control Center(Prefectural Police
Headquarters)

SPaT Aggregation System(National Police Agency)
LTE line
SPaT information

SPaT Information
Center(Tentative Name)Distribution Center(businesses, etc.)

SPaT
information

Fig.2: Provision of SPaT information using the cloud, etc.

other than V2I communication. In FY2019, we examined indetail functional and technical requirements, prepared draft
specifications for a model system for providing SPaT
information of Prefectural Police Headquarters, and studied
specifications for the SPaT Information Aggregation System. In
FY2020, we constructed a SPaT Information Provision Model
System in Saitama Prefecture, measured the time accuracy ofeach device, recognition errors and delay times of SPaT
information, and obtained comparative test results of three
information provision methods. In FY2021, we studied what
the SPaT Information Center should look like that receives
nationwide SPaT information from the SPaT Information
Aggregation System and transmits it to the Distribution Centersof businesses. In FY2022, we constructed the SPaT Information
Aggregation System and the SPaT Information Provision
System in Nara Prefecture as part of the Field Operational Tests(FOTs).

1.3. 
Research and Development on Traffic Signal
Control using GNSS (location information)

This project, therefore, aims to enable traffic signals to becontrolled with priority in a timely manner over a wide area bylinking the Prefectural Police Traffic Control Systems with
automated buses and other public vehicles using GNSS location
information and cellular networks. (Fig.3)
In FY2020, we studied the technical requirements, costeffectiveness, and model system specifications for traffic signal
control using GNSS and cellular networks, and in FY2021 we
conducted FOTs in Shizuoka City and the Tokyo waterfrontarea.

1.4. Research and Studies on Improvement of Data
Accuracy of Traffic Regulation Information
In this project, we conducted research and studies that
contribute to the appropriate provision and management oftraffic regulation information required by automated vehicles.
In FY2021, to reduce the workload of registering traffic
regulation information and road sign and marking information,
we studied image recognition technology to easily collect andextract location information on sign and marking from videos
and still images collected from sources such as dashboard
cameras. We also developed a model system to improve theaccuracy of data on traffic regulation information by collating itwith road sign information, and conducted FOTs in Kanagawa
Prefecture. (Fig.4)
Automatic collection ofsigns and markings

Extraction oflocation
information, etc.

Collation
Collation

The police are promoting the deployment of Public
Transportation Priority Systems (PTPS) in which Traffic
Control Centers prioritize traffic signal control, such as
extending green light timing and shortening red light timing, sothat public vehicles can pass through intersections smoothly.
Currently, infrared beacons are used to detect public vehicles toimplement priority signal control in PTPS. However, because of

its fixed-point detection, PTPS is unable to respond to changes
in traffic conditions immediately after detection, or to provide
service in locations where infrared beacons have not been
installed.

Stop [discrepancy]
Stop line
Maximum speed[discrepancy]
Pedestrian crossing(marking)
Pedestrian crossing (sign)

RevisedRegistration
Traffic
regulation
information

Prefectural Police Traffic
Regulation Information
Management System

Fig.4: Improvement to traffic regulation information precision

Controls traffic signal

Traffic Control
CenterLocation information(cellular network)

In addition, we reviewed the standard format for traffic
regulation information data developed in the first phase of SIPadus and developed an extended version of the standard format
to unitarily manage traffic regulation information and road signand marking information corresponding to it. In FY2022, wedeveloped a prototype system using the technologies we haveresearched and the extended version of the standard format,
and conducted FOTs in Chiba Prefecture.

Fig.3: System using GNSS and cellular network

SIP 2nd Phase: Automated Driving for Universal Services - Final Results Report (2018-2022)

SIP通し.indb 17172023/03/01 16:46

1 The Second Phase of SIP-Automated Driving for Universal Services
﻿
Overview of Activities of the National Police Agency

2

Conclusion

In the second phase of SIP-adus, the National Police Agency
engaged in various studies toward the realization of automateddriving. Because of the wide range of technologies required forautomated driving, many organizations, groups, and businesses
are currently collaborating to promote research anddevelopment, FOTs, and other activities. With recognition of
their potential to reduce traffic accidents and congestion, thePolice will continue to actively support the development of
automated driving technologies designed for the road traffic
environment in Japan, allowing them to be put to practical use
in an early timing.

[References]
(1) National Police Agency Website https://www.npa.go.jp/english/bureau/traffic/its/
utms.html (Reference 2022.08.15)[Contacts]
Automated Driving Planning Office, Traffic Planning Division, Traffic Bureau,
National Police Agency, 2-1-2 Kasumigaseki, Chiyoda-ku, Tokyo, 03-3581-0141

18

SIP通し.indb 18

2023/03/01 16:46

1

The Second Phase of SIP-Automated Driving for Universal Services

Overview of Activities of theDigital Agency
Jun Usami (Digital Agency)

1

Introduction

In this article, we will introduce the "Establishment ofenvironment for promoting the utilization of mobilityrelated data," which National Strategy Office of IT, Cabinet
Secretariat, the predecessor of the Digital Agency, worked
on in the second phase of SIP-adus (Cross-ministerial
Strategic Innovation Promotion Program (SIP) AutomatedDriving for Universal Services), and the "Vision of Mobility
and Society 2022," built based on the "Public-Private ITS
Initiative/Roadmaps."2

Establishment of environment for promoting
the utilization of mobility-related data

Autonomous developmentby the private sector

Launched under
government initiative

In order to promote the social implementation of a datac o ord i n at i on m e ch an i s m for t h e d i s t r i but i on oftransportation-related data, it is important to develop an
environment in which various stakeholders inside andoutside the mobility field can collaborate with each other.
To this end, in service areas where use cases have not yet
been established, we need to develop rules and standardize
data specifications that are necessary for sharing functions
and data common among stakeholders, as well as data
distribution mechanisms for social implementation. In the
future, it will be necessary to proceed with further studies
among the parties concerned and to construct the systemstep by step.(1) Based on the awareness of these problems, we
conducted a survey to find out what kind of environmental
improvements are necessary to promote the utilization ofmobility-related data.
Three use cases of data utilization were defined anddiscussed, and about the extracted issues, interviews wereconducted with actually related entities, and the issues were

(1) Development of data catalogs by promotion authorities
Data provider(government)

Official
data

Service provider(private sector)(2) Trials of data utilization using government data
(Collaboration through FOTs centered on promotion authorities)
Data provider(government)

Data provider(private sector)

Official
data

Privatedata
Privatedata

Service provider(private sector)

Service provider(government)(3) Transfer data catalog management to the private sector(4) The private sector provides data to the data catalog (development of private sector data)(collaboration through FOTs centered on promotion authorities) Private sector and public
sector use private sector data (full-scale use of data)

Service provider(private sector)

Fig.1: Promotion procedure for public-private sector data coordination(2)SIP 2nd Phase: Automated Driving for Universal Services - Final Results Report (2018-2022)

SIP通し.indb 19192023/03/01 16:46

1 The Second Phase of SIP-Automated Driving for Universal Services
﻿
Overview of Activities of the Digital Agency

further explored.
As a result, we found that "data handling" and "publicprivate partnership for data distribution" were issues
regarding data coordination and utilization. We consideredcountermeasures, such as procedures to promote publicprivate data coordination. In the procedure shown in Fig.1,
it is not possible to foresee the business feasibility of datautilization, and data distribution does not progress.
Therefore, this shows an approach that aims to begin fromofficial data utilization and then involving private parties.

3

Vision of Mobility and Society 2022(3)This section will introduce Vision of Mobility andSociety 2022, which was decided in August 2022 at the
Director-Generals' Meeting for the Digital Society
developed based on Public-Private ITS Initiative/Roadmaps,
including initiatives related to the second phase of SIP-adus.
The "Public-Private ITS Initiative/Roadmaps", which is agovernment-wide strategy related to ITS and automateddriving, was formulated in 2014, and related ministries andagencies, private companies, and other public-private efforts
have promoted it. Initiatives that comprise the roadmap areproceeding steadily, including commercialization of theworld's first a Level 3 automated driving vehicle passenger
car and driverless automated driving transport services by
2021, and the revision of the Road Traffic Act leading to theestablishment of a system for Level 4 automated driving in2022.
On the other hand, when we look at the status of
implementation of the technologies in local areas, there aremany issues, such as the fact that there are many casesinterrupted after FOTs (Field Operational Tests), and in the
future it is necessary to aim for further development of theroadmap for full-scale social implementation.
For t h i s re a s on , t h e " Stu dy Group on D i g it a l
Transportation Society" (4) was established to study howsociety and lifestyles should be from the perspective of eachindividual citizen as the digital transportation society
progresses. Backcasting from this to identify how mobility
should be, we proceeded with the study while receiving
opinions from a wide range of perspectives.
3.1. Issue
In Japan, social problems in various fields such astransportation, medical care, and education are becoming

more serious as the population declines at an accelerated
pace. In addition, as we move from the industrial society
and information society to the new society, the economic
model is undergoing major changes.
As the population declines, there is a shift from an
economy in which demand meets supply (for example,
passengers waiting for buses at bus stops) to an economy inwhich supply meets demand (service vehicles pick up
passengers). The style of transportation services is also
being forced to shift to a model that develops services
starting from the demand side (perspective of each person's
lifestyle) while utilizing digital technology.
In addition, technologies related to transportation
services have progressed remarkably, and various means
using digital technology have emerged. It is also necessary
to have the perspective of reducing the marginal cost (theadditional cost incurred when adding one unit of service
supply) by aiming for overall optimization.
3.2. Service design from the perspective of citizen's life
Based on the recognition of the issues, we will organize
examples of initiatives that have been implemented in Japanand overseas based on the perspective of each citizen's life
and the actual methods used at that time, and the points
t hat have b e en s e en f rom t he examples of s o ci a l
implementation are presented as 11 viewpoints, including"Each region decies its own vision for the future."
3.3. Technologies and systems for provision of services
From the perspective of realizing technologies andmechanisms that support service design from the angle oflifestyle, we will build a social implementation plan for thetechnology and promote its realization and dissemination inline with efforts toward implementation of services from theperspective of lifestyle.
The current public and private sector efforts werecategorized by means (transport mode) in Vision of
Mobility and Society 2022. The scope has been expandedfrom the framework centered on ITS/automated drivingthat has been dealt with in Public-Private ITS Initiative/
Roadmaps to "from walking to flying," and "Automateddriving and Driver Assistance," "road space," and "mobility
service and MaaS," "drones," and "flying cars," we added acategory called "mobility field cooperative Domain" as acooperative area, and organized the efforts for each.
3.4. For realization"Vision of Mobility and Society 2022" is just a snapshotof the current situation, and we will continue to update it in
the future.

20

SIP通し.indb 20

2023/03/01 16:46

1 The Second Phase of SIP-Automated Driving for Universal Services
﻿
Overview of Activities of the Digital Agency[References]
(1) Public-Private ITS Initiative/Roadmaps 2020 Government CIO's portal
Japan,https://cio.go.jp/sites/default/files/uploads/documents/its_
roadmap_2020.pdf, (accessed 2022.10.24)(2) The second phase of Cross-ministerial Strategic Innovation Promotion
Program, Automated Driving for Universal services: "Establishing anenvironment that promotes the utilization of mobility-related data"
Mitsubishi Research Institute, Inc
https://en.sip-adus.go.jp/rd/rddata/rd04/e217s.pdf(English summary), accessed 2022.10.24(3) Vision of Mobility and Society 2022 , https://www.digital.go.jp/assets/contents/node/information/field_ref_resources/22791050-006d-48fd-914de374c240a0bd/1ae00570/20220802_news_mobility_outline_01.pdf ,(accessed 2022.10.24)(4) Study Group on Digital Transportation Society,https://www.digital.go.jp/councils/#mobility (accessed 2022.10.24)[Contacts]
Digital Agency, Group of Service for Citizens Mobility Team, 19th Floor,
Tokyo Garden Terrace Kioicho, 1-3 Kioicho, Chiyoda-ku, Tokyo 102-0094,
03-6771-7526

SIP 2nd Phase: Automated Driving for Universal Services - Final Results Report (2018-2022)

SIP通し.indb 21

212023/03/01 16:46

1

The Second Phase of SIP-Automated Driving for Universal Services

Overview of Activities of the Ministry of Internal
Affairs and Communications
Takanori Mashiko (Ministry of Internal Affairs and Communications)

1

MIC Initiatives Regarding ITS

The Ministry of Internal Affairs and Communications(MIC) is progressing initiatives regarding ITS (Intelligent
Transport Systems) to realize V2X (vehicle to everything)communication that connects people, roads, and vehicles
using information and communications technology, withthe aim of achieving the safe and comfortable movement ofpeople and things. V2X communication is a general termthat refers to communication forms between vehicles andvarious other things, such as vehicle to infrastructure (V2I)
communication, vehicle to vehicle (V2V) communication,and vehicle to network (V2N) communication.Regarding
communication systems which use radio, such as VICS
(Vehicle Information and Communication System), ETC(Electronic Toll Collection System), in-vehicle radar system,
and ITS Connect (700 MHz Intelligent Transport Systems),
until now MIC has allocated frequencies and developed
technical standards while taking the status of radio wave use
and interference with other wireless communication
systems into consideration, and also promoted the adoptionof these systems.
As an initiative towards the realization of an automateddriving society, in recent years we have collaborated withrelated ministries and agencies to progress initiatives related
to cooperative automated driving (automated driving
realized by connecting vehicles and various other things
through communication) using V2X communication.
(Fig.1)Through the uptake of vehicles that are connected tovarious things (connected cars), more advanced automateddriving will be realized and cars will become a space where
various social and economic activities can be performed
instead of just a means of transportation, and it is expectedthat everyone will be able to enjoy safe and convenientmobility services.

2

MIC Initiatives for the Second Phaseof SIP-adus

Regarding "Automated Driving for Universal Services",
as a project of the second phase of SIP: Cross-ministerial
Strategic Innovation Promotion Program, MIC has
Advanced automated driving

Information provision and toll collection

Autonomous automated driving

Highway Radio/VICS

Vehicle-mounted sensor

Optical beacon

Radio beacon

FM multiplex

Advanced driving assistance using vehicle-mounted
sensors such as cameras and radar

Cooperative automated driving
V2X communication

Advanced driving support and automated driving
via a combination of vehicle to vehicle (V2V)
communication, high-resolution radar, etc.

Radio radar
Display VICS information (congestion, roadclosures, etc.) via car navigation systems, etc.

Collision mitigation brake

Connected car

Automatic toll collection

White line detection
Lane crossing prevention system

Automated driving system

ETC

Fig.1: Image of the evolution of the ITS system

22

SIP通し.indb 22

2023/03/01 16:46

1 The Second Phase of SIP-Automated Driving for Universal Services
﻿
Overview of Activities of the Ministry of Internal Affairs and Communications

progressed research and development in cooperation with
ITS-related ministries and agencies that is aimed towards
the realization of cooperative automated driving, mainly
from the perspective of wireless communication systems.
From FY2019 to FY2021, the "Research anddevelopment related to the collection, integration, anddistribution of small-scale network and mid-scale network
information" project conducted research and development
into technology that continuously recognizes dynamic
information obtained from various information sources andcollects the necessary information from a small-scale
network area, which is about the size of a generalintersection, or a mid-scale network area which is about thesize of a municipality, integrates it in real time anddistributes it to vehicles, so that a bird's-eye view ofsurrounding traffic conditions can be ascertained in orderto realize safe and secure automated driving.The results ofthis research were partially applied to the FOTs (Field
Operational Tests) in the Tokyo waterfront area that wasalso conducted during the second phase of SIP-adus, and allof the target values were achieved within the scope of theuse cases and prerequisites defined in the research project,
and we were able to confirm the usefulness of the examined
system architecture, although it depends on the applicationand conditions.(1)In addition, From FY2019 to FY2021, we defined use
cases that use communication as a base, clarified thecommunication requirements, and studied communication
methods that satisfy the communication requirements, forthe purpose of "Research for V2X Communication for
Cooperative Driving Automation."First, in FY2019, we defined 25 use cases where wirelesscommunication systems are expected to be used incooperative automated driving (SIP use cases for
Cooperative Driving Automation) and clarified theircommunication requirements.The Japan Automobile
Manufacturers Association, experts, and related ministries
and agencies participated in the discussions to formulate theuse cases, and we also received cooperation from many
related organizations such as the ITS Info-communications
Forum during the study of the communication methods.
From FY2020 to FY2021, we conducted a technicalexamination of the requirements of communication at eachfrequency band and for communication method, related to
new communication technology in use cases that requirecommunication for automated driving, with the aim ofrealizing a safe and comfortable automated driving society
through vehicle-infrastructure cooperative driving
automation technolog y that utilizes traffic signal
information from traffic infrastructure installed on
prefectural and municipal roads and merging lane assistancei n for m at i on on e x pre s s w ay s . We t h e n c re at e d acommunication method roadmap that realizes the use cases
for cooperative driving automation using more advanced
V2X communication, based on the implementation periodof the communication and the adoption rate of automatedvehicles. (Fig.2) This roadmap shows that the introductionof a new communication method will be necessary fromaround 2030 in order for there to be a 30% adoption rate ofcooperative automated vehicles by around 2040.(1)In FY2022, we investigated and analyzed the latest
trends regarding the institutionalization and standardizationof 5.9GHz band V2X communication in areas such as
Europe, the United States and China, and examined thecommunication requirements of a 5.9GHz band V2X
system, based on the results of the examination in theprevious fiscal year and taking into consideration theconnection with the existing 700 MHz band safe driving
support system.Then, based on the evaluation results of thecommunication simulation, we designed thecommunication protocol of this system, and devised thespecifications of the wireless equipment necessary for thedevelopment and manufacturing of on-board equipment
and roadside unit.

3

MIC Study of 5.9GHz Band V2X
Communication

In order to realize automated driving, securing a new
frequency band is an urgent matter in order to introduce a
new V2X system that can handle the rapid increase incommunication traffic.MIC has conducted technicalexamination work targeting the 5.9 GHz band, which is afrequency band that is being studied and commercialized
for V2X systems internationally.
In FY2020, we started to study the technical conditions
related to frequency sharing with existing wireless systems,
which will be necessary when introducing a V2X system.In
FY2021, in addition to demonstrations aimed at examining
the sharing with existing wireless systems that use the 5.9
GHz band and adjacent frequencies (ETC, Wi-Fi, wirelesssystems of broadcasting businesses, etc.), we conducted asurvey of the actual operation of the existing wirelesssystems and considered introduction measures in response.
The results were carried over to the examination under thesecond phase of SIP-adus and accelerated the problem
resolution and examination regarding 5.9 GHz band V2X
communication.

4

Conclusion

In order to realize ITS and automated driving, it will be
ess ent ia l to de velop infor mat ion communicat ion
infrastructure since it is expected that a large amount of
real-time data transfer and exchange will be required.
Furthermore, research and operational tests are being
conducted in various countries toward the realization of
automated driving systems that utilize not only ITS but also
LTE and 5G, so the advancement of 5G and otherinformation communication infrastructure is also necessary
in order to respond to the needs of automated driving and

SIP 2nd Phase: Automated Driving for Universal Services - Final Results Report (2018-2022)

SIP通し.indb 23

232023/03/01 16:46

1 The Second Phase of SIP-Automated Driving for Universal Services
﻿
Overview of Activities of the Ministry of Internal Affairs and Communications
2025-

20202022 (R4)USA

2023 (R5)

2030-

2035-

2040-

2024 (R6)

Change in allocation of 5.9 GHz frequency/technology(Disputing reduction of V2X bandwidth and transition from DSRC to C-V2X)

Transition from 5.9 GHz band DSRC
to C-V2X completed(FCC)(Reference) International trends

Development of V2X
safety evaluation criteria

Study of protocols(EuroNCAP)(EuroNCAP)

EuropeStudy of advancement of ITS-G5

Start of deployment of V2N services in 5G (DG MOVE)
V2X becomes a
subject ofassessment(EuroNCAP)R2R communication network construction using RSUs
(Czech implementation plan in C-Roads)

Start of mediation use case
deployment(DG MOVE)(C2CCC)

Fully automated driving realizedon all roads after 2040
(DG MOVE)

ITS-G5 Acceleration of RSU implementation (C-Roads)
Intelligent connected vehicle (ICV) adoption

China

PA/CA: 50% of all automobile sales
HA level automobile market introduction
Percentage of new vehicles equippedwith C-V2 terminals: 50%

Formulation of IEEE 802.11bd

International

CA: Conditional automated driving (equivalent to L3)
HA: Highly automated driving (equivalent to L4)(IEEE)
Formulation of 3GPP Release 18(3GPP)JNCAP *1 Additional new item study, survey research, study of testing and evaluation methods

Japan(China Society of Automotive Engineering)
PA/CA: 70% of all automobile sales
HA:
20% of all automobile sales
Achievement of basic adoption of vehicles
equipped with C-V2X terminals
PA: Partially automated driving (equivalent to L2)

Preliminary testing*1 Driving support technology, including V2X, becomes subjectof automobile assessment

Frequency reorganization action plan +30 MHz for next-generation mobility

AssumedCommunication
technology

700 MHz band ITS

New communication technology (5.9 GHz)A) Approach to the practical application of the use cases

Study of security andprivacy policyA-1) Formulation of
security and privacy
measures

Study of specifications forsecurity and privacy measures

Security scheme study

Issuance of specifications for security and privacy measures
Security scheme formation

Study of policies for sharing in-vehicle devices

A-2) Formulation ofpolicies for sharing invehicle devices

Study of policies for generational change ofcommunication systemsA-3) Formulation ofpolicies for generationalchange ofcommunication systems

Study on how to establish a business modelA-4) Establishing abusiness model
Study of measures to ensure communication qualityA-5) Ensuringcommunication qualityA-6) Clarification of
responsibilities

B) Approach to the practical application communication technologies(5.9 GHz band)B-1) Frequency
utilization

Organization of concept of division of responsibility

Study of channel andbandwidth allocation
Frequency utilization(if necessary)Communication protocol draft study

Communication
standard formulation

Communication
standard issuanceStudy of application specificationsB-2) Standardization,
specification

OBU draft study

Issuance of application specifications (and subsequently, issuance inorder according to the timing of application deployment)

Study of OBU common specifications

OBU connectivity confirmation scheme
formulation

Issuance of OBU common specifications
Study of RSU common specifications
Issuance of RSU common specifications
Product development
Test operation

Equipping of 5.9 GHz OBU

Adoptionrate 30%

Adoptionrate 50%

Deployment of 5.9 GHz RSU

B-3) Equipment
development andpractical application

V2I (broadcast)
V2V (broadcast: continuous)
V2V (broadcast: urgent)

V2I(mediation)

V2V(Negotiation)

Fig.2: Roadmap for V2X Communication for Cooperative Driving Automation (2)connected cars.
In the future, in addition to progressing with initiatives
aimed at the adoption and deployment of 5G, we areplanning to study specific frequency use policies for whensystems are introduced, based on the results of studies
through SIP and other activities related to the 5.9GHz band
V2X communication system, while considering the existing
wireless systems on the same frequency band.If the service
providers of this system are defined and the system is
introduced into the above mentioned frequency band, weplan to assign a frequency allocation to V2X
communication after securing the necessary frequency
bandwidth by migrating the existing wireless systems.

[References]
(1) SIP 2nd Phase :Automated Driving for Universal Services—Mid-Term
Results Report (2018–2020), 2021.
(2) SIP Roadmap of V2X Communication Methods for Cooperative Driving
Automation - Activity Report of Task Force on V2X Communication for
Cooperative Driving Automation in FY2021[Conttacts]
Ne w G enerat ion Mobi le C ommunicat ions Of f ice L and Mobi leCommunications Division Radio Department, Telecommunications Bureau
Ministry of Internal Affairs and Communications, 2-1-2 Kasumigaseki,
Chiyoda-ku, Tokyo 100-8926, 03-5253-5111

24

SIP通し.indb 24

2023/03/01 16:46

1

The Second Phase of SIP-Automated Driving for Universal Services

Overview of Activities of the Ministryof Economy, Trade and Industry
Shigekazu Fukunaga (Ministry of Economy, Trade and Industry)

1

Main Activities of the second phase of
SIP-adus

1.1. R esearch on recognition technology, required
for automated driving technology (Level 3, 4)
In this research, three universities of Kanazawa
University, Chubu University, and Meiji University aimed tofind out the level of support by infrastructure needed andthe recognition determination technology level by AI in
automated driving. Therefore, researchers developed testingvehicles with level 3 and 4 automated driving technology
and conducted FOTs (Field Operational Tests) for
infrastructure-vehicle cooperative driving that used V2I and
V2N, such as installing signal devices that can receive signal
information (lights) wirelessly, on the public roads of theTokyo waterfront area.
In the five years of the second phase of SIP-adus, theearly period of 2018-2020 was spent developing signal
devices and object recognition technology and studying
basic infrastructure conditions for infrastructure-vehicle
cooperative driving that used V2I. In the later period of2021 and 2022, researchers constructed an environment toevaluate automated driving systems by simulators in order
to execute safety assurance of automated driving technology
using simulation technology and infrastructure-vehicle
cooperative driving with V2N, which provides traffic signal
information and emergency vehicle information.
In a d d it i on , re s e arch e rs prov i d e d te s t - r i d i ng
opportunities for testing vehicles in the Tokyo waterfrontarea, etc. and conducted activities to deepen understandingof automated driving technology and communicate resultsof R&D.
Based on the knowledge gained from these FOTs, wepublished the data sets of inf rastr ucture supp or t
information needed for automated driving on prefecturaland municipal roads. We are planning to utilize these resultsin the "Project on Research, Development, Demonstration
and Deployment (RDD&D) of Autonomous Driving toward
the Level 4 and its Enhanced Mobility Services" (RoAD to
the L4) promoted by the Ministry of Economy, Trade andIndustry and Ministry of Land, Infrastructure, Transport
and Tourism.

2

Major activities for automated driving by the
Ministry of Economy, Trade and Industry

2.1. RoAD to the L4
Until now, the Ministry of Economy, Trade and Industry
took efforts with the Ministry of Land, Infrastructure,
Transport and Tourism to realize driverless platooning
driving technology on expressways and driverless automateddriving services limited only to certain regions. However,these efforts were constrained to limited technology,
services, and regions. Further activities are needed for thefull development of automated driving services. In order tofully propagate driverless automated driving services, it isimportant to link services with a business based oncomprehensive initiatives to enhance technologicaldevelopment, traffic environment, and social acceptance.
Based on this background, from fiscal 2021, aiming forthe realization and propagation of driverless automateddriving services, the government started a new project

SIP 2nd Phase: Automated Driving for Universal Services - Final Results Report (2018-2022)

SIP通し.indb 25

25

2023/03/01 16:46

1 The Second Phase of SIP-Automated Driving for Universal Services
﻿
Overview of Activities of the Ministry of Economy, Trade and Industry

Initiatives for realization of automated driving (FOTs projects)
 Aiming for the realization and spread of driverless automated driving services, we are promoting “Project on Research, Development, Demonstration and Deployment(RDD&D) of Autonomous Driving toward the Level 4 and its Enhanced Mobility Services (RoAD to the L4)” along with relevant agencies.
 Aiming to realize driverless automated driving services in 40 locations in 2025, to practical use of level 4 trucks on the expressway, we are planning on
further expanding services to spaces where pedestrians and other vehicles mix, such as cities.

Realization of Level 4 mobility services at limited areas
・We aim to realize automated driving
services (level 4) only by remote monitoring in limited areas and vehicles by fiscal
2022.

・We also aim to establish system where one person monitors
four vehicles at the same time in order to enhance businessfeasibility.

(Concept) Eiheiji-cho: Remote
automated driving system

Responses to expansion of area/vehicles
Expand area/vehicles

Promotion of testing to realize automated driving services(level 4) by only remote monitoring

Implementation of advanced logistics systems @ expressway
・We aim to realize platoon driving thatutilizes level 4 automated driving trucks on
expressways by 2025.

・Recently, we identified use cases and areas to prioritize.
Based on this, we are considering the nature of new Automated driving on expressway( Concept image)main line logistics systems, including vehicles.

・Specifically, we conduct testing to install automated driving
system in medium-sized buses, etc. and establish prototypical use
cases.

Establish services in mixed space
Mixed space support

Initiatives to implement high-performance trucks,
including platoon driving in expressways

Further initiatives to expand target area and vehicles as well as
improve business feasibility
・In order to realize driverless automated driving
services in at least 40 locations by fiscal 2025, westudy for expanding the driving environment
and improving business feasibility.
(Concept)
Automated bus

Mixed space support

Initiatives to link vehicle-to-vehicle and pedestrian-to-vehicle
and cooperated infrastructure to expand level 4 in mixed spaces

・In order to expand level 4 automated driving services in mixed
driving environments (mixed spaces) from 2025, we aim toestablish system that connects infrastructure and other vehicles.
・First, we will establish use cases that need linkage with infrastructure,and deliberate data held by vehicles and infrastructure (dynamic
surrounding situation), then develop them to tests.

Driving assistance from
infrastructure (Concept image)Fig.1: Overview of RoAD to the L4

RoAD to the L4 (Fig.1) with related agencies to takecomprehensive efforts from R&D to FOTs and social
implementation. (Refer to S ection 8 3) "SIP-adus
Achievement as Heritage and Next Step" for more details).
In the future, based on automated driving mobility
services shifting to social implementation phases, thefollowing goal was stated at the 2022 Automated Driving
Business Symposium held in March 2022: "In order torealize automated driving mobility services designed to leadresolution of social issues such as: secured mobility amid
depopulation and aging society, dissolution of traffic
accidents and congestion, and contribution to carbon
neutrality, we are going to work on primarily 4 issues,
namely technological development, improvement oftransport environment, enhancement of social acceptance,
as well as acceleration of business implementation, under
Road to the L4. The outcomes of this project will be
developed and shared nationwide then advanced toward
steady social application of the technologies always watchinginternational trend."
Under this circumstance, the Road Traffic Act wasrevised in April 2022 and we had some good prospect forrealizing level 4 driverless automated driving mobility
services in Eiheiji-cho, Fukui Prefecture. On the other hand,scenes where automated driving is actually needed are
expected to include multiple types of traffic participants,
such as pedestrians, bicycles, motorcycles, and large
vehicles. Therefore, efforts are needed in incorporating thetechnologies gained until now to realize automated driving

mobility services that fit diverse traffic environments.
This project aims to fully spread the services in aroundfiscal 2030 in promoting these activities, then implementing
such automated driving mobility services at 40 locations by2025 to build up models for cost reductions and business
implementation with know-how and outcomes which will
have been resulted from these activities and will contributeto enhance technological development, traffic environmentand social acceptance.
2.2. SAKURA ProjectTo achieve practical use of automated vehicles, we must
develop new safety assurance methods for driving byautomated driving systems, in addition to the conventionalrecognition of safety with driving by human drivers.
However, there are no such established international
methods. Each country is actively participating in thedevelopment of international regulations (WP29) andstandards (ISO) related to safety assurance.
Until now, the Ministry of Economy, Trade and Industry
has worked with the Ministry of Land, Infrastructure,
Transport and Tourism on the SAKURA (Safety Assurance
KUdos for Reliable Autonomous Vehicles) Project (Fig.2) togather traffic data required to construct the safety assurance
platform of automated vehicles and establish safetyassurance scenarios. The outcome of this project was led tothe development of the "Automated driving safety assurance
framework Ver. 2.0" by the Japan Automobile Manufacturers
Ass o c i at i on i n 2021, w hi ch w as prop o s e d to t he

26

SIP通し.indb 26

2023/03/01 16:46

1 The Second Phase of SIP-Automated Driving for Universal Services
﻿
Overview of Activities of the Ministry of Economy, Trade and Industry

Safety assurance traffic flow scenario data preparation flow
Parameter definitions
for each scenario

Measure/data processingC) Preparation of safety standard scenario
Systemization of scenarios

High speed 24 scenario

ScenarioDBB) Real environment observation DB

Data collecting vehicle

Fixed camera

Gathering/analysis oftraffic disturbance data

Test scenario preparation
for safety assurance

Accident/near
accident data
Driving/traffic flow
observation data

Testing
Testing of traffic
environment completeness

Test results

Simulation
Test courses
Public road

Accidents/near
accidentsthat actuallyoccurred

Scenarioformation

SafetyassuranceA) Grasp safety standards
Driving behavior
data

Driver operation
behavior

Fig.2: Overview of SAKURA Projectinternational regulations (WP29) and standards (ISO).
Under the leadership of Japan, a safety assurance framework
which is based on scenarios targeting highways was issued
as an international standard, namely ISO 34502.
Succeeding the R&D results of the DIVP® (Driving
Intelligence Validation Platform), we will develop and apply
an infrastructure platform and persuasive real data that areboth fair and transparent as we aim to make the safetyassurance methods of Japan international de facto standards
in cooperating with other countries. Specifically, we willconduct analyses and research for next international
proposals, such as deploying safety assurance methods
developed for expressways on prefectural and municipal
roads, and contribute to establishing safety assurance
mechanisms shared across the globe, including traffic onprefectural and municipal roads and level 4 automateddriving.

3

driving services and advanced trunk line logistics systems.
In addition, we must organize the topics and issues that are
to be taken over from the second phase of SIP-adus to
RoAD to the L4, construct a structure that allows affiliatedagencies to work together closely, and aim for collaborationin the "Construction of smart mobility platform," for the
next phase of SIP.

[Contacts]
ITS and Automated Driving Promotion Office Automobile Division,
Manufacturing Industries Bureau Ministry of Economy, Trade and Industry,
1-3-1 Kasumigaseki, Chiyoda Ward, Tokyo 100-8901, 03-3501-1618

Conclusion

The spread of automated driving will secure means ofmobility in regions where aging society and population
decline are worsening and lead to support for labor
shortages in the logistics field. It can also be expected toreduce accidents and congestion and contribute to carbon
neutrality by improving traffic flows. On the other hand, forthe spread and popularization of the technologies, otherthan technological development by an individual company,
it is important for industry, academic, and government towork together in cooperative areas to improve traffic
environment including revisions of relevant lows, establish
standardized safety assurance methods, constructsustainable business model, and foster social acceptance.
Based on this perspective, we must proceed with theinitiatives in the RoAD to the L4 project and accelerate
efforts targeting the construction of driverless automated
SIP 2nd Phase: Automated Driving for Universal Services - Final Results Report (2018-2022)

SIP通し.indb 27

272023/03/01 16:46

1

The Second Phase of SIP-Automated Driving for Universal Services

Overview of Activities of the Road
Bureau, Ministry of Land, Infrastructure,
Transport and Tourism
Masamitsu Waga
(Road Bureau, Ministry of Land, Infrastructure, Transport and Tourism)

1

services, especially in rural areas. The development andpopularization of automated driving is expected to solve
problems such as securing the flow of people and goods
while ensuring safe and smooth road traffic. With this inmind, t he Ro ad Bure au of t he Minist r y of L and,Infrastructure, Transport and Tourism is undertaking
numerous initiatives to support road infrastructure.
Automated driving technology development can bebroadly divided into two types: "privately owned vehicles"
and "logistics/mobility services." (Fig.1) The former runs on
the nationwide road network, while the latter runs in alimited area. As such, there are differences in purpose ofuse, suitable areas and speed, meaning the required
technology to support automated driving and the scenarios
for development and spread are also different. In thefollowing, we outline our undertakings for each scenario.

Introduction

The realization of automated driving requires not only
vehicle technology but also appropriate support from roadinfrastructure with consideration of status of development
and spread of automated vehicles. Looking at the situation
overseas, such efforts in the arena of road-vehicle
coordination are accelerating; in Europe C-ROADS, an
implementation project related to such developments as
automated driving, is being deployed on roads in 43 cities,
while in Las Vegas, USA, infrastructure has been establishedto provide information from cameras and sensors.
In Japan, the population is declining and increasing inage. In addition to the shortage of workers, such as drivers,
it is becoming difficult to maintain public transportation
SAE* Levels of Driving
AutomationTM

Practical application of logistics/mobility services
Fully automated driving

Level 5

Logistics/mobility services
Level 4Address depopulation
Address driver shortages
Freedom of movement

Level 3

Resolve social issues(Unmanned transport vehicles in factories)(Golf carts)

Level 2

(Auto-breaking)Level 1

(Pedal error control)

Privately owned vehicles

Expansion of operational
domain from highways togeneral public roads

Traffic accident reduction
Traffic congestion reduction
Vehicle value improvement

International cooperation
economic development(Regions, roads, environments, traffic conditions, speeds, drivers, etc.)

Restricted

Unrestricted*SAE (Society of Automotive Engineers): U.S. based standard developing organization

Fig.1: Scenario for privately owned vehicles and logistics/mobility services

28

SIP通し.indb 28

2023/03/01 16:46

1 The Second Phase of SIP-Automated Driving for Universal Services
﻿
Overview of Activities of the Road Bureau, Ministry of Land, Infrastructure, Transport and Tourism

2and creating exclusive lanes, and then confirmed theseeffects too. Based on the test results, full-scale introduction
has started at four locations nationwide. (Fig.2)

Activities in logistics and mobility
services

2.1.Field Operational Tests of automated driving services
based at such locations as Michi-no-Eki (Roadside
Stations) in rural areas
There are rural areas where public transportation routes
are shrinking due to population decline and driver shortage.
In response to these issues, the introduction of automateddriving is expected to maintain and secure regional traffic.
The SIP-adus (Cross-ministerial Strategic Innnovation
Promotion Program (SIP) Automated Driving for Universal
Services) conducted short-term to long-term FOTs (Field
Operational Tests) for automated driving services at 18
locations nationwide, based at such locations as Michi-noEki in rural areas.
Among the issues identified during the FOTs, regarding
the problem of identifying the position of the automatedvehicles, we confirmed the effect of the supporting
infrastructure for automated driving such as electromagnetic
induction lines. In order to avoid collisions with othervehicles and pedestrians, we also devised various measuresaccording to the road conditions and traffic characteristicsof the region, such as clearly indicating the driving position(Short-term FOTs)
FY2017-FY2018 : 18 locations(Long-term FOTs)
from FY2018 : 9 locations(social implementation)from FY2019 : 4 locations

Michi-no-Eki "Koigakubo"
Michi-no-Eki "Akagi Kogen"

Michi-no-Eki "Kamikoani"

Michi-no-Eki "Cosmall Taiki"

Takahata Town Office

2.2. Deployment of automated driving services fromrural areas into "machinaka" (town areas)
In order to realize safe and smooth automated driving ina more complex road traffic environment, the Road Bureauof the Ministry of Land, Infrastructure, Transport andTourism is conducting FOTs of Vehicle-to-Infrastructure
cooperative systems in multiple towns with the aim ofrealizing automated driving in Machinaka, town areas. We
are studying a mechanism to generate necessary information
relying on AI analysis of road surveillance cameras andtraffic safety measures. (Fig.3)

33.1. Merging assistance
We are also researching merging assistance to realize
safe and smooth automated driving on expressways. By
providing main lane traffic information (vehicle position,
speed, inter-vehicle distance, etc.) in advance to merging
vehicles, it is possible to achieve safe and smooth merging.
(Fig.4)The Japan Automobile Manufacturers Association(JAMA) envisions four phases of merging support, in
accordance with how much implemented automatedOrataru Yamakoshi Restoration Exchange Center
Michi-no-Eki "Nishikata"

Michi-no-Eki "Taira"Michi-no-Eki "Hitachiota" andTakakura Community Center

Michi-no-Eki "Meiho"
Kusu Komorebi no Sato

Vehicle to infrastructure (V2I) communication

Michi-no-Eki "Southern Alps Mura Hase"

Miyama City Hall
Yamakawa Branch

Provision of information to merging vehicles
such as the speed of main lane vehicles

Michi-no-Eki "Donguri no Sato Inabu"
Michi-no-Eki "Ashikita Dekobon"

Undertakings for privately owned
vehiclesDetection of speed etc. of
main lane vehicles

Generates information to be provided tomerging vehicles (automated vehicles)

Michi-no-Eki "Nishiiya Kazurabashi Yumebutai"
Michi-no-Eki "Imoko no Sato"

Vehicle detection sensor

Michi-no-Eki "Okueigenji Keiryu no Sato"

Roadside processing unit

Fig.2: Main FOT locations

Fig.4: Concept for merging assistance■Characteristics of the Machinaka, town areas
Road space (difficulty)◯ Limited road space◯ Various roadside land uses, etc.

Traffic environment◯ Complicated and enormous transportation demand◯ Diverse transportation modes, etc.

Road space (advantage)◯ Many existing sensors (cameras, CCTV, etc.)
are installed, etc.

■Countermeasures
Traffic safety measures◯ Package countermeasures against risks that are difficult forvehicles to deal with based on regional characteristics◯ Cooperate with "Zone 30" policy, the curve side
management, and Shared-space

Measures for bicycle lanes andon-street parking

Clarification of area to passthrough in intersection

Vehicle development and popularization◯ Get involved in plans related toregional public transportation andcommunity development◯ Establish long-term strategy with perspectiveof rising level of driving automation

Vehicle-to-Infrastructure cooperative systems◯ Build a highly versatile system that utilizes
existing systems to flexibly respond to thedevelopment and spread of vehicles

Transfer of analysis data

Immediate analysis of camera images

Fig.3: Investigation of traffic safety measures and information provision from the roadside

SIP 2nd Phase: Automated Driving for Universal Services - Final Results Report (2018-2022)

SIP通し.indb 29292023/03/01 16:46

1 The Second Phase of SIP-Automated Driving for Universal Services
﻿
Overview of Activities of the Road Bureau, Ministry of Land, Infrastructure, Transport and Tourism
No Information

Autonomous (non-cooperative automated) driving relying on information In case of sudden deceleration of leading vehicles, the following cannot avoid to
only from front view of the vehicle detected through its on-board sensor.
do likewise or might not be able to smoothly change lane.
Lane regulation

Automated vehicle

By obtaining lane-level information beforehand, thevehicle can change lanes with well prepared mannerWith Information provision

Vehicles need to know:-- Which lane is better to drive?
-- When is the better timing to change lane?
→Lane-level road traffic information is needed tomake determination for the above.

Solutions forthe needs

Efficient information generation with combined different information sources:○ Probe vehicle information Area-covering and detailed information○ Information provided by Road and traffic administrators Information
related to incidents impossible to detect by vehicle-itself.
○ Other information (emergency call and others) Urgent information
grasped with high immediacy

Fig.6: Conceptual Fig.for acquisition of lane-level road traffic information

vehicles are. We mainly studied on 2 systems: Day 1 system,
assuming as early phase of implementation, combining spotmeasurement of main lane traffic and provision of mainlane inter-vehicle gap forecast information, and Day 2 as
i mp l e m e nt at i on p h a s e c ombi n i n g are a - c ove r i ng
measurement of main lane traffic and continuous provisionof inter-vehicle gap information on main lane. Specifically,
FOTs for the Day 1 system were conducted in the Tokyo
waterfront area, while the Day 2 system was tested throughsimulation.
As a result of these studies, we confirmed that safer andmore efficient merging could be realized in free-flow toslightly dense traffic flows by distributing the movement of
main lane vehicles to merging automated vehicles andhaving them adjust their speed accordingly.
3.2. Traffic prediction support information provision
Automated vehicles can be driven safely even undervarious conditions when using on-board sensors to detectand analyze such data as vehicle position, road conditions,and obstacles. On the other hand, especially during highspeed movement, data on more distant traffic is also
required, but is difficult to detect with just on-board sensors.
(Fig.5)

Merging information

To provide main lane traffic data (lane-level vehicle
position, speed, etc.) to merging vehicles
Vehicle to infrastructure (V2I) communication
ProvideGenerate
Roadside processing unit

Construction regulation information

To provide location of construction
regulations, blocked lanes, etc.

and lane changes can be made with well prepared manner,enabling safer and smoother driving. In order to deal withthese issues, we conducted tests in the Tokyo waterfront
area.
The FOTs involved the creation of a system to aggregate
probe vehicle data collected by the private-sector, and thegeneration of lane-level congestion tail positions from thisaggregated data. The tests revealed the effectiveness of thesystem, but issues were also identified, such as the age andvolume of available probe data having a large impact on theerror in the generated congestion tail position (the deviationfrom the actual congestion tail position). In order toimprove this accuracy, it is necessar y to secure an
appropriate volume of recent probe data, improve theprocessing logic, and supplement the data. (Fig.6)
In addition, the Road Bureau of the Ministry of Land,
Infrastructure, Transport and Tourism launched their " Joint
Research for Collaboration with Roads to promotewidespread use of automated driving" in 2021, in order toproceed with the study of safe and smooth automateddriving on expressways. We plan to continue to study forsupport from the road toward the realization of automateddriving, including research on predictive information.

Falling objects information

To provide information on falling objects
on the road as obtained by on-board
sensors and road administrators
Position and lane of falling object[Contacts]
ITS Policy and Program Office, Road Bureau, Ministr y of Land,
Infrastructure, Transport and Tourism, 2-1-3 Kasumigaseki, Chiyoda-ku,
Tokyo 100-8918, 03-5253-8111

Collect Vehicle detection sensor

Fig.5: Conceptual Fig.for traffic prediction support information provision

If the traffic conditions further ahead in each lane can beobtained in advance, early deceleration can be performed
30

SIP通し.indb 30

2023/03/01 16:46

1

The Second Phase of SIP-Automated Driving for Universal Services

Overview of Activities of the Road Transport Bureau,
Ministry of Land, Infrastructure, Transport and Tourism
Yoshitaka Tada
(Road Transport Bureau, Ministry of Land, infrastructure, Transport and Tourism)

1

Overview of the Activities by Ministry ofLand, Infrastructure, Transport and Tourism

The public and private sectors are working together todevelop and disseminate automated driving technology. In
particular, we recognize that the framework of SIP-adus(Cross-ministerial Strategic Innovation Promotion Program(SIP) Automated Driving for Universal Services) has further
strengthened the cooperation system among related
ministries and agencies, and has accelerated technological2017 Feb

Establishment of certification system for relaxingof standards for automated driving FOTs.

By relaxing standards, on the condition that safe alternative
measures are taken, it becomes possible for remote-controlled automated vehicles to run on public roads.
2018 Sep Formulation of safety technology guidelines for automated vehicles.
The safety requirements that level 3 and 4 automatedvehicles should meet are summarized as guidelines,
allowing for continued development and practicalapplication of automated driving vehicles prior to thethorough establishment of safety standards.
2019 May Revision of the Road Transport Vehicle Act
Added level 3 and 4 automated driving systems with thefunction of substituting all of the abilities related torecognition, prediction, judgment, and operation normallyassociated with a driver, to the list of equipment subject tosafety standards.
2020 Mar Establishment of safety standards for automated vehicles
ahead of the rest of the world.
2020 Jun Establishment of international standards equivalent todomestic standards<Summary of safety standards for automated driving on expressways, etc.>● Operates in traffic jams of 60 km/h or less on expressways, etc.
● Limited to lane keeping
2020 Nov World's first Level 3 automated vehicle type designation

Outline of Honda Legend automated driving system *Provided by Honda Motor Co., Ltd.

Fig.1: Undertakings by the Ministry of Land, Infrastructure,
Transport and Tourism

development.
The Road Transport Bureau of the Ministry of Land,
Infrastructure, Transport and Tourism is promoting theestablishment of systems, such as the formulation of safety
standards, in accordance with the progress of automateddriving technology. (Fig.1)

2

Basic approach to vehicle safetymeasures

Vehicle safety measures are being implemented step bystep in accordance with the status of technological progress
and technological spread. (Table 1) For example, during thetechnology development stage, the direction of development
is discussed with the participation of industry, academia,
and government, with the aim of creating an environment
in which it is easy for automobile manufacturers and others
to introduce new technologies into the market, and we arepromoting efforts such as formulating technical guidelines.
The international harmonization of standards is also
absolutely vital because automobiles are internationally
Table 1: Approach to safety measures
Phase

Purpose of measures

Measures(1) Technology
development

Developing an environment thatfacilitates the introduction of
new technologies into the market

Formulation of ASV promotion
plan and technical guidelines(2)
Technologicalcompetition

Promoting technologicalcompetition in the market

Vehicle assessment (comparisonand publication of performance
between vehicle models)Expansion of installation
through incentives

ASV subsidy, ASV tax system

National certification of
performance

Performance certification system

Installed in all vehicles, ensuring
at least minimum performance

Formulation of (compulsory)
safety standards(3)
Popularization(4) Standard
installation

SIP 2nd Phase: Automated Driving for Universal Services - Final Results Report (2018-2022)

SIP通し.indb 31

312023/03/01 16:46

1 The Second Phase of SIP-Automated Driving for Universal Services
﻿
Overview of Activities of the Road Transport Bureau, Ministry of Land, Infrastructure, Transport and Tourism

distributed products. For this reason, the World Forum for
Harmonization of Vehicle Regulations (WP29) was
organized under the United Nations Economic Commission
for Europe (UNECE) to discuss international standards.
From the viewpoint of ensuring the international
competitiveness of Japanese manufacturers, it is importantfor Japan to lead this international discussion.
Based on these basic approaches, we are also proceedingwith the establishment of systems related to automateddriving technology.

3

Formulation of safety technology
guidelines for automated vehicles

The year 2018 was a milestone year for the realization of
automated driving. The "Outline on improvement of legal
system and environment for automated driving system"(April 2018) was formulated, and the direction of the entire
government regarding the review of the legal system related
to automated driving was summarized. As a result, Japan
has accelerated its efforts toward the earlycommercialization of Level 3 and Level 4 automatedvehicles.
For the practical application of automated vehicles, it isnecessary to establish new safety standards and evaluation
methods that correspond to the operation of the vehicle by
the system. International discussion on this topic is
proceeding with the WP29, in which the Ministry of Land,
Infrastructure, Transport and Tourism is participating.
The Ministry of Land, Infrastructure, Transport andTourism, taking into account such developments as such as
the formulation of a Japanese system development outline,
seeks to promote the practical application of automateddriving even before the international standards areformulated. Guidelines have therefore been created inregard to the safety requirements that Level 3 and 4
automated vehicles should satisfy. We believe that this hascreated an environment that facilitates development byautomobile manufacturers and others, and that we haveestablished a framework that allows us to reflect Japanese
ideas in international discussions.

4

Revision of the Road Transport
Vehicle Act

At the Ministry of Land, Infrastructure, Transport andTourism, and based on the Road Transport Vehicle Act,
safety is ensured in an integrated manner from the design

and manufacturing stages of vehicles through to the stage ofuse on public roads. Specifically, we are working on
formulating safety standards and measures for typecertification, service and maintenance, inspections, andrecalls and others.
On the other hand, this law was created in 1951, and atthat time it was not considered that some non-humansystem would also operate vehicles.
For this reason, the law was revised in May 2019 toaccommodate automated vehicles (Level 3 and Level 4). The
main revisions are the following four points.
(1)When used under the conditions (driving environment
condit ions) att ache d by t he Minister of L and,Infrastructure, Transport and Tourism, automateddriving systems are defined as having the function ofsubstituting all of the abilities related to recognition,
prediction, judgment, and operation related to theoperation of the driver, and said systems are now also
made subject to safety standards.
(2)Approval from the Minister of Land, Infrastructure,
Transport and Tourism is compulsory when performing
wireless software updates for vehicles that are alreadyrunning on public roads.
(3) Maintenance and remodeling of automated driving
systems etc. will be designated as "specific maintenance."
In order to carry out it, certification from the director of
the District Transport Bureau will be required, andautomobile manufacturers will be duty-bound to provide
the technical information necessary for maintenance.
(4)Establishment of an environment in which inspection
agencies nationwide can utilize the information necessaryfor electronic inspection of vehicles (OBD inspection).

5

Formulation of safety standards

The revisions to the Road Transport Vehicle Act madeautomated driving systems subject to safety standards.
Based on this change, in March 2020, safety standards forautomated vehicles were formulated for the first time in theworld, based on the safety requirements of the safety
technology guidelines for automated vehicles. In June of thesame year, international standards were established by the
WP29.
In order to realize more advanced automated driving
technology, subsequent discussions on international
standards were promoted by the WP29, and in November
2021, a revision was made to expand the applicable vehicle
types to all passenger cars, buses, and trucks. Furthermore,

32

SIP通し.indb 32

2023/03/01 16:46

1 The Second Phase of SIP-Automated Driving for Universal Services
﻿
Overview of Activities of the Road Transport Bureau, Ministry of Land, Infrastructure, Transport and Tourism

in June 2022, it was agreed to raise the upper speed limit to130km/h and to implement a lane change function only forpassenger cars. (Fig.2)
The Ministry of Land, Infrastructure, Transport andTourism will continue to lead discussions on international
standards.
[United Nations Regulations enacted in June 2020]
Lane keeping at 60km/h or less on expressways (level 3, passenger cars only)
Automated driving (level 3)
starts in congestion

Following the vehicle
ahead in the same lane

Automated driving ends when congestion
is cleared or exit is approacheddriving manners along the route taken.
The Ministry of Land, Infrastructure, Transport andTourism will continue studies toward the realization ofadvanced automated driving.

[Contacts]
Ministry of Land, Infrastructure, Transport and Tourism Road Transport
Bureau Engineering and Environmental Polic y Division, 2-1-3
Kasumigaseki, Chiyoda-ku, Tokyo 100-8918, 03-5253-8111[Revised in November 2021]
Expansion of applicable vehicle types: Passenger cars only All passenger cars, buses and trucks[Overview of revisions agreed in June 2022](1) Raised upper limit speed
60km/h or less

130km/h or less

(2) Addition of lane change function
Only lane maintenance in the same lane
→ Lane change is also possible (limited to passenger cars, etc.)
Fig.2: Study on international standards

6

Issues for future activities

In the future, in order to realize automated driving in amore complex driving environment, it is important to takecomprehensive measures to further develop vehicle
technology, improve the driving environment, and improve
public acceptance. (Fig.3) Specifically, it is the responsibilityof the operator to appropriately build, maintain, and manage
the driving environment, and to review it as necessary.
Therefore, it is important for the public and private sectors
to work together to study measures to reduce the risk of all
dangerous events that can occur on roads, with theautomated vehicles strictly adhering to all traffic rules and(1) Vehicle technology development
Technological developmentof software, sensors, etc.

(2) Improving social acceptability(3) Maintenance and management of driving environment

Local understanding and cooperation
Clarification of responsibilities of stakeholders

Infrastructure support
Pedestrian separation, etc.

Fig.3 Toward the realization of automated driving

SIP 2nd Phase: Automated Driving for Universal Services - Final Results Report (2018-2022)

SIP通し.indb 33

33

2023/03/01 16:46