6

Promoting International Cooperation

Overview

Manabu Umeda (The University of Tokyo, Collaborative Research Coordinator for SIP-adus)

1

International cooperation activities

Automated driving technologies has been improved
dramatically with the participation of various industries,
including companies in the information services and startups
in addition to current automobile manufacturers. Automobile
manufacturers are actively producing and selling cars both inJapan and other global markets. Various activities such as
automotive technologies development, infrastructure,
standardization, legislative issues, and Field Operational Tests(FOTs) are being addressed throughout the world.
As the automotive industry plays a crucial role in Japan, inorder to maintain the international competitiveness of
automobile industries and its related businesses, it is necessary
to take the initiative in standardization and regulatory activities,
and to work toward international harmonization. Consequently,
the strengthening of international cooperation defined as oneof the four major activity pillars of the second phase of SIPadus, and information on its research outcomes were actively
communicated to other countries. Furthermore, investigative
research and other activities necessary to strengtheninternational cooperation were addressed for the purpose ofproviding open research and development that would induce
active discussions, as well as creating opportunities for social
implementations.
Along with Japanese-German cooperation launched in thefirst phase of SIP-adus, Japanese -EU cooperation was addressed
through exchange of views regularly in the second phase of SIPadus. We also sought the opportunities to cooperate with the
U.S. by continuous information exchange through international
conferences. To promote this international cooperation

activities with regard to automated driving, we broadly
enhanced the cooperation and sharing information amongexperts of universities and research institutes in Japan acrossthe humanities and sciences, and supported joint research
activities with research institutes in the U.S. and Europe. In
addition, we addressed to launch a new association that would
enable these international cooperation scheme to continueeven after the second phase of SIP-adus.

2

Setting focus themes and developing aframework for international cooperation

2.1. Setting focus themes for international cooperation
At SIP-adus, the seven focus themes described in sections
2.1.1 to 2.1.7 were identified by enhancing the international
cooperation activities addressed in the first phase of SIP, andtheme leaders responsible for promoting international
cooperation activities in each research fields were assigned.

2.1.1. Dynamic Map
Digital map databases with a layered structure built ongraph network representation of roads will be expanded widely
including highly detailed description of the road structure andits surrounding environment. The databases will be dynamicallylinked to real time information from an integrated sensor
systems onboard the vehicles and semi-real time informationfrom V2X communications. The development of such databases
is only possible through collaboration across industry sectors
and public agencies. [See Section 6 3) for more details]

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Overview

2.1.2. Human Factors
The shift between levels of automation will depend on thedriving environment and the driver’s condition along the trip. It
is important to design automated vehicle systems to effectively
communicate with the driver, so that the situational awarenessof the driver is maintained and the transition between the levelsof automation is properly performed. [See Section 6 4) for moredetails]

2.1.3. Safety Assurance
How safety is assured is an extremely critical aspect of
implementing automated driving technologies into the society.
Reliable and efficient test methods will be required in order toassure the safety for automated driving. Ensuring the safety ofcomplex electronic systems and software requires virtual testing
environments in cyberspace. Various evaluation methods forvalidation, modeling, and simulation are under development.
[See Section 6 5) for more details]

2.1.4. Connected Vehicles
High levels of automation require a larger range of
observation of the driving environment. The deployment ofconnected vehicle technology will be advantageous toautomated driving systems. Proximity will be sensed byintegrated sensors onboard the vehicle, and physically blind
vehicles will be notified through vehicle to vehicle (V2V)
communication. Furthermore, providing traffic signal andother infrastructure information to automated vehicles throughvehicle to infrastructure (V2I) communication facilitates therealization of smoother and safer automated driving. [SeeSection 6 6) for more details]

2.1.5. Cybersecurity
A connected car is a car that has become capable ofproviding various services, which enhance its convenience andsafety, through DSRC and cellular communication. However, aconnected car is also at risk from cyberattacks, and new types ofcyberattacks are regularly reported at international conferencessuch as BlackHat in the field of vehicle cyber security.
Cybersecurity measures will have to continue to be reinforced
to keep systems secure in the future. Therefore, it is essential toshare information and promote collaboration among industry
and government across the conventional boundaries between
sectors. [See Section 6 7) for more details]

by automated driving technologies and understanding its latentrisks will be essential for automated driving technologies to be
widely accepted in public. Considering the level of automateddriving technologies and its dissemination status, having an
open discussion for its effects and latent risks by automateddriving technologies is necessary, through guiding the analysis
and quantitative effects of the impact of automated driving withrespect to reducing traffic accidents, decreasing CO2 emissions,and mitigating traffic congestion, defining its long-term visionin Japan. [See Section 6 8) for more details]

2.1.7. Service and Business Implementations
In the central districts of large cities with high-density travel
demand, a pedestrian-centered multimodal transportation
network is anticipated to offer efficient and sustainable mobility.
Innovative transportation systems featuring automated driving
technologies and on-demand operation will reduce travel time
while making trips comfortable for passengers, and enhance
efficiency for operators. In contrast, small size vehicles withenhanced driver assistance for personal use are also anticipatedto provide aged or vulnerable road users and to encourage themto actively engage in social activities.
Various activities regarding new mobility services andmobility innovation by utilizing automated driving technologies,
are being carried out worldwide. [See Section 6 9) for moredetails]

2.2. Developing a framework for international cooperation
In the second phase of SIP-adus, along with experts on all
the focus themes mentioned above, an international
collaborative research coordinator was assigned under thesteering committee of SIP-adus to act as an overall window forinternational cooperation activities. In addition, with the goalof developing a long-term international cooperation frameworkwith overseas research institutes beyond the second phase of
SIP-adus, meetings named "Alliance for promoting mobility
innovation" were held, and the framework for international
cooperation shown in Fig.1 was established. This "Alliance forpromoting mobility innovation" provides opportunities for theexchange of information and views among the research teams,
universities' research centers and research institutes in Japan,
and provides opportunities to promote research anddevelopment activities in academic fields.

2.1.6. Impact Assessment
Demonstrating the economic and social benefits provided

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Overview

SIP-adus (Steering Committee)

PD, Cabinet Oﬃce, related ministries, NEDO

International Cooperation Working Group (WG)
Governments
outside Japan
GermanyEUand others

Overseas university,

Theme leader

Cabinet Oﬃce

(related ministries as necessary)

Research anddevelopment (program)

Collaborative researchcoordinator for SIP-adus

Alliance for Promoting
Mobility Innovation

research institutes,
private companies,
etc.

[Themes with ﬁnalized speciﬁc cooperation items]

Standardization bodies

Fig.1: The SIP-adus framework for international cooperation activities

3

Overview of activities to promoteinternational cooperation

3.1. Building networking of experts and Collecting
information for international research trends
through international conferences
The international cooperation theme leaders for SIP-adus
actively participated in international conferences such as ITS
World Congress, Transportation Research Board (TRB) in U.S.,
or EU-CAD (Connected Automated Driving) in Europe, toengage and consolidate their expert network throughinformation exchange with overseas experts, and collected thelatest trend research information. In addition, a collaborative
research coordinator for SIP-adus built connections withgovernmental organizations such as the U.S. Department ofTransportation (USDOT) and the Directorate-General for
Research and Innovation (DG-RTD) of the European
Commission, and these connections contributed to establish a
new research network by introducing experts or research
project coordinators through those governmental organizations
based on the requests from each experts, along with acquiring
the latest project information regarding automated driving
research in U.S. and Europe.

3.2. 
Japanese-German and Japanese-EU Cooperation Activities
Japanese-German cooperation activities have been carriedout between the Japanese Cabinet Office and the German
Federal Ministry of Education and Research, based on the Joint
statement to enable scientific exchange in automated driving
and to identify areas for potential research and development
activities on Science, Technology, and Innovation. As a result, it
was agreed to start joint research activities in the fields of"Human Factors" and "Impact Assessment" in 2019, and afurther joint research activities in the fields of "Safety Assurance"and "Cybersecurity" were agreed in 2020, thus JapaneseGerman joint research activities were carried out in total 4
research topics. Japanese-German cooperation has produced
various outcomes in each research topic, including contributions
to international standardization activities, joint bookpublications of research results, and exchanges of young
researchers through joint workshops, that demonstrated theimportance of Japanese-German cooperation, because bothcountries have the automobile industries as a core industry. A
joint brochure to summarize the research cooperation outcomeshas been published.
With respect to Japanese–EU cooperation activities, anagreement to consider cooperation opportunities between theexisting projects, the Horizon 2020 in EU Framework
Programme for Research and Innovation and the SIP-adus
research project, was reached with the Directorate-General for
Research and Innovation (DG-RTD) of the European
Commission, and potential cooperation opportunities werestudied. As a result, 3 cooperation activities with the project
under the Horizon 2020 framework were carried out by holding
joint workshops, etc. In Europe, a new research and innovation
framework, "Horizon Europe" was launched in 2021, and it isexpected to initiate further cooperation activities with new
research projects regarding connected automated driving. [SeeSection 6 2) for more details]

3.3. SIP-adus Workshop
The SIP-adus Workshop have been held since the first phaseof SIP as an international conference, in order to enhance
Japanese initiatives in the context of automated driving researchand development, to promote the technologies developed in

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Overview

Japan, and to contribute harmonization for international
standardization (Fig.2). It has been held annually in November
since 2014 (was held in October in 2022), and the Workshop is
now recognized as an international conference on automateddriving research hosted by Japan.
The Workshop was composed of plenary sessions open to
the public and breakout sessions that aim for deeper discussions
between invited experts, and the sessions consisted of the focus
international research themes. Due to the COVID-19 pandemic,
the SIP-adus Workshop 2020 and 2021 were held as a webbased conference, while the SIP-adus Workshop 2022 was held
as an in-person conference in Kyoto. [See Section 6 1) for moredetails]

Fig.2: Memorial photograph taken at the 2022 SIP-adus Workshop

3.4. 
Deploying globally opened, Large-scale Field
Operational Test environments
Large-scale FOTs were conducted in the Tokyo waterfront
city area encompassing the Tokyo waterfront subcenter area,
the Haneda airport area, and the Metropolitan expressway thatconnects Haneda airport and the waterfront city area. The
purpose of this FOT was to find solutions to technical issues forapplication of infrastructure cooperative data, such as merging
lane assistance, traffic jam information, and traffic signal
information, as well as to encourage the development of
automated vehicles, enhance international cooperation andstandardization, foster public acceptance, and promoteadvanced technologies.
Deploying a globally opened test environment to conduct
the FOTs in the Tokyo waterfront area enabled automobile
manufacturers and suppliers from outside Japan to participate
in the FOTs. Basic technologies for the realization of automateddriving were validated in the real traffic environment on publicroads.

3.5. Activities for International Standardization
SIP-adusisstrengthening
collaborations
withstandardization bodies to bring products and services into
global markets smoothly and quickly. We are working withorganizations such as the Japan Automobile Manufacturers
Association (JAMA) and the Society of Automotive Engineersof Japan (JSAE), as well as the Japan Auto Parts Industries

Association (JAPIA), the Japan Electronics and Information
Technology Industries Association (JEITA), the UTMS Societyof Japan, the Association of Radio Industries and Businesses(ARIB), and the ITS Info-communications Forum (ITS Forum)
to promote standardization based on both "de jure" standards
in ISO, IEC, and ITU etc., and "de facto" standards throughcooperation with global industry standardization bodies.

4

Future Initiatives Toward Promoting
International Cooperation

In SIP-adus, with the view that international cooperation isimportant, an international cooperation framework was
established, and international cooperation activities werecarried out at the both expert and government level, as well asassignments of theme leaders in charge of international
cooperation on focus themes, and an assignment of collaborative
research coordinator.
Activities toward social implementation of automateddriving technologies have been carried out worldwide, like theU.S., Europe, and China, but these are mostly still at the pilot
test phase. In order to realize and spread the automated driving
technologies into the society, it is important to share lessens andlearned through various pilot activities in the world, and toharmonize internationally in cooperative areas, includinginternational standardization.
In promoting international cooperation activities, it isessential to build trusted relationships with overseas
governments and research institutions, and continuing anddeveloping the relationships with overseas governmental
institutions and experts built through the international
cooperation activities under the SIP-adus are expected after thesecond phase of SIP-adus. In fact, the German Federal Ministryof Education and Research and Directorate-General for
Research and Innovation of the European Commission, whichhave been engaged in Japanese-German and Japanese-EU
cooperation activities, have strongly requested the continuationof cooperation activities with Japan after the completion of thesecond phase of SIP-adus.
Since the beginning of the second phase of SIP, SIP-adus has
been targeting to build a continuous international cooperation
framework, and it has been studied and made an arrangement
to establish the new association which enables to discuss andcoordinate with overseas research institutes by governmentindustry-academia collaboration and serves as an window forinternational cooperation activities regarding automateddriving technologies in Japan, by utilizing an academia networkin "Alliance for promoting mobility innovation". As a result,"Mobility Innovation Alliance Japan" was newly established inJuly 2022, taking over the framework of "Alliance for promoting

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Overview

mobility innovation" under the SIP-adus. Mobility Innovation
Alliance Japan aims to enhance research activities about
mobility innovation in Japan, which contribute to the social
economic growth and academic research development.
Mobility Innovation Alliance Japan co-hosted the SIP-adusWorkshop held in Kyoto in October 2022 with the Cabinet
Office, NEDO, and Doshisha University. In addition, They also
co-hosted the "Mobility Business Innovation Contest (M-BIC)
2022" which was held as a side event of SIP-adus Workshop
2022, with Mobility innovation collaborative researchorganization, the University of Tokyo (UTmobI) and Mobility
research center, Doshisha University.
In the future, the new association "Mobility Innovation
Alliance Japan" will be expected to serve for the related
government ministries and agencies as a one-stop service
window for international research activities related toautomated driving, etc., with overseas institutes. They are also
expected to act as a bridge between industry-government andacademia, as well as expanding academia network, and topromote international collaborative research activities byconsidering and proposing new international research topics.

[Contacts]
Mobility Innovation Collaborative Research Organization (UTmobI), the Universityof Tokyo, 4-6-1 Komaba, Meguro-ku, Tokyo 153-8505, 03-5452-6801 Contact:
Manabu Umeda

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6

Promoting International Cooperation

1) SIP-adus Workshop
Megumi Funahashi (New Energy and Industrial Technology Development Organization (NEDO))(Abstract) SIP-adus Workshop 2022 was held in Kyoto on October 11. It was the ninth workshop since 2014, and thelast workshop of SIP-adus. The event saw researchers meet face-to-face and discuss issues for the first time in three
years. This international conference, organized by Japan and established to communicate information and research
results to stakeholders in Japan and overseas, to build networks with overseas researchers, as well as to develop
leaders capable of acting in an international capacity, has seen its profile increase with every iteration and has served
to facilitate SIP-adus (Cross-ministerial Strategic Innovation Promotion Program (SIP) Automated Driving for Universal
Services) international cooperation activities. Cooperative ties formed through this workshop among researchers inJapan and overseas, and newly developed connections with younger generations, will be carried on in the future
development of automated driving technologies and the process of their social implementation.
Keywords: S IP-adus Workshop, international cooperation, international conference, Japanese-German cooperation, Japanese-EU
cooperation1

About the SIP-adus Workshop

1.1. SIP-adus Workshop Aims
The SIP-adus Workshop has five main goals: 1.
Communicating the results of automated driving technologyrelated R&D in Japan to overseas stakeholders; 2. Sharing thelatest information about the development of these technologies
overseas; 3. Building a network among those engaged in
automated driving technology development in Japan andoverseas; 4. Communicating this information to stakeholders inJapan; and 5. Developing leaders who can act in an international
capacity through these activities.
One of the four pillars of the SIP-adus program isstrengthening international cooperation. Because of the need toproliferate products in the vast and growing domestic andinternational automobile markets, and to further strengthen
competitiveness, automated driving technologies will need tobe more readily accepted not just in Japan but also overseas.
Key to this endeavor will be active efforts by Japan tointernationally standardize the technologies it develops and tocommunicate those technologies to the international
community. SIP-adus therefore exists to establish themes to beprioritized for international cooperation, appoint international
cooperation coordinators to further this cooperation, exchange
information beyond borders with respect to internationallyshared issues concerning automated driving, internationallystandardize solutions to these issues in Japan, and thoroughlyshare information about activities and achievements. The SIPadus Workshop was launched as an international conference
organized by Japan to promote these activities by working toachieve the five goals mentioned above.
Held for the first time in 2014, the SIP-adus workshop saw
experts come together from Japan and overseas every autumn
up until FY2022, the final year of SIP-adus, raising its
international profile with every iteration. Through theworkshop, automated driving experts gathered under one roof
and worked to achieve these goals, broadly sharing information
and building international networks through discussions about
R&D and service commercialization.

1.2. SIP-adus Workshop Structure
The SIP-adus Workshop comprises the Plenary Session,
which is open to the public, and the Breakout Workshop, whereinvited experts can discuss issues.(1)(2)During the Plenary
Session, speeches are given by ministers of state in charge of SIP,
government officials from the U.S. and Europe, and the SIPadus program director, and experts present on research in theirfields. Ministries and agencies also talk about the national
policies in their respective departments. In the Breakout
Workshop, information shared during the Plenary Session
feeds deeper discussions through sectional meetings covering
different areas of expertise. Moderating the three days ofpresentations and discussions are the SIP-adus international
cooperation coordinator, as well as leaders of different key

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themes for international cooperation. Providing overall
leadership for the Breakout Workshop, these individuals
leverage the connections they form every year with researchersin Japan and overseas and arrange for participation by speakers
and discussion members.

2

History of the SIP-adus Workshop

2.1. Workshops up to FY2019
Starting with the first session in November 2014, the SIPadus Workshop has seen its profile and number of participants
grow every year. The nationalities of its participants has also
grown diverse: the 420 participants from nine countries in 2014
grew to more than 500 people from 23 countries and regions in
2019. Between 50 and 60 people give talks at the Plenary Session
every year, with about half coming to speak from overseas.
These international cooperation coordinators and theme
leaders for key issues concerning international cooperation
actively participated in Japan-EU and Japan-German researchcooperation and international standardization activities in theirfields, as well as in international conferences held overseas.
These efforts boosted SIP-adus's profile and forged important
relationships.
This cooperation revolved around key themes for the SIPadus international cooperation for that year. The first session
focused on five themes: the Dynamic Map, Human Factors,
Next Generation Transport, Connected Vehicles, and Impact
Assessments. Since then, the discussion themes have been
evolved by adding technical domains such as Security,
Connected Vehicles and FOTs (Field Operational Tests), and byincluding Regional Activities to show study trends in different
countries and regions, primarily those in Europe and the U.S.,
as appropriate to overall program activities and R&D priorities.
In addition to the plenary session, a poster session was held toshare achievements made in each field, along with a test ride ofautomated vehicles in certain years. (Fig.1) These events served

Fig.1: From the FY2015 test ride

to communicate the results of Japan's automated driving
technology developments and SIP-adus.

2.2. Changes Brought by COVID-19
In FY2020 and FY2021, the decision was made to hold theworkshop online as COVID-19 caused restrictions on people's
movement inside and outside the country. The two-day plenary
session was conducted in Japanese and English withconsideration for Japan time as well as U.S. and European time,with the goal to make it easier to participate in and watch. A
video recording of the workshop was made available for a onemonth period afterwards.More than 1,000 people watchedthese online events as they happened, and nearly 45% of those
who participated in the 2021 workshop (Fig.2) did so for the
first time. Despite the inability to meet face-to-face, theseworkshops ended up getting out the SIP-adus’s message to more
people than ever before, while highlighting the latent needs ofpeople who had always been interested in the workshops but
could not make it to the venue. Moreover, the 2020 workshop,
which consisted only of the Plenary Session, reconfirmed theimportance of holding the Breakout Workshop, where experts
can get into more in-depth conversations. However, participants
agreed that the online sessions, while allowing forcommunication through one's online network, did not allow
for participants to understand one another as smoothly or
deeply as they could face-to-face.

Fig.2: All speakers at the SIP-adus Workshop 2021 (held online)

2.3. 
Final Year of the Second phase of SIP-adus(2022)In FY2022, the best way to hold different events is being
reevaluated with a nod to COVID-19's having become endemic.
For the SIP-adus Workshop 2022, the event was held in person
for the first time in three years in order to bring back face-toface meetings. Rather than Tokyo, where past workshops havebeen held, the event was held in Kyoto, an international city that
represents Japan. Both the Plenary Session and Breakout
Workshop were held with an emphasis on facilitating directinteraction among participants. (Fig.3) This workshop
emphasized communication among experts based on theexperience of holding two workshops amid the COVID-19

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outbreak, and prompted the decision to provide video of the
Plenary Session later online for the many who were unable to
make it to the venue.
In addition to the seven themes of Human Factors，Impact
Assessment，Dynamic
Map，Connected
Vehicles,Cybersecurity，Safety Assurance，Service and Business
Implementation, added to the program this year ― the final
year of the second phase of SIP-adus ― was a panel discussion
by research representatives from the U.S., Europe, and Japanthat looked back on nearly 10 years of automated driving
development and looked forward to future developments.
Additionally, Mobility Business Innovation Contest 2022
(M-BIC)(3) Interim presentation session was co-hosted at thevenue and mutually shared event announcement. Including
event guide support by students of Doshisha University asworkshop venue, these efforts served to build new connections
with a generation of people who will drive greater involvementwith automated driving.

3

Although FY2022 will be the final year for SIP-adusWorkshops, these achievements will be perpetuated not only infuture meetings but also in the relationships among researchers
and the technical research conducted in Japan's automateddriving industry.

[References]
(1) SIP-adus website, https://en.sip-adus.go.jp/, (accessed October 21, 2022)(2) Takahiro Tanaka et al: SIP-adus Workshop, SIP 2nd Phase: Automated Drivingfor Universal Services—Mid-Term Results Report (2018–2020)" pp. 179-182,
2021(3) M-BIC website, http://webpark5061.sakura.ne.jp/2022/, (accessed October 21,
2022)[Contacts]
Robot and Artificial Intelligence Technology Department, New Energy andIndustrial Technology Development Organization (NEDO), MUZA Kawasaki
Central Tower, 15F 1310 Omiya-cho, Saiwai-ku Kawasaki City, Kanagawa 212-8554,
044-520-5241 (direct line), Contact: Takahiro Tanaka (project manager), Megumi
Funahashi

SIP-adus Workshop Achievements andLegacyThrough nine iterations held from 2014 during the firstphase of SIP-adus to 2022 during the second phase of SIP-adus,
the SIP-adus Workshop has become widely known worldwide
as an international conference for automated driving in Japan.
Throughout this time, SIP-adus members have monitoredsocial developments and accordingly re-examined how theevent should be held and what its content should be, while
continuing to share information every year about current R&D
trends and communicating the projects' achievements. Themeleaders convened researchers for each topic of discussion andmanaged these discussions, and relationships built throughthese discussions resulted in new networks for conducting
subsequent research and workshops. These outcomes represent
a full achievement of the original goals for the SIP-adusWorkshop.

Fig.3: From the SIP-adus Workshop 2022

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6

Promoting International Cooperation2) Japanese-German and Japanese-European
Cooperation
Manabu Umeda (The University of Tokyo, Collaborative Research Coordinator for SIP-adus)(Abstract) As intergovernmental international cooperation activities in the second phase of SIP-adus, collaborative
activities with the German Federal Ministry of Research and Education (BMBF) and Directorate-General for Researchand Innovation (DG-RTD) of the European Commission were conducted by receiving offers for joint research throughthe frameworks of Japanese-German cooperation and of EU funded project. In the Japanese-German cooperation, asteering committee that made decisions on collaborative research activities in the field of automated driving, approved
joint research plans in the four research fields of human factors, socioeconomic impact, safety assurance, andcybersecurity related to automated driving technology, and collaborative activities were conducted. In the JapaneseEU cooperation, offers were received to cooperate with projects under Horizon 2020, an European Framework
Programme for Research and Innovation funded by the European Commission, and cooperation activities with mainly
three projects under Horizon 2020 were conducted.
Keywords: Japanese-German cooperation, Japanese-EU cooperation, Horizon 2020

1

BackgroundIn the second phase of SIP-adus, enhancing international
cooperation was defined as one of the four major activity pillars.
In response to the automated driving Field Operational Tests(FOTs) carried out globally and various international
discussions, SIP-adus encouraged international joint researchand other cooperation activities with overseas research
institutes in the field of automated driving.
Many research projects regarding connected and automateddriving, including the PEGASUS project under the initiative ofGerman government and projects under Horizon 2020
Framework Programme for Research and Innovation, arecarried out in Europe, and offer of joint research through theframeworks of Japanese–German cooperation and the EU
funded project were received to SIP-adus. In response to thesecircumstances, the SIP-adus program established a framework
to support intergovernmental cooperation activities andconducted international cooperation activities as the JapaneseGerman cooperation and Japanese-EU cooperation.

2

Overview of Japanese-German Cooperation

Japanese–German cooperation activities on automateddriving were carried out between Japanese Cabinet Office and
the German Federal Ministry of Education and Research(BMBF), based on the Joint Declaration of Intent on Japanese– German Cooperation of the Minister of State for Science andTechnology Policy of Japan and the Federal Minister of
Education and Research of the Federal Republic of Germany on
the Promotion of Research and Development on AutomatedDriving Technologies on January 12, 2017.
In order to promote the research and development for
automated driving technologies by Japanese-German
cooperation, a steering committee was established to makedecisions on Japanese–German cooperation activities forautomated driving. The committee consists of related members,
specialists, and other representatives of the Cabinet Office,Ministry of Economy, Trade and Industry in Japan, BMBF, andGerman Federal Ministry for Economic Affairs and Climate
Action, as well as other Japanese and German agencies involved.
An expert workshop for exchanging information and opinions
among experts of related research fields, and a coordinating
secretariat that arranged and supported the cooperation
activities, were formed under the steering committee. Thus, theJapanese–German cooperative structure shown in Fig.1 wasestablished.

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・・・・

Fig.1: Japanese-German cooperation structure

The first Japanese-German cooperation expert workshop to
discuss specific cooperative research topics was held in
November 2017, by taking the opportunity of the SIP-adusWorkshop. Since then, the workshops were held as an annuallybasis, and a total of six expert workshops were held by October
2022. In the workshops, experts from various research fields
such as human factors, socioeconomic impact assessment andsafety assurance of automated driving participated, and active
discussions were held among the experts.
The first Japanese-German cooperation steering committee,
which discussed specific collaborative research topics andapproved cooperative research activities, was held in January
2019. Since then, a total of six meetings were held by January2023.
In addition, in order to enable smooth communication
between Japanese and German experts at each joint research
topic, a list of contact persons for each research topic was jointly
created and shared among related members in November 2019.
The Japanese-German cooperation activities have produced
various outcomes in each research topic, including contributions
to international standardization activities, joint bookpublications of research results, and exchanges of young
researchers through joint workshops, that demonstrated theimportance of Japanese-German cooperation, because bothcountries have automotive industries as a core industry. A joint
brochure to summarize the research cooperation outcomes has
been published.

2.1. Japanese-German Cooperation in Human Factors and Socioeconomic Impact Assessment
Through the expert workshops held on November 2017 and
September 2018, discussions were held regarding research anddevelopment of human factors and socioeconomic impact
assessment of automated driving. As a result, the joint researchplans for those two topics were approved at the first steeringcommittee in January 2019.
In the field of human factors related to automated driving,
Japanese and German academic researchers jointly investigateddifferences in interpreting communication signs between Japan
and Germany, and how to address the differences when it exists,
with regard to communications with outside environments
which were essential to automated vehicles.
In the field of socioeconomic impact assessment, researchers
worked on developing methodologies to scientifically andquantitatively calculate the impact of the safer and more
efficient traffic flow, reduction of traffic congestions, anddecreasing fatal traffic accidents that would be brought by therealization of automated driving technologies, as well as
researching differences between Japan and Germany in termsof fostering of public acceptance for automated driving
technologies.

2.2. Japanese-German Cooperation in Safety Assurance and Cybersecurity
At the second steering committee in November 2019,
members agreed to study the opportunities for new joint
research topics of safety assurance and cybersecurity, addition
to the above-mentioned joint research activities. And joint
research plans for both topics were approved at the thirdsteering committee in May 2020.
In the field of safety assurance, researchers developed
evaluation methods for validation, modeling, and simulation toassure the maximum level of safety for automated driving.
In the field of cybersecurity, researchers developed methods
to detect and eliminate potential security threats of modern
automated vehicles at an early stage, starting already in thedevelopment process.

3

Overview of Japanese-European Cooperation

Based on the recommendations for international
cooperation with non-European nations including Japan, theU.S., and Asia and Oceania countries in the Horizon 2020, EU
Framework Programme for Research and Innovation of theEuropean Commission, the meeting between SIP-adus andDirectorate-General for Research and Innovation (DG-RTD)of the European Commission was held to exchange the opinions
for future cooperation in April 2018. Since then, theopportunities of specific Japan–EU cooperation activities werestudied.
At the meeting with the European Commission (DG-RTD)
in November 2019, it was agreed to consider cooperation
opportunities by coordinating between already existing
European Horizon 2020 projects and SIP-adus research
projects, and since then, cooperation activities were conductedwith the three Horizon 2020 projects described below.
Different from the Japanese–German cooperation, theJapanese–EU cooperation did not intend to establish new joint

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﻿2) Japanese-German and Japanese-European Cooperation

Fig.2: Japanese-EU cooperation structure

research projects. It featured promoting cooperation activities
by coordination between existing Horizon 2020 and SIP-adus
projects.
In order to promote Japanese-EU cooperation activities, thecooperative structure shown in Fig.2 was agreed with theEuropean Commission (DG-RTD) to enable the coordinating
secretariats to work together for monitoring and supporting
cooperation activities based on coordination between Japanand EU projects.
The first meeting between the coordinating secretariats washeld in May 2020, and subsequently held regularly on aquarterly basis. In the meeting, the latest status of cooperation
activities between projects was shared and the opportunities forpotential new cooperative research areas were discussed. The
first high-level meeting including related government officials
was held in March 2021, with the release of the first Annual
Status Report 2020, which was summarized the Japanese-EU
cooperation activities in 2020. And the second and third highlevel meeting were held in July 2022 and February 2023,
respectively. An Annual Status Report was issued annually
since 2020.
In addition, a joint session with the European Commission(DG-RTD) was planned and held at the ITS World Congress topublicize the Japanese-EU cooperation activities. The joint
sessions were held in Hamburg, Germany in 2021 and in Los
Angeles, the United States in 2022, and the initiatives of the SIPadus program and the Japanese-EU cooperation activities were
presented.

3.1. 
Cooperation with the European HADRIAN
Project
In the field of research and development of human machineinterfaces (HMI) to enhance the safety of automated driving,

SIP-adus experts of human factors research project regularly
exchanged the information with experts of the European
HADRIAN project. A joint workshop was held in September
2022 to exchange views among the experts.

3.2. Cooperation with the European HEADSTART
Project
In the research field of safety assurance, cooperation
activities with the European HEADSTART Project wereconducted through the agency of the European Commission(DG-RTD). Since September 2020, meetings were held jointlywith the Ministry of Economy, Trade and Industry-directed
SAKURA Project to exchange information and discuss specificfuture cooperation topics related to safety assurance.
As an outcome of the cooperation activity, a white paper
towards the harmonization of safety assessment methods ofautomated driving was published jointly by the European
HEADSTART Project, the SAKURA Project, and the SIP-adus
program in December 2021.

3.3. Cooperation with the European SHOW ProjectIn the research field of realization of automated driving
services in urban areas, the Mobility Innovation Collaborative
Research Organization, the University of Tokyo (UTmobI) andITS Japan concluded a non-disclosure agreement (NDA) with
the European SHOW project, which conducts large-scaledemonstrations of mobility services focused on urban areas in
September 2020. In October 2021, an memorandum of
understanding (MOU) was concluded among the members,
and cooperation activities with the SHOW project are currently
ongoing.
Joint workshops were held in June and July 2022 to exchange
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realization of Level 4 automated mobility services.

4

Towards the Future

In the second phase of SIP-adus, the Japanese-German andJapanese-EU cooperation activities were conducted underdifficult circumstances like no face-to-face meetings allowed
due to travel restrictions caused by COVID-19. Despite difficult
circumstances, by utilizing online conferences and joint
workshops, etc., lots of exchanges and cooperation activities
among experts were successfully conducted, and various
outcomes including the exchange of research data, joint bookpublications, and the publication of white papers were obtained.
In fact, the German Federal Ministry of Education andResearch and Directorate-General for Research and Innovationof the European Commission, which have been engaged inJapanese-German and Japanese-EU cooperation activities, havestrongly requested the continuation of cooperation activities
with Japan after the completion of the second phase of SIPadus. It is expected that the trusted relationship with Japan built
on the cooperation activities will be maintained, and theJapanese-German and Japanese-EU cooperation activities willcontinue and expand beyond the second phase of SIP-adus.
In Europe, the Horizon 2020 framework program forresearch and innovation was finished in 2020, and a newframework program for research and innovation, Horizon
Europe was launched in 2021. The Horizon Europe program
follows the Horizon 2020 approach of encouraging international
cooperation with Japan and other countries outside Europe,and since June 2022, various research and innovation programsin the field of automated driving have been launched under theframework of Horizon Europe. New cooperation activities with
the Horizon Europe projects will be expected through therelationship built between Japan and Europe.
Although the current cooperation structure will once
terminate with the completion of the second phase of SIP-adus
activities, it is expected that a new cooperation framework willbe established to continue the activities of the Japanese-German
and Japanese-EU cooperation.

[Contacts]
Mobility Innovation Collaborative Research Organization (UTmobI), the Universityof Tokyo, 4-6-1 Komaba, Meguro-ku, Tokyo 153-8505, 03-5452-6801 Contact:
Manabu Umeda

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Promoting International Cooperation

3) Dynamic Maps
Satoru Nakajo (The University of Tokyo)(Abstract) International cooperation activities for dynamic maps are based on the results of SIP-adus (Cross-ministerial
Strategic Innovation Promotion Program (SIP) Automated Driving for Universal Services) research and development
in Japan. Their main purpose is to make the activities and R&D results related to SIP-adus , especially dynamic maps,
known to the world, to obtain feedback on them, and to ensure consistency with international standards.Our activities
can be broadly broken down into presenting our work at international conferences etc., international standardization
activities, industy-wide alignment activities, and Japan-USA-Europe trilateral cooperation activities. Our activities
during the second phase of SIP-adus had included presenting our work at several international conferences, including
the ITS World Congress; establishing four international standards, ISO17572-1, 4 (location reference methods) andISO20524-1, 2 (geographic data file); formally participating as a steering member of the OADF (Open AutoDrive
Forum), an industry standardization activity related to digital maps; and achieving results in the implementation of
SIP-adus FOTs (Field Operational Tests) based on specifications from ADASIS (Advanced Driver Assistance Systems
Interface Specification Forum), another organization participating in the OADF.
Keywords: Road traffic environment data, location referencing methods, digital map, international standards, OADF

1

Overall undertakings

The main purpose of the international cooperation activities
relating to dynamic maps is to make the activities and R&D
results of SIP-adus, especially dynamic maps, known to the restof the world, and to obtain feedback on them.
Specifically, four activities have been conducted: (1)presentations at various international conferences, (2)international standardization activities, (3) industry-widealignment activities, and (4) Japan-USA-Europe trilateral
cooperation.
In regard to presentations at various international
conferences, SIP-adus has made presentations at numerous
such conferences, including the ITS World Congress. In regard
to international standardization activities, several items
supported by SIP-adus have now become international
standards. Specifically, four of them; ISO17572-1, 4 (locationreference methods) and ISO20524-1, 2 (geographic data file).
In addition, TS22726-1, 2 (semi-dynamic information and map
database specifications for applications in automated driving
systems) has been proposed as a new item for standardization.
In regard to industry-wide alignment activities, we havecontinuously participated in the OADF events that are held
several times a year, explaining the progress of SIP-adus to theother participants, and have also participated in the OADF
Steering Committee, which meets around once a month todiscuss the direction of OADF management. Furthermore, wehave concluded a memorandum of understanding withADASIS, one of the other organizations participating in the
OADF, to disclose specifications for use in the SIP-adus FOTs,
and then conducted FOTs using the ADASIS specifications andprovided feedback on the results. In regard to Japan-USAEurope trilateral collaboration activities, we regularly exchanged
information with contacts in Europe and the USA in the
Physical and Digital Infrastructure SWG, which is itself one of
the activities in this arena.

2

Presentations at international conferences

During the first half of the second phase of SIP-adus, wemade presentations at the following international conferences.
In each presentation, we explained the positioning of dynamic
maps in SIP-adus, the results of the research and development
to date, and an overview of the activities in the second phase.
In particular, we highlighted how dynamic maps have been
focusing on dynamic information coordination during thesecond phase of activities. Our explanations emphasized thatvarious FOTs are being conducted based on the idea of integrally

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﻿3) Dynamic Maps

handling not only static maps but also dynamic information.
• 2018 ITS World Congress, Copenhagen• 2019 AVS, San Francisco• 2019 ITS World Congress, Singapore• 2020 International Conference on HD Maps for Autonomous
Vehicles, Taipei (video participation)• 2021 ITS World Congress, Hamburg (video participation)• 2022 ITS World Congress, Los Angeles

3International standardization activities

3.1. Summary of activities for the second phase of
SIP-adusIn regard to international cooperation activities for dynamic
maps, we have had an ongoing involvement in the ISO/TC204/
WG3 (ITS geographic information) since the first phase of SIPadus. ISO/TC204/WG3, which is a TC204 committee thatconsiders ITS international standards, mainly considers
international standards for digital maps and spatial information.
SIP-adus activities have resulted in four international standards,
ISO17572-1, 4 (location reference methods) and ISO20524-1, 2(geographic data files). Furthermore, TS22726-1, 2 (semidynamic information and map database specifications forapplications in automated driving systems) was proposed as a
new item for standardization. The following is an overview of
each international standard.

3.2. ISO 17572-1, 4 (location referencing methods)
A location referencing method is a standard for representing
locations when exchanging information between different
applications and map databases. When exchanging traffic
information between different systems, the objective is to beable to know where the location is even if different map
databases are used.
Pre-coded profile (ISO17572-2) and Dynamic profile(ISO17572-3) standards have been established by past activities.
The pre-coded profile uses an ID (road link, etc.) defined inadvance for shared use by all users, and the location is referenced
based on this ID. It is used in such systems as the VICS (Vehicle
Information and Communication System) and the RDS-TMC(Radio Data System, Traffic Message Channel) used in Europe.
The dynamic profile references locations by transmitting
latitude, longitude, and additional information.
In addition to the above, a fourth profile, "Precise Relative
Location Referencing for Geographic Databases" was approvedin April 2016 to enable high-precision location referencing forcooperative/automated driving systems, and work started on
this as NP 17572-4. This proposal was made by Japan based on
the discussions as part of SIP-adus. After a process of standard

review and deliberation, an ISO (ISO 17572-4) was issued in
April 2020.
Two methods are specified in the Precise Relative Location
Referencing Method, as shown in Fig.1. Method 1 is lane
number counting, which is applied to road sections where lanes
exist and is used to identify the lanes. Method 2 is a difference
measurement from a reference point and is applied to roadsections with unclear lane definition (such as withinintersections and before or after toll booths). In order torepresent an exact location, these are always applied withinaround 200 meters of the reference point. ISO17572-4 wasissued as an ISO in April 2020. Furthermore, based on theestablishment of this new standard, ISO17572-1, which defines
the basic concept of location referencing methods and any
documentation to be referenced, was revised to explicitly
position the Precise Relative Location Referencing Method as
one of the location referencing methods specified byinternational standards. The revised version of ISO17572-1 wasissued in July 2022.

Referencepoint 01
Area using method 2:[Concept image]Distance Δx, Δy, Δh fromreference point 01

Area using method 1:[Concept image]
Righthand lane 1 from 2
lanes

Referencepoint 02

Two methods are available, and can be selected depending on the road site and application.
Method 1: Lane number countApplicable to road sections where lanes are present
Utilized to identify lanes
Method 2: Difference measurement from a reference point
Applicable to road sections with unclear lane definition (such as at intersections
and before/after toll booths)
Applicable in the area within 200m from the reference point
Utilized as a relative positional representation with respect to the road (<25cm
positional accuracy)

Fig.1: Basic concept of the Precise Relative Location Referencing Method(1)3.3. ISO20524-1, 2 (geographic data file)The geographic data file (GDF) has mainly been used for car
navigation systems. With the emergence of further applications
for it, such as cooperative ITS, multimodal navigation, andautomated driving systems, the need to revise it has increased.
Taking this into account, PWI 20524 was approved in October
2014, and work to revise GDF 5.0 has begun. Japan has taken
the lead in discussions on automated driving systems, based on
input from Japan, Europe, and the USA. Finally, the ISO forpart 1 was issued in April 2020, and the ISO for part 2 wasissued in October 2020.

3.4. TS22726-1, 2 (quasi-dynamic information andmap database specifications for applications in
automated driving systems)
TS22726 details specifications for handling static and quasi-

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dynamic geographic data in a unified manner for use inautomated driving. They have been proposed by Japan based onsuch data as the results of the FOTs. As of September 2022, bothare still at the WD (working draft) stage.

4

Industry-wide alignment activities
Open AutoDrive Forum

SIP-adus has continuously participated in OADF, a crossdomain platform for standardization for digital maps related toautomated driving. OADF is a forum started in 2015 for the
sharing of information among standards organizations. SIPadus participated in the 5th conference (Beijing) in 2016, where
it had individual meetings with the chair, and has beenpresenting continuously since the 6th conference (Brussels). In
2017, SIP-adus hosted the 8th meeting in Tokyo together with
the SIP-adus Workshop. After these activities, Japan became amember of the Steering Committee in 2019.
Currently, the OADF has the following six organizations as
official members, as shown in Fig.2.
• ADASIS: Advanced Driver Assist Systems Interface
Specification• NDS: Navigation Data Standard• SENSORIS: Sensor Interface Specification• SIP-adus• TISA: Traveler Information Services Association• TN-ITS: Transport Network Intelligent Transport Systems
In addition, there were ongoing discussions concerning the
OpenDRIVE® and OpenSCENARIO® simulation standards led
by ASAM (Association for Standardization of Automation andMeasuring Systems).
The OADF itself does not set standards, and its main purpose
is to exchange information among the participatingorganizations. SIP-adus is not a standardization body, but has
participated in order to provide reference results for various
industry standards.
Based on the ongoing OADF discussions, SIP-adus signed amemorandum of understanding with ADASIS in 2019 toreceive disclosure of ADASIS specifications (version 3) to study
their feasibility for use in the SIP-adus FOTs. SIP-adus thenproceeded to utilize ADASIS specifications in the SIP-adus
FOTs, while exchanging opinions with ADASIS as appropriate,and conducted evaluation and feedback of the evaluation results
to ADASIS.

5OADF generates input for standardization and aligns the results towards
industry wide acceptance and state of the art solutions

Japan-USA-Europe trilateral cooperation activities

Discussion Thread: Eco system architecture
Discussion Thread: HD maps and functional safety

Fig.2: Positioning of SIP-adus in OADF(2)memorandum of understanding signed by the European
Commission and the U.S. Department of Transportation in
2009, and by the Japanese Ministry of Land, Infrastructure,
Transport and Tourism in 2010 and 2011 regarding cooperationin the field of ITS between Japan, the USA, and Europe.
SIP-adus has been participating in the initiatives related toautomated driving and exchanging opinions regularly withcontacts in Europe and the USA. One of the initiatives related
to automated driving is the Physical and Digital Infrastructure
SWG. As part of this activity, SIP-adus regularly reports tocontacts in Europe and the USA on the dynamic map-related
trends in SIP-adus, and receives information on the status ofactivities in Europe and the USA.
In previous years, meetings had been held in conjunction
with the ITS World Congress, as well as various international
conferences in the triad; from 2019 onwards, meetings were
held online several times a year.

6

Conclusion

Through the international cooperation activities of SIPadus, we have continuously lobbied international and industry
standardization organizations, publicized Japan's activities andachievements, and as a result, our achievements have been
incorporated into several international standards. This marks avery significant achievement for the future development ofJapan's automated driving industry.
Although the activities of SIP-adus will be coming to an end,
it would be desirable to utilize the relationships established insubsequent programs as required. In the future, automateddriving, as one of the future mobility services, is expected to befurther linked to other modes of transportation and various
urban activities. We hope that the results of SIP-adus will befurther utilized in a wide range of fields that make use of
automated driving.

The Japan-USA-Europe Trilateral Cooperation Activities aregovernment-led international cooperation based on a

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[References]
(1) Society of Automotive Engineers of Japan: Standardization of ITS 2021, (2021),
https://digitalbook. jsae.or.jp/its_2021_jp/book/index.html/, (accessed
2022.09.02)(2) OADF website, https://www.openautodrive.org/, (accessed 2022.09.02)[Contacts]
Center for Spatial Information Science, The University of Tokyo, Ce-508, 4-6-1
Komaba, Meguro-ku, Tokyo 153-8505, 03-5452-6408, Contact: Satoru Nakajo(snakajo@csis.u-tokyo.ac.jp)

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Promoting International Cooperation

4) Human Factors
Satoshi Kitazaki (National Institute of Advanced Industrial Science and Technology (AIST))(Abstract) Human factors in automated driving are important factors related to public acceptance and safety of
automated driving. Understanding humans can be positioned as foundational research in the cooperative area. During
the first and the second phases of SIP-adus (Cross-ministerial strategic Innnovation Promotion Program (SIP)
Automated Driving for Universal Services), Research questions, methods and results were actively shared anddiscussed through the international collaborations. The results were also brought to international standardization.
This article introduces such activities.
Keywords: Human factors, HMI (human machine interface), international cooperation, trilateral cooperation, Japan-EU
cooperation, Japan-Germany cooperation, international standardization

1

2

Background
Human factors in automated driving are important factors

related to public acceptance and safety. In Level 2 and 3
automated driving, the driver still has a certain role even during
automated driving. If the drivers is unable to fulfill this role, anunsafe situation can occur. Also, when intents of an automatedvehicle with Level 3 or higher system are not understood bysurrounding drivers or pedestrians in the mixed traffic, safety

International cooperation

2.1. Japan-US-Europe trilateral cooperation
Activities were operated on the Human Factors subWorking Group (HF-subWG) under the Automated Road
Transport Working Group (ART-WG) in the trilateral
cooperation framework agreed on by the governments of Japan,
Table 1: Trilateral cooperation Human factors sub-WG members

and efficiency of traffic can be degraded. This may also impede

United States

fostering public acceptance of the automated vehicles.

Stacy Balk, co-chair

NHTSA

Brian Philips

FHWA

Bobbie Seppelt

Ford

Dan McGehee

University of Iowa

Johan Engström

Waymo

Chuck GreenMITJohn Lee

University of Wisconsin

Human factors research in automated driving can bepositioned as foundational research in the cooperative area. The
research was conducted through frequent communication with
the SIP-adus members from the academia, industry and thegovernment. Research questions, methods and results wereshared and discussed at international conferences and meetings
to verify them. The results also contributed to international
standardization.
Thia

chapter

introduces

activitiesininternational

cooperations and standardization in the field of human factors
in automated driving.

European Union
Natasha Merat, co-chair

University of Leeds

Emma Johansson

Volvo trucks

Andreas Keinath

BMW

Anna Schieben

DLR

Klaus Bengler

TU MunichLudgrer RoggeEC, DG R&I

Japan
Satoshi Kitazaki, co-chair

AIST

Makoto Itoh

University of Tsukuba

Tatsuru Daimon

Keio University

Keisuke Ishii

Honda, JAMA

Observers
Joanne Harbluk

Transport CanadaPeter Burns

Transport Canada

Mike Regan

University of New South Wales, Australia

Mandi Mees

National Transport Commission, Australia

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US, and European comission . The HF-subWG is jointly chaired

human factors. Also, in order to appeal to cooperation activities,

by Stacy Balk (NHTSA) for the US, Natasha Merat (University

we communicated research results through organizedof Leeds) for Europe, and Satoshi Kitazaki (AIST) for Japan. It

discussions in the International Ergonomics Association (IEA,

is comprised of several expert members from industry,on-line) in June 2021.

academia, and government of each country. (Table 1)
The purpose of this cooperation is to (1) share the knowledge
and information related to human factors in automated driving,(2) extract new human factor issues, (3) generate opportunities
for research cooperation, and (4) joint authorship of research

Table 2: Japan-Germany cooperation research themes and member institutes
Research theme
One-road
communicationand eHMI
1

papers. The sub-working group meetings are held around once
every three months, where members exchange information anddiscuss items (1), (2), (3) mentioned above. Also, at majorinternational conferences in Japan, the US, and Europe, themembers planned workshops and organized sessions, inviting
more experts, to exchange informtion and discuss various
issues. Regarding (4), the group published a paper about the23

writing a paper related to mental models of automated driving.

Members in Germany
Chemnitz University ofTechnology
Dresden University ofTechnology
Ulm University
Technical University of MunichDLR
AISTTechnical University of Munich
The University of Tokyo Ulm University
University Tsukuba
Dresden University of
Kumamoto University Technology
Technical University of Munich

2.3. Other international cooperations

Out-of-the-Loop concept for automated driving as a result of
this cooperation in 2019.(1) Currently, the group is jointly

Driver-systeminteractions
Driver educationand training

Members in Japan
Keio University

The SIP-adus human factors research project had been also
cooperating with two projects of EU Horizon 2020. MEDIATOR
is an R&D project for new and safer interactions between thedriver and the automated driving system. Satoshi Kitazaki, the2.2. Japan-Germany Cooperation
The Japanese-German cooperation related to automateddriving based on an agreement of the governments of Japan andGermany started for human factors in 2019. Five research
institutions in Japan, National Institute of Advanced Industrial
Science and Technology (AIST), University of Tsukuba, Keio
University, the University of Tokyo, and Kumamoto University,
which were the consortium members for the SIP-adus Human
Factors research project cooperated with five research
institutions in Germany, Technical University of Munich,Chemnitz University of Technology, Ulm University, Dresden
University of Technology, and German Aerospace Center

project leader of the SIP-adus human factors research project,served as the advisory board member and provided advice
based on the results of the SIP-adus project.
HADRIAN is an R&D project for Human Machine Interface(HMI) of automated driving that fluidly changes for safety
depending on road environment and driver states. There had
been regular meetings of the two project leaders. A workshop
with members of the two projects was held in September 2022.

3

International standardization(DLR). The cooperation coordinators were Satoshi Kitazaki(AIST) for Japan and Klaus Bengler (Technical University ofStandardization activities for human factors and HMI of

Munich) for Germany. Three research themes set in the SIP-

vehicles are being conducted in ISO/TC22/SC39/WG8. The

adus human factors project (on-road communication andJapanese representative organization to the WG8 is Human

external HMI, driver-system interactions, and driver education

Interface (HI) Working Group of Japanse Society of Automotive

and training) were also set in the German side (Table 2).

Engineers (JSAE). Therefore, main members of the SIP-adus

Japan and Germany alternately hosted two workshops every
year between the first workshop in Tokyo in November 2019

human factors research project participated in the WG8 asmembers of the HI Working Group.

and the last one in Tokyo in October 2022. Through the

For driver-automated system interactions, TR (Technicalworkshops, progress of the three themes was shared andReport) 21959-1(2) and TR21959-2(3) published in 2018 anddiscussed to brush up the research plans and to deepen

2020 focused on safe transitions from automated driving tounderstandings of obtained results for both sides. The theme 1

manual driving. TR21959-1 defines the transition process

and theme 2 also included joint experiments. Scientific papers

models for system and driver (Fig.1) and summarizes thewith co-authorship were planned to be published.

concepts related to human factors in automated driving.

In addition to research cooperation, we held webinars in

TR21959-2, considerations in designing experiments toboth Japan and Germany. The webinars spread the scope toinvestigate transition processes, includes information aboutareas beyond the cooperation research themes and invited

human factors and system parameters influencing takeover

students and young researchers for the aim of educating about

performance of the driver, construction of experimental

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﻿

DriverDriver state
accepted byautomation

Driver state transition

SystemAutomated Driving

Take-over mode
Take-over timeC
du ritice t alo s evys ent
tem
lim
Ve
it
fu hiclly lesta cobil ntrize oldSof ystesy mste inm ter
lim nait l de
tec
tio
Re
n
qu
es
tt
oI
nt
er
ve
ne
(R
tl)

S
to ignire ficasu n
m td
e m rian verua intl c eron ve
tro nti
l on
Co
m m
an pl
oe etiuv on
er of(if dr
re ivi
qu ng
ire
d)

4) Human Factors

Post transition (manual) control
Driverintervention

Control stabilization

Intervention
time

Remaining action
time

Total time budget
Control stabilization time
Fig.1: Transition process model (system-initiated transition) defined in ISO TR21959-1

scenarios, measurement indicators for performance evaluationand selection of experimental setups. Japanese delegates served
as co-leaders with US delegates for both TR21959-1 and4Conclusion

TR21959-2. The results from the human factors project of the
SIP-adus Phase 1 were included in the two TR documents.

During the human factors projects in SIP-adus Phase 1 andA Japanese delegate served as a co-leader of TS (Technical

Phase 2, the themes, methods, and results were repeatedlySpecifications) 5283 project with a UK delegate. TS5283,

discussed and verified throuh the international cooperations.

ergonomic aspects of driver monitoring in automated driving,The

started in August 2020 as a 24 months project. The projectcontributed to international standardization. By doing so,members did not reach agreements on specifications and,presence of Japan was enhanced interntionally in the field of

therefore, category of the project was changed and the newhuman factors in automated driving.

achievements

werepresented

internationallyandproject, TR5283-1,(4) started as a 24 months project in May
2022.
For on-road communication and external HMI of
automated vehicles, the concept was published under US
leadership in 2018 in TR23049.(5) Currently, PAS (Publicly
Available Specifications) 23735,(6) which is related to eHMI
design, is being conducted with a US leader. Japanese delegatesare proposing to embed knowledge and results from the humanfactors projects in SIP-adus Phase 1 and Phase 2 into the
document.
A new project on human factors in remote operations ofautomated vehicles(7) started in 2022 with leaders from US andCanada.

[References]
(1) Natasha Merat, Bobbie Seppelt, Tyron Louw, Johan Engström, John D. Lee,
Emma Johansson, Charles A. Green, Satoshi Kitazaki, Chris Monk, Makoto Itoh,
Daniel McGehee, Takashi Sunda, Kiyozumi Unoura, Trent Victor, Anna
Schieben, and Andreas Keinath: The "Out-of-the-Loop" concept in automateddriving: proposed definition, measures and implications. Cognition, Technology& Work 21: pp.87-98 , 2019.
(2) International Organization for Standardization: ISO TR21959-1, Road vehiclesHuman Performance and State in the Context of Automated Driving: Part
1─Common underlying concepts, 2018.
(3) International Organization for Standardization: ISO TR21959-2, Road vehiclesHuman Performance and State in the Context of Automated Driving:
Considerations in designing experiments to investigate transition processes,
2020.
(4) International Organization for Standardization: ISO TS5283, Road Vehicles:
Ergonomic aspects of driver monitoring and system interventions in the context
of automated driving, （under development）.
(5) International Organization for Standardization: ISO TR23049, Road Vehicles:
Ergonomic aspects of external visual communication from automated vehicles
to other road users, 2018.
(6) International Organization for Standardization: ISO PAS23735, Road vehicles—
Ergonomic design guidance for external visual communication from automatedvehicles to other road users, (under development.)(7) International Organization for Standardization: ISO TS17691, Road vehicles—
Principles for human remote support of automated systems (underdevelopment)

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6.Promoting International Cooperation﻿4) Human Factors[Contacts]
International Research and Development Corporation, National Institute ofAdvanced Industrial Science and Technology (AIST), Human Mobility ResearchCenter, 1-1-1 Chuo No. 6, Tsukuba, Ibaraki 305-8566, 029-861-3924, Contact:
Satoshi Kitazaki

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6

Promoting International Cooperation

5) Safety Assurance
Hideaki Sato (TOYOTA MOTOR CORPORATION)(Abstract) As automated vehicles are expected to be put into practical use and be deployed in order to realize a safer,more efficient, and freer mobility society, there is an urgent need to develop safety assurance standards that ask whatkind of concepts should be employed to make safety judgments that are acceptable to the public, as well as safetyassurance methods that seek to comprehensively assure safety in diverse traffic situations. In Japan, DIVPⓇ,(1) which
is supported by the Cabinet Office in its efforts to build a safety assurance virtual environment, and SAKURA,(2) which
is supported by the Ministry of Economy, Trade and Industry in its efforts to build a safety assurance scenario
database, have launched, and the Japan Automobile Manufacturers Association, Inc. (JAMA), while presenting atechnical strategy across these projects, is collaborating with industry, government, and academia to build safetyassurance foundational technologies to support safety assurance standards and methods. Many research projects
on safety assurance have been launched in various countries, and it is important to establish and operate a cooperative
system that provides a lever for establishing international standards and criteria and common foundational technologies
through close cooperation among such projects, both domestic and international.
Keywords: safety assurance, scenario-based, UN-R157, ISO 21448, ISO 34502

1

Issues in Safety Assurance Methodologies

Amid numerous dangerous situations faced when automatedvehicles take over driving from people, safety guarantees, whichguarantee a certain level of probabilistic reliability by conducting
safety assurances through long-distance and long-term test
evaluations in real traffic environments and by repeating
improvements in a black box-like manner, are processes thatare not transparent to the market because the evaluation results
are not disclosed by the developing company or project. There
are issues in the sufficiency and transparency of the evaluation
scope in the evaluation process because, even when reviewing
authorities perform audits, it is difficult for them to makeabsolute determinations of the sufficiency of safety guarantees.
In addition, it is difficult to comprehensively cover a large
number of driving situations and conduct sufficient safetyassurances if the tests are conducted on a controlled test course
under test conditions that have already been determined as partof the approval tests. To address the issues of safety assurance
technology for automated vehicles, the following two projects
have been launched in Japan to establish a common foundational
elemental technology. (1) A project to study scenario-based
testing, in which the conditions for safety assurance are logicallystructured and incorporated into evaluation scenarios, which
are maintained and improved as a scenario database. (2) A

project to construct a virtual environment technology to coverevaluation conditions that are too dangerous to be performedin the real world and innumerable evaluation patterns thatcannot be completed in a realistic period of time in terms ofefficiency.

1.1. 
Joint Domestic Promotion and International
Cooperation on Safety Assurances
The Ministry of Economy, Trade and Industry isimplementing SAKURA (Safety Assurance KUdos for Reliable
Autonomous Vehicles) for scenario database construction for(1), and DIVP has been launched as a study under this SIP-adusfor (2) to study a recognition virtual evaluation environment. In
FY2021, a task force and steering committee were established tojointly promote the two projects in order to accelerate thedevelopment of safety evaluation technologies for automateddriving, to improve the safety and development efficiency ofJapan’s automated driving technology, and to ensure its
international competitiveness. (Fig.1.)
Business Discussions on
Autonomous Driving
Technologies

SIP-adus Program Steering
Committee

Safety Evaluation
Strategy Working Group

Steering Committee for Safety
Evaluation Platform

System Implementation Working GroupScenarios

Safety Evaluation Platform
Study Task Force

Virtual safety
Evaluation

Fig.1: Joint promotion structure for automated driving safety assurances

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﻿5) Safety Assurance

Safety Assurance Scenario Database

Virtual evaluation environment
Feedback of traffic flow scenarios and sensor failure scenarios

Study of scalable simulationarchitecture for evaluation purposes

ODD definition

AD system verification data
Driver tag

Field monitoring

Certification

Heavy rain

Single and combined
performance evaluation

Hazard analysis & risk assessment

Spatialattenuation

Single and combinedfunctional assessment

Triggering condition analysis

Backlighting

Driver tag

Noise

Evaluation of systems on public roads(FOTs)

Implementation

Fig.2: Aims of the joint promotion of automated driving safety assurances
AD system

Scenario database

Principle
analysis

Scenario systemmodel definition

Annotation
systemMap
High
precision GPS

Scenario management andgeneration
Functional Scenario（Scenario Structure）

Kanazawa University
sensor hardware

Simulator

Logical Scenario（Foreseeable Structure）
Concreate Scenario（Preventable Structure）

Team (1) Scenario
I/F study
Pass/fail judgement

Concrete Scenario（Open SCENARIO）
Road structure(OpenDRIVE)

3DCG/Reflective
assetsScenario
generator

Safety assurance
database/Sim I/F

VehiclesVirtual environment I/FTeam (2) Sim I/F andarchitecture study

Parameter Search Engine
Principle Recognition
Space
PrioritibehindfailureDesignrecognition
zationfactorfailureParameter search

Actual driving
sensor data

Kanazawa
Sensor recognition
AD app (localization
part and sensor
planner/controller)
fusion model

Sim resultsSpace
propagation

Sensorperception
part modelSensorrecognition partmodel

Validation of virtualenvironments

AD app(localization
planner/controller)

Vehiclemodel

Team (3) Scenario
and model study

Fig.3: Overall view of safety assurance infrastructure
Evaluation Target (Scenario)

Evaluation Methods (Validation)

Judgement Criteria (Metrics)■ Geometry scenarios based on
analysis of accident data, etc.

■ HILS■ Actual Vehicle Evaluation■ Determines accident margins
by accurately predicting
vehicle positions

Systemevaluation

Won't it crash?

Team (1) True value
scenario study■ Sensor weakness scenarios
based on expert knowledge
Sensorevaluation

Combination and utilization of
the methods■ Simulations based on virtualenvironment with verified
consistency■ Virtual evaluation of recognition
performance based on a model ofconsistency of measurable
perceptual outputs

Team (3) Sensing
weakness scenario study

Do you see it?

Team (0) Study ofassessment methods basedon an assessment case study

Team (2) Metrics study using
an intersection case study

Fig.4: Issues to be studied in the safety assurance foundation

The aim of this joint promotion system is to improve thesafety and development efficiency of Japan's automated driving
technology and to ensure its international competitiveness byconstructing a common foundation for safety assurances that is
logically comprehensive, feasible, and transparent regarding thesafety performance that automated driving systems should
possess, and applying it to the actual development of automatedvehicles. (Fig.2)
In the task force for joint promotion, teams are organizedacross projects to tackle technical issues necessary to apply the

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Regulation

Standard

Assessment

SimIF de-fact

BMWi
VV Methods
SetLevel4to5

BMBF
VIVALDI（VIVID）

DE

Existing
tools

Pegasus project family / VIVALDI
Perception
Virtual testing platforms
Simulation
requirement

Scenario structure

Commonstrategyforsafetyassurance

3DCG
reflection

Space
model

Proprietary inOEMs & Tier1s

Sensormodel

AD/ADASapplication

Vehicledynamics

ACT

Proof-of-concept（Simulation validation）
JAMA / DIVPⓇ
METI

CAO
DIVP
（VIVID）

JP

Fig.5: Strengthening Japanese-German cooperation through joint promotion

JT1- Toolchain -JT2- Scenario -JT3- Sensor Model -JT4- Framework & metrics -Linking virtual validation tool
chain to test facilities

Scenario structures, data
quality verification, status
open scenario data bases

Sensor modelling andvalidation, sensor abstraction

Data structures & metrics,
Q-gates for acquired data

VIVALDIDIVP
DIVP proposed
communalization of scenarios
For Validation of SW/HW
Reprocessing/Data-Replay for
Perception Systems

Outcome

JT1
Tool
chain

JT2
Scenarioio Exchange information on
perception/recognition
model output, tested andhardware interfaces
 Provide OSI trace file
output to JT3.x activities

 Activities are in progress to
examine common formats
 Structures for the exchangeof sensing weakness
scenarios
Exchange assets and material
database

JT2
Material

 Discuss material properties
and formats
 Making proposals for
ASAM open material
standardization

JT3.1
CameraVerify the connectivity
between DIVP® data and the
VIVALDI platform for ASAMOSI I/F standardization

JT3.2
Lidar

Mutually
understand VIVALDI/DIVP®
sim. P/F archit. for spatial
scattering and attenuation
model standard study

JT3.3
Radar

Verify simple scenario
selected for first exchange
for ASAM OSI I/F
standardization

JT4
Measur-ementMetrics

For De -facto standardizationof measurement
methodology, consistency
validation of environment,
object and sensor model Compare Process with
Methodology,
 Mutual understandcommonalities andcomplementarities

Fig.6: VIVID, a Japanese-German cooperative system for a safety assurance virtual environment

scenario database of SAKURA and the recognition virtualenvironment of DIVP to the development of actual automatedvehicles. (Fig.3)
In addition, we are promoting research on safety assurance
systems by adding the study of combinations of evaluation
methods and the study of metrics to our research themes.
(Fig.4)Furthermore, the system under which the Japanese-German
cooperation with Pegasus for scenarios and VIVALDI for
virtual environments had been promoted has been integrated
into the joint promotion system to strengthen the international
cooperation between Japan and Germany. (Fig.5)
In particular, in the cooperation with the VIVALDI project(VIVID: Virtual Validation methodology for Intelligent Driving
systems), activities are divided into expert task forces. The task
forces are aiming to strengthen proposals for the standardizationof safety assurance systems and simulation interfaces forautomated driving in ISO, ASAM (Association forStandardization of Automation and Measuring Systems), etc.,
as shown in Fig.6, so that the technology can be easily combinedwith overseas sensor simulation environments to prevent itfrom becoming a technology that can only be used domestically.

The VIVID project has been promoting technicalcollaboration through regular meetings of expert task forces
and Breakout Workshops of the SIP-adus Workshop, and held asymposium in Berlin in June 2022 with standardization
organizations such as the Pegasus(3) family, a Japanese-German
governmental organization, and ASAM, a non-profit
organization promoting standardization of tool chains forvehicle development and evaluation. At the symposium, there
was a high level of interest from non-VIVID experts in VIVID’s
activities, and it was a good opportunity to further strengthen
Japanese-German cooperation. Of particular note, the proposal
for ASAM OSI4.0 on DIVP's ray tracing interface wasimmediately approved and resulted in a successful outcome.

2

International Cooperation in Safety
Assurance Standards

2.1. Background of International Standards Harmonization
Safety assurance standards are being actively discussed,
including by ethics and legal experts. In the development of

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﻿5) Safety AssuranceStandards

Mar/ʼ20
Proposal

UNR
draftALKS

Partiallyreferred

Scheduledtobe adopted

JP law

Jan/ʼ21

Formally adapted

AD Safety Assurance Guidelines publishedVer 1.0 (’20 Oct), Ver 2.0 (’21 Dec)

Methods

Jun/ʼ22

April/ʼ20

UNR15701 series

UNR157

ISO 34502 (IS codified in
November 2022)

ISO 3450X Convener:
China (CATARC)

Automated Driving
Framework Safety
Assurance Ver 1.0
Japan Automobile
Manufacturers
Association, AutomatedDriving Safety Assurance
Working Group,
September 2022

https://www.jama.or.jp/english/reports/framework.html

Fig.7: Japan's international standardization and international criteria initiatives

international standards for automated vehicles, an expert group(GRVA/VMAD) under the United Nations World Forum for
Harmonization of Vehicle Regulations (WP.29) was establishedin 2018, and in 2020, the first UN regulation for type approvalof Level 3 automated vehicles, UN-R157,(1) which covers lowspeed lane maintenance on motorways, was agreed upon.As aframework for judging safety that has been discussed in thecontext of international standards harmonization, the guidelineof whether the risk level is below the socially acceptable risk
level is a proven criterion for judgment for the social
implementation of technological innovations, including thosein industries other than the automotive industry, anddiscussions continue on realizing acceptable risk levels in thefield of automated driving. In the Framework Document on
Automated Driving(5) adopted in June 2019 after discussions
under WP.29, the concept that it is necessary to ensure that noreasonably foreseeable and preventable accidents involving
injury caused by automated driving systems occur within the
set ODD was set forth. In this discussion, the Ministry of Land,
Infrastructure, Transport and Tourism, the National Traffic
Safety and Environment Laboratory, and JAMA made proposals
under JASIC, one of which was to interpret the "reasonably
foreseeable preventable level" as "whether the system
performance exceeds a human driver's capability," using a"competent and careful human driver" as a reference for ahuman driver’s capability.(6)(7) This was codified in UN-R157
5.2.5, and incorporated into UN157 Annex 4 - Appendix 3
Guidance on Traffic Disturbance Critical Scenarios for ALKS as
safety assurance standards for measurable and comprehensive
safety assurance scenarios.

2.2. International Cooperation to Support Harmonization of International Standards
As a background to this discussion, a project on safetyassurance scenarios was launched as ISO TC22/SC33/WG9 by
the convenor of CATARC, China, and the Japanese VMAD
chairman expressed his hopes for technical input from the ISO
side to the SC33/WG9 convenor. In response to this, JAMA

provided support for the promotion of harmonization between
international standards and international criteria by proposing
the Safety Assurance Guidelines(8) to both ISO and VMAD.
Furthermore, the promotion of ISO 34502, which defines a
scenario-based safety assurance framework under theinternational standard SC33/WG9, progressed smoothly
through close collaboration between the Japanese leader andGerman co-leader, leading to the issuing of an international
standard in November 2022. This is the fruit of the relationshipof trust that has existed between Japan and Germany since thefirst phase of the Pegasus project, which has continued throughclose technical cooperation. As described above, UN-R157
reached a certain level of technical maturity after about one
year of discussion and led to the world's first international
harmonization of standards for Level 3 automated vehicles,
which is the result of strategic international collaborative efforts
supported by close cooperation among industry, government
and academia in Japan. These achievements will serve as thefoundation for Japan's continued international contribution to
the international standards harmonization discussion in the
future. (Fig.7)

2.3. New International Cooperation Efforts
While past collaborations between Germany, France, China,
and the U.S. have been aimed at accelerating technologicalstudies through individual projects, going forward it will benecessary to integrate various types of collaboration in order toharmonize the international standards activities that haveflooded the automated driving space. As one of the measures toachieve this, the EU and Japan launched a joint initiative tocompile a white paper(9) that brings together the state of the artof safety assurance frameworks in cooperation with theEuropean automated driving project HEADSTART,(10) andpublished the paper in December 2021.

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3

Conclusion

While automated driving technology is expected tosignificantly reduce the number of traffic accidents caused bydrivers, and to enable freer and more convenient mobility insociety, there are still significant issues to be addressed regarding
the sufficiency and transparency of its safety performance. It is
important to realize a healthy competitive environment for therealization of a safe transportation society by continuing tobuild common foundational technologies through collaboration
among industry, government, and academia and to develop
standards and criteria through international cooperation.

[References]
(1) DIVP PROJECT homepage, https://divp.net/, (accessed 2022.09.01)(2) SAKURA PROJECT homepage, https://www.sakura-prj.go.jp/, (accessed
2022.09.01)(3) PEGASUS RESEARCH PROJECT homepage, https://www.pegasusprojekt.de/en/home, (accessed 2022.09.01)(4) UN-R157, https://unece.org/sites/default/files/2021-03/R157e.pdf, (accessed
2022.09.01)(5) WP.29: Framework document on automated/autonomous vehicles, https://
unece.org/fileadmin/DAM/trans/doc/2019/wp29/WP29-177-19e.pdf, (accessed
2022.09.01)(6) Ministry of Land, Infrastructure, Transport and Tourism: Safety Technology
Guidelines for Automated Vehicles, https://www.mlit.go.jp/common/001253665.
pdf, (accessed 2022.09.01)(7) SIP cafe - Automated Driving: What is the degree of safety required forautomated vehicles? , https://sip-cafe.media/column/1210/, (accessed 2022.
09.01)(8) JAMA: Safety Assurance Framework for Automated Driving, https://www.jama.
or.jp/english/reports/docs/Automated_Driving_Safety_Evaluation_Framework_
Ver2.0.pdf, (accessed 2022.09.01)(9) SAKURA, SIP-adus, HEADSTART Joint White Paper, https://www.sakura-prj.
go.jp/Portals/0/images/Publications/HEADSTARTSAKURA_WP.pdf, (accessed
2022.09.01)(10) HEADSTART PROJECT homepage, https://www.headstart-project.eu/,(accessed 2022.09.01)[Contacts]
Toyota Motor Corporation, Automated Driving and Advanced Safety Development
Department, 1 Toyota-cho, Toyota City, Aichi 471-8572, Contact: Hideaki Sato

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6

Promoting International Cooperation

6) Connected Vehicles
Masanori Misumi (Mazda Motor Corporation)(Abstract) Participation in SIP-adus workshops and related international conferences in the context of connected andcooperative automated driving technologies not only promoted overseas trend survey but also contributed to outreachactivities from SIP- adus and building networks with overseas experts. In particular, the SIP-adus Workshop introduced
SIP-adus activities to overseas experts to deepen understanding and about the status of overseas activities from theexperts themselves. At international conferences held in Europe and the United States, a wide range of information
on government initiatives and business activities in each country has been obtained. This article introduces an
overview of these efforts.
Keywords: Cooperative mobility, ITS, V2X, DSRC, C-V2X

1Outline of Activities

Concerning the connected vehicle, the status in using radio
communication technology in Japan was publicized to foreigncountries. Several surveys on trends in Europe and the UnitedStates were conducted, the results of which were disseminatedto related parties in Japan.

2

SIP-adus Workshop

2.1. FY2018 SIP-adus Workshop
1) Plenary Session
The latest pieces of information, outlined below, wereexplained by experts from the U.S. and Europe on the"connected vehicle":
Kevin Dopart (United States Department of Transportation):
Introduced an overview of Automated Vehicle 3.0 (AV 3.0)
by the USDOT. V2X deployment programs including Vehicle
Safety Communication Support pilot projects and their field
operational tests at 70 sites in the United States were also
explained.
John Kenney (TOYOTA IT Center):Presented on topics related to FCC (Federal Communications
Commission) technological requirements, the status of the US
market (5,315 roadside units), DSRC (dedicated short range
communication), cellular V2X (C-V2X) for 5.9GHz band
DSRC, along with WiFi bandwidth.

Christian Rousseau (RENAULT):
Introduced topics such as EU projects, SCOOP, an overview
of V2X-related tests in C-ROADS, sharing of 50MHz in 5.9
GHz frequency band allocated in EU (road traffic 30MHz,
railroad 20MHz), etc.
Maxime Flament (5G Automotive Association):
Introduced network slicing and edge computing as newest
communications technology.
From Japan, the followings were introduced as SIP-adus
activities in Japan including the verification of capabilities for
applying V2X application through ITS communication, an
overview of FOTs (Field Operational Tests) and installation ofcommunications infrastructure in Tokyo Waterfront City area.
2) Breakout Workshop
15 participants (2 from US, 3 from Europe, 10 from Japan)
shared trends in each area.
The US speakers introduced issues to study they hold , suchas neutrality of technology related to use of 5.9GHz andcommunications compatibility with each device/state.
The European speakers introduced EU projects
HEADSTART, ICT4CART, 5G CROCO, 5G MOBIX, and 5G
CARMEN, and gave an overview of Delegated act of V2X.
The Japanese speakers introduced studies of technologicalrequirements related to delivering traffic signal informationand expressway merging.

2.2. FY2019 SIP-adus Workshop
1) Plenary Session
Three presenters, including a Japanese speaker, took the
podium.

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Kevin Dopart (United States Department of Transportation):
Explained details of CARMA (Cooperative Automation
Research Mobility Application), a cooperative automateddriving development platform.
Kodo Shu (Huawei):
Introduced an overview of the inter-operability test using
C-V2X at Wuxi, Jiangsu.
From Japan, the main points of communications utilizationplans in the first phase of SIP-adus and plans for the FOTs in theTokyo waterfront area in the second phase were explained.
2) Breakout Workshop
Ten experts (US:1, CN:2, JP:7) joined in the workshop andshared information related to connected vehicles.
The US expert explained CARMA as described above andintroduced SAE J3216 "Taxonomy and Definitions for Terms
Related to Cooperative Driving Automation for On-Road
Motor Vehicles."The Chinese experts gave complementary explanations ofpractical application in buses and commercial cars, which
would be preceded than others, among those tested in Wuxi.
The Japanese experts explained initiatives by the National
Police Agency and Ministry of Internal Affairs andCommunications, SIP FOTs (Field Operational Tests), activities
by automobile manufacturers and actitivies in ISO/TC204/
WG14 (Intelligent Transport Systems / Vehicle - roadway

warning and control systems) as its chair country.

2.3. FY2020 SIP-adus Workshop
In FY2020, the workshop was held online due to the impact
of COVID-19, and only the Plenary Session was held.
Kevin Dopart (United States Department of Transportation):
Introduced the categories of cooperative automated driving
based on SAE J3216 which was shown at the previous year's
session and CARMA as well as truck platooning.
John Kenney (TOYOTA IT Center):Reallocation of spectrum for ITS by FCC (Federal
Communications Commission) and an overview of nextgeneration DSRC-IEEE802.11bd.
Christian Rousseau (RENAULT):
Introduced the PACV2X and InDID projects for C-ITS in
France.
Japanese speakers introduced action plans related tofrequency allocation by the Ministry of Internal Affairs andCommunications, studies on SPaT (Signal Phase and Timing)
information provision through V2I and V2N system, and use
cases for cooperative automated driving by SIP-adus.

2.4. FY2021 SIP-adus Workshop
In FY2021, the workshop was also held online due to
COVID-19.

1) Plenary Session
The following overseas experts participated in the session.
John Kenney (TOYOTA IT Center)
Tom Schaffnit (USDOT)
Niels Peter Skov Andersen (Car2Car-CC)
Martin Böhm (Austria Tech)
In the US, there is a proposal by the FCC for the spectrum of
5.9GHz bands for ITS to be reduced from current 75MHz to
30MHz, allocating remaining 45MHz to WiFi, in conjunction
with transition of the communications channels from DSRC to
C-V2X.
An overview of planned and operational projects in each US
state were introduced. Approximately 6,000 infrastructures and18,000 vehicles are in operation in 143 locations. A majority use
the DSRC system, but there is some movement to shift to
C-V2X.
In Europe, hybrid communication systems, ITS-G5 (DSRC)
for short range communication and cellular network for longrange, have begun to be introduced in the market in 2019. At
least 500,000 vehicles are on roads with the system andinfrastructures are also deployed, as 2,000 km of DSRC and100,000 km of cellular networks.
Two Japanese speakers introduced FOTs using
communication networks at the Tokyo waterfront area andstatus of studies on communication method roadmap discussed
through the Task Force (TF) on V2X communication for
Cooperative Driving Automation.
2) Breakout Workshop
In addition to the speakers of the Plenary Session, thefollowing experts joined in a panel discussion and Q&A.
Host:
Satoshi Oyama (Association of Radio Industries andBusinesses)
Panelists:
Justin McNew (JMC Rota Inc.)
Bettina Erdem (Continental AG)
Shinji Ide (Ministry of Internal Affairs andCommunications)
Koichi Sakai (Ministry of Land, Infrastructure, Transport
and Tourism)
Despite the fact that the session was held from 11:00 pm
JST, there were 134 audiences including 32 overseas
participants.
US speakers spoke about development of C-V2X and its
standardization and European speakers introduced the status ofprivate-public cooperation for the C-Roads Project.
Japanese speakers introduced status of studies on frequency
for ITS by the Ministry of Internal Affairs and Communications,
utilization of ETC 2.0 from the Ministry of Land, Infrastructure,
Transport and Tourism, the FOTs in the Tokyo waterfront area
by SIP-adus, and activities for the TF on V2X communication

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for Cooperative Driving Automation.

are to be employed to verify interconnectivity.

2.5. FY2022 SIP-adus Workshop

3.3. ITS World Conference Copenhagen (9/17-21,
2018)

This was the first in-person workshop in three years.
1) Plenary Session
The same four speakers as the FY2021 session provided the
new information related to the US and Europe. The Japanese
speakers reported the results of SIP-adus FOTs using
communication network.
2) Breakout Workshop
In FY2022, as a non-public workshop, experts engaged in a
deep discussion on issues to spread connected automateddriving.

3

Information Gathering: Participation
in international conferences

3.1. ITS America Detroit / CV-Pilot / Smart Columbus (06/2018)
ITS America Annual Meeting:
GM announced introduction of ITS radio in the next
generation Cadillac. The USDOT showed its position oftechnological neutrality related to the conflict between DSRC
and C-V2X.
CV (connected vehicle) pilot:
An SIP expert visited traffic control center in New York andinvestigated the status of connected vehicle pilot programs,
such as implementation in roadside units.
Smart Columbus:
The SIP expert observed smart city feasibility tests in
Columbus, Ohio. Planning was proceeding to combine public
transportation and personal traffic.

3.2. Automated Vehicle Symposium in San Francisco (7.9-12, 2018)
U.S.:
Promotion groups for DSRC and C-V2X emphasized thebenefits in terms of technology and operation of theircommunications method.
FHWA (Federal Highway Administration) placed roadsideunits in 15 intersections in Texas and 13 intersections in
Michigan. Trials to optimize traffic flow by green light optimal
speed advisory and priority of CACC (Cooperative Adaptive
Cruise Control).
Europe:The EU Project ICT4CART aims for level 4 automateddriving by using C-ITS and C-V2X. Test sites in Austria,
Germany, and Italian and cross-border Italy-Austria courses

The overview, certification method, and privacy issues withregard to the Delegated Act related to V2X proposed by theEuropean Commission were reported.
In the US, CV pilot deployment programs began. Challenges
in the system implementation were explained, including vehicle
localization accuracy in downtown New York and datacollection issues. It was also reported that the number of DSRC
roadside units, the purpose of which is still testing, has exceeded
5,000 in the U.S.

3.4. 
Transportation Research Board, Washington
D.C. (1/13-17, 2019)
The USDOT introduced the CARMA platform and its
application development.
AUTOCITS (2016-2019) was introduced from Europe.
In order to improve safety and to apply C-ITS to automateddriving, Verification tests were being conducted on roads thatcrossed from Portugal to Spain (10km expressway) and France.
The 5GCroCo, 5G-Carmen, and 5G-MOBIX started as
5G-related projects. The cross-border projects were being
conducted over 1,000km of road across eight countries.
The European Commission passed the C-ITS Delegated Act
and planned to finalize after inviting public comments.

3.5. Automated driving symposium Orlando, Florida (7/15-18, 2019)
FHWA director declared that he would protect the 5.9GHz
for traffic safety in response to the FFC director’s comments
about reallocation of frequencies, including releasing some
5.9GHz bands to WiFi.

3.6. ITS World Congress Singapore (10/21-25, 2019)
In Europe, the C-ITS Delegated Act was rejected by theEuropean Parliament. The C-ITS deployment had, therefore,
become dependent on initiatives in the private sector.
In the United States, 5GAA requested allocation of upper 20
MHz in 5.9GHz bands (75MHz) to cellular V2X.

3.7. 
Transport Research Board Washington D.C.
(1/12-16, 2020)
In the CV-Pilot session, in addition to progress reports inthree zones (New York, Tampa and Wyoming), there were some
negative opinions about equipment renovation expenses andproject delays related to repurposing 5.9GHz bands by the FCC.

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3.8. Automated driving symposium Garden Grove,
California (7/19-21, 2022)
This symposium was held in person for the first time in three
years. Because accidents of pedestrians looking at theirsmartphones is increasing in the US, there is increased attention
on "Cooperative Perception" by FWHA (Federal Highway
Administration), the recognition of objects outside of view by
sharing onboard/roadside sensor data using pedestrian/cyclist
protection technology and communications through V2X.
Also, in Europe, the roadmap of the CCAM (Connected,
Cooperative & Automated Mobility) Partnership, which close
to 200 organizations participate in, was presented. Large scale
tests are planned at 30 places across Europe in 2030 and it canbe seen that full-scale implementation is envisioned after 2030.
In addition to the above, information gathering is planned in
FY2022 at the ITS World Congress 2022 Los Angeles (September2022), Transportation Research Arena 2022 Lisbon (November2022) and Transportation Research Board Washington DC(January 2023).

4

in Japan, the US, and Europe.
The International Cooperation Working Group activities
end this year. However, the knowledge built in these five years
will be a precious asset to Japan’s activities related to automateddriving in years to come.

[Contacts]
Product Strategy Div., Mazda Corporation 3-1, Fuchu-cho, Aki-gun, Hiroshima
730-8670, 070-7575-0653, Contact: Masanori Misumi

Information transmission

The following is information transmission besides the SIPadus Workshop.

4.1. 
World Forum for Harmonization of Vehicle
Regulations (WP.29 ITS IWG) held online (11/6,
2020)
There were chances to introduce SIP-adus activities at WP.29
ITS informal groups, including the status of deliberations of use
cases for Cooperative Driving Automation and activities for
SIP-adus Task Force (TF) on V2X communication for
Cooperative Driving Automation.

4.2. Future Network Car Web held (3/25, 2021)
Requested from the WP.29 participants above, an SIP expert
participated in a conference hosted by ITU (International
Telecommunication Union) along with approximately 150
participants. The status of studies and the use cases related to
SIP-adus cooperative automated driving communication
methods were presented.

5Conclusion

Direct exchange with overseas experts through international
cooperation activities contributed to the improvement ofmutual understanding and awareness of the status of activities

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7) Cybersecurity
Yasumasa Hirai (TOYOTA MOTOR CORPORATION)(Abstract) We can assume that the advanced map information that forms the basis of automated driving systems andthe information on vehicles, people, infrastructure facilities, etc. that are mapped on those maps, will be obtained
mainly from external networks.
This information is sent to the control/information devices of the vehicle for use in vehicle control by the automateddriving system, but this also causes cybersecurity problems that have not existed in conventional vehicles. In addition,with the agreement of UN-R155/R156 at UNECE1 WP.29, it is necessary to take measures against cyberattacks fromthe legal point of view as well.
In order to solve such problems, the second phase of SIP-adus (Cross-ministerial Strategic Innovation Promotion
Program (SIP) Automated Driving for Universal Services) focused on intrusion detecting systems (IDS) as acountermeasure technology against cyberattacks post-shipment. The evaluation viewpoints and testing methods forselecting IDS were studied for off-the-shelf development that utilizes existing products, and verification using wholevehicle test bench was conducted and summarized as IDS evaluation guidelines.
In addition, to speed up the initial response to new threats when they emerge, we are studying a mechanism forquickly providing threat information on connected cars and a method for proactively collecting potential threat
information. We are analyzing threat intelligence activities in the leading IT industry to establish a mechanism andverify its feasibility, as well as examining honeypots and conducting observation experiments to verify theireffectiveness. Furthermore, through a Japanese-German cooperative workshop, experts from Japanese and German
universities have joined to share and utilize their knowledge on these efforts.
Keywords: cybersecurity, IDS (Intrusion Detection Systems), threat information, honeypots, playgrounds

1International Legal Trends

The World Forum for the Harmonization of Vehicle
Regulations (WP.29) has established international standards forautomated driving, namely UN-R155 (cybersecurity) and UNR156 (software updates). Japan, as a co-chair of WP.29 GRVA,
has been promoting cybersecurity, and has been ahead of othercountries in enacting legislation, especially for Level 3
automated vehicles.
In line with this, automakers must comply with processcertification under UN-R155 for all new passenger andcommercial vehicles released to the market after July 2022 inorder to obtain type certification (continued production
vehicles must be compliant from July 2024 onwards). UN-R155
requires having a cybersecurity management system andprocesses that adequately respond to new and evolving cyberthreats and vulnerabilities, and these processes are subject totriennial audits.
OEMs and suppliers are building on the aforementioned
process with reference to the international standard ISO/SAE
21434, which was officially issued on August 31, 2021 and isreferenced as an example of meeting the requirements of UNR155.
Based on this background, in this project we conducted
researches on detection technologies for cyberattacks emerging
especially after vehicle production and on collection andsharing system of cyber threats such as vulnerability, with theaim of transferring and utilizing the results in industry
organizations.

1 UNECE: United Nations Economic Commission for Europe

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2

Current Issues and Research Status

2.1. Development of IDS Evaluation Guidelines
From a legal standpoint, WP.29 UN-R155 requires thatcyberattacks be detected and handled appropriately, and it isnecessary to explain that the vehicle itself is capable of detecting
and handling cyberattacks. However, existing regulations andguidelines do not clearly indicate what kind of attacks should be
detected and to what extent, so it is necessary for each company
to make its own determinations. With this research theme, we
aim to contribute to post-shipment security measures, with thegoal of developing IDS Evaluation Guidelines and transferring
the results to industry organizations so that OEMs can use
them as a baseline when selecting, verifying, and operating onboard IDS.
The guidelines are meant to improve the quality of postshipment vehicle cybersecurity throughout the industry, andare especially intended for OEMs that have just begun
considering the introduction of on-board IDS.
In these activities, we derive cybersecurity events that IDS
should detect based on actual attack cases. In order to derive
this information, we conducted a survey of conferences heldand vulnerability information released from 2017 to 2020.
From these results, among cases that directly related tovehicles, we further narrowed down the cases that affectedvehicle control and analyzed them in detail to extract events
that could be generated and observed in the network as
cybersecurity events. (Table 1)
With this research theme, based on the results of previous
research, from known specific attack cases we developed amethod for creating scenarios of attack cases and a method forderiving functional requirements to detect similar attacks. We
also derived test items for these functional requirements for
detection, verified the feasibility and validity of the test items
through experiments on actual benches with the cooperation ofOEMs and IDS vendors, and implemented feedback to theTable 1: Cybersecurity events extracted from the survey cases
EventsInvalid message ID
Data range error

Overview

Message ID does not exist on (bus)Invalid range of signal values for a single message
transmission cycle for messages with the same
Invalid transmission cycle Invalid
message ID
Invalid message volume
More/fewer messages on on-board NW than specified
Invalid transmission order Invalid reception sequence for multiple messages
Amount of change in
Invalid difference from the data value of the message
invalid data
received immediately before
Context violation data
Invalid correlation of data values for multiple messages
Invalid message source (determined by CAN using
Invalid source/destination ECU feature volumes, MAC, etc.)
Message destination is invalid (for TCP/IP)
UDS Protocol violation
Violation of UDS protocol specifications
OBD protocol violation
Violation of OBD protocol specifications
DoCAN protocol violation Violation of DoCAN protocol specifications
Error response of diagnos- Receipt of error responses for diagnostic messages intic msg in excess of thespecified number of times excess of the specified number of times

guidelines from these basic test cases.
In addition, in the interests of social implementation,
discussions were held at regular study meetings with thestakeholders to ensure that the system is useful for the intended
users, and the results were built upon.
The results of these investigations and experiments havebeen compiled into a single achievement, namely the "IDS
Evaluation Guidelines," and the results therein have beentransferred to industry organizations.

2.2. Investigative Research on Threat Information
and Initial Response Support for ConnectedCars
We have developed a method for collecting and storing
threat information on connected cars as well as a basic system
specification for initial response support using threat
intelligence, and are working toward the goal of transferring
these to industry organizations for operations in 2023.
Threat intelligence is information collected, analyzed, andaccumulated to support responses to cyberattacks and otherthreats. In some industries, cross-company intelligence sharing
activities are underway.(1)By sharing threat intelligence, companies can expect toprevent successive damage from similar cyberattacks, but thethreat intelligence that is currently shared is mainly from the IT
domain. In IT systems, a common platform may be used amongorganizations and users, such as a general-purpose OS, while inautomobiles, each vehicle model has a different architecture.
Therefore, there is a risk that the form of threat intelligence thatis shared in the IT domain cannot be used for countermeasures.
This is because automobiles are OEM-dependent in terms ofhardware, software, and communication protocols for vehicle
control, which is a major difference from IT.
On the other hand, the sequence of attacks leading up to
vehicle control may use OEM-independent methods, and as acommon threat among OEMs, we can expect that thisinformation is worth sharing.
In addition, the key to responding to new threats that emerge
after shipment is not only the sharing of threat information, butalso the ability to proactively ascertain threat information to
speed up initial response.
Honeypots are one such proactive threat informationcollection method. For example, as an observation result of
current threat information collection experiments using
honeypots, we observed activity that matches the characteristics
of IoT malware (e.g., Mirai), which sends IDs and weakpasswords to telnet as it would to IoT products. (Fig.1) This isconsidered to be an automated attack from a device infectedwith the malware, and not an attack based on the recognition of
the honeypot as an on-board device.

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4

Fig.1: Example of observed packets

Our current research theme is part of a plan that extends to
February 2023. As of September 2022, we are conducting
experiments to collect threat information and studying methods
to share the collected information for use in incident response
within the industry. In the future, we plan to utilize description
methods for threat information, build mechanisms for systems
to share the assumed threat information, and verify theirfeasibility through proof of concept.
For proactive information collection, we plan to set up
honeypots and conduct experiments to observe threat
information, as well as hold playgrounds where white hat
hackers, vendors, and others can try out attacks, and observe
the activity during these events.

Conclusion

It is no exaggeration to say that ensuring automotive
cybersecurity is directly linked to the safety and security of
automobiles, and it is appropriate to make the minimum
security standards to be met and common threats in theindustry a cooperative area for the entire industry, and toactively share them. This will also improve the efficiency of thedevelopment and operation of connected services and help
Japanesecompanies
maintain
theirinternational
competitiveness.
It is also important to strategically approach standardization
organizations so that security measures and information
sharing mechanisms can be used to the advantage of Japanesecompanies by, for example, proposing them as international
standards for automotive cybersecurity development, rather
than limiting them to sharing within the domestic industry.
Cybersecurity is essential for automated driving systems,
including connected cars, which are still in the development
stage. Cybersecurity threats to them are expected to increase in
the future. Going forward, it is important to continuously
evaluate and improve cybersecurity as social implementation
progresses and actual threats become more apparent.

[References]

3Japanese-German Cooperation

In Germany, the Federal Ministry of Education and Research(BMBF) is leading an initiative to support research anddevelopment of security for the connected and automated car,and four projects are currently underway. Of these, we arecollaborating with the SecForCARs project,(2) which entails
four research topics (#1: Hardware and on-board network
cybersecurity, including ECUs and their constituent LSIs; #2:
Requirements and verification methods for the overall securityof a vehicle system consisting of secure subsystems; #3:
Methodologies for observing, capturing, and analyzing
cyberattacks; and #4: Methods for using actual vehicles andvirtual systems [honeypots] for assumed attack vectors to
observe cyberattacks). The project has participation by experts
from Japanese and German universities to share and utilize
their knowledge from both sides. The research status and results
are being shared through workshops (five workshops areplanned by the end of 2022, the first in July 2021, the second in
December 2021, and the third in April 2022.)(1) Cross-ministerial Strategic Innovation Promotion Program, Ensuring
Cybersecurity in Critical Infrastructure (b2) Information Sharing Platform
Technology, "Information Sharing Design Guide - Construction Volume,"
Hitachi, Ltd.https://www.nedo.go.jp/content/100904081.pdf(2) SecForCARs, https://www.secforcars.de/, (accessed 2022.08.12)[Contacts]
Control Electronics Platform Development Department, Toyota Motor Corporation,
1 Toyota-cho, Toyota-shi, Aichi 471-8572, Japan, Contact: HIRAI Yasumasa

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8) Socioeconomic Impacts
Takashi Oguchi (The University of Tokyo)(Abstract) International cooperation efforts on socio-economic impact have been promoted mainly within theframework of Japanese-German cooperation. Specifically, the German research project CADIA, led by researchers
from the German Aerospace Center (DLR) and Karlsruhe Institute of Technology (KIT), and the two projects
commissioned to the University of Tokyo and Doshisha University under the second phase of SIP-adus (Crossministerial Strategic Innovation Promotion Program (SIP) Automated Driving for Universal Services): "Study ofsocioeconomic impacts of automated driving including traffic accident reduction" and "Development of assessment
methodology for socioeconomic impacts of automated driving including traffic accident reduction." This collaboration
was recognized by the Japanese-German Steering Committee for Bilateral Cooperation in January 2019. Frequent
online meetings are held between the two countries, with experts from both sides also meeting in person in Germanyin October 2019 and Japan in May 2022 to discuss such issues as the diffusion models for automated driving andpublic acceptance of new transportation services by automated driving, in light of shared international understanding
and national and cultural differences. The results will be published in early 2023 as a book jointly authored by Japan
and Germany. In addition, during the annual SIP-adus Workshop and the Trilateral Conference among Japan, the U.
S., and Europe, there was an exchange of information and opinions on socio-economic impact not only between
Germany and Japan, but also among a wide range of international stakeholders.
Keywords: automated driving diffusion model, public acceptance, international shared understanding, national and culturaldifferences, international joint publication

1

Background and outline of activities

Regarding the collaboration between Japan and Germany on
automated driving, activities were carried out based on "Joint
Declaration of Intent on Japanese-German Cooperation on the
Promotion of Research and Development on AutomatedDriving Technologies" between the Cabinet Office and theGerman Federal Ministry of Education and Research (BMBF)
on January 12, 2017.
Japanese and German sides exchanged opinions on the R&D
themes that should be promoted in cooperation. In regard to
the social impact assessment, the Japanese second phase of SIPadus conducted the "Study of socioeconomic impacts ofautomated driving including traffic accident reduction" and"Development of assessment methodology for socioeconomic
impacts of automated driving including traffic accident
reduction," while in Germany a consortium led by the German
Aerospace Center (DLR) adopted similar research as a BMBFsupported project and began collaborative activities in the 2019fiscal year. From the Japanese side, the research project members
led by Professor Ayako Taniguchi of the University of Tsukuba
also volunteered to cooperate. The final product is scheduled
for publication in early 2023 as a joint publication.
Meanwhile, in the ITS trilateral meetings among Japan, theU.S., and Europe, impact assessment (IA) has been set as a subtheme for the trilateral collaboration, alongside digital maps
and human factors, with the aim of realizing a high level frame
for evaluating the impact of automated driving on the overall
transportation society in a mutually harmonized manner in thethree regions. Provision and sharing of information and debate
are ongoing in order to achieve these ends.
Here, we introduce these two instances of international
cooperation relating to socioeconomic impact.

2

Undertakings in Japanese-German
cooperation

2.1. Project formation background
Regarding the Japanese-German cooperation on the social

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impact of automated driving, first, the research members of the
SIP-adus "Study of the Impact of Automated Driving on
Reducing Traffic Accidents and on Others" visited the Institutefor Technology Assessment and Systems Analysis (ITAS) of the
Karlsruhe Institute of Technology (KIT) in the fall of 2018 toexchange views on the possibility of a Japanese-German
cooperation. Subsequently, in FY2019, experts from bothcountries held discussions and agreed that the following two
points are of merit and interest to both sides as matters forcollaboration in both countries.
1) Diffusion of Connected and Automated Driving in a Future
Vehicle Stock: The aim of this theme would be to construct amodel to quantitatively simulate the spread of automateddriving by identifying the factors that affect this spread andanalyzing their correlation. Through this initiative, feasible
popularization scenarios for the next several decades could
be drawn up.
2) Social Acceptance of Automated Driving Explored: In
addition to defining what is meant by social or public
acceptance of automated driving, the aim of this theme
would be to carry out an advanced research and study
program to analyze cross-border similarities and differences
attributable to separate social and cultural environmentswith respect to public acceptance of automated driving. In
addition, this program would also identify discussion points
related to national innovation strategies related to automateddriving, as well as issues for international cooperation related
to automated driving and its related technologies (including
standardization).
In January 2019, BMBF in Germany and SIP-adus in Japan
convened a meeting of the dual Japan-Germany Collaborative
Program Steering Committee, and decided to launch a joint
Japan-Germany research program that combined these twothemes into a single project. It was also agreed to set outcomesof the collaboration as holding joint-symposium to deliver the
fruits of the collaboration and a publishing book jointly, after
having regular research meetings.

2.2. Summary of progress in Japanese-German cooperative research
In the 2019 fiscal year, after a series of online advance
preparation meetings, Japanese experts visited Germany on
October 7 and 8, and held the first meeting of the joint projectat the Berlin office of the DLR.
The main objective of the first meeting was to outline theprojects being carried out by both sides, to describe the points
of interest of each country, and to determine the direction of thecollaborative project. After discussion through the meeting, thediscussion point for the next meeting was determined to be theissues on car ownership and sharing. The second meeting wasscheduled to be held in March 2020 in Japan, but due to theworldwide COVID-19 pandemic, the schedule was drasticallychanged, and it was decided to promote collaborative activities
mainly through online meetings.
At the 4th bilateral expert workshop for the JapaneseGerman research cooperation, held on November 25, 2020, andthe 5th bilateral expert workshop for the Japanese-German
research cooperation, held on December 6, 2021, Japanese andGerman experts on social impact assessment gathered online toreport on the progress of their activities to the German BMBF,
the Japanese Cabinet Office, and the SIP-adus program director(PD).
We have been holding frequent online meetings since April
2021 to discuss the policy, content, and structure of the
publication of a book as a result of our joint efforts. During thefirst half of 2022, we worked on actually writing the book. The
second meeting was held in May 2022 in Kyoto, Japan, during a
break in the COVID-19 pandemic. The content of themanuscripts prepared by both Japan and Germany was mutuallyconfirmed, and then reconciled and adjusted, with a session
held with reference to this discussion in order to deepen ashared understanding of points of commonalty and difference
between the two countries. Based on the discussions in thissession, we decided to draft the final section of the manuscript
for joint publication, and from July onward, we worked together
to prepare the manuscript for publication in early 2023 throughmutual readings and peer review and proofreading by external
parties.

2.3. Activities in the SIP-adus Workshop
As part of the SIP-adus Workshop 2020 held on November
10-12, 2020, an online symposium was held on November 9with experts in Japanese-German cooperation activities on
impact assessment. The content on this topic was widely
disseminated by distributing a recording of the symposium.
Speakers were Torsten Fleischer (Karlsruhe Institute ofTechnology), Ayako Taniguchi (University of Tsukuba), Satoshi
Nakao (Kyoto University), Kosuke Tanaka (Tokyo University of
Science), Hiroaki Miyoshi, Shoji Watanabe (Doshisha
University), Masanobu Kii (Kagawa University), Christine
Eisenmann (German Aerospace Center), and Bart van Arem
(Delft University of Technology).
Although the session was held online, it was an excellent
opportunity to hear four reports, and online discussions
continued voluntarily after the session ended. Opinions were
exchanged actively about the following discussion points: thediffusion of automated vehicles, predictions of remaining
human-driven vehicles, the public acceptance of transportation
services using automated driving and their impact on daily
behaviors and habits, the difficulty of securing lanes exclusively
for automated driving vehicles, and other topics.
On November 9-10, 2021, the Plenary Session of the SIPadus Workshop 2021 was fully recorded and broadcasted. In

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the session with the theme of "Impact Assessment," Christian
Winkler (German Aerospace Center), Hiroaki Miyoshi, Shoji
Watanabe (Doshisha University), Masanobu Kii (Kagawa
University), Torsten Fleischer (Karlsruhe Institute ofTechnology), Ayako Taniguchi, Kasumi Miyadai (University ofTsukuba), and Scott Smith (Volpe Center, US Department ofTransportation) gave presentations. A hybrid-style Breakout
Workshop was also held in person onsite and online, and in
addition to the plenary speakers, Bart van Arem (Delft
University of Technology) and people involved in the JapaneseGerman cooperation project participated in a 3-hour session
for information exchange and discussion on automated driving
diffusion models and their social impact.

2.4. Joint publication by Japan and Germany
The contents of the book entitled "Japanese-German
research cooperation on connected and automated driving:
Socio-economic impact assessment" was started to be discussed
from 2021 and written by the members of the Japanese-German
cooperation in the first half of 2022. The book is composed asfollows:
1. Introduction
2. 
Characteristics and trends of the Japanese and German
mobility systems
3. Policy process with respect to CAD in Japan
4. Industry analyses and prognoses regarding CAD ride-hailingmarket5. Detailed evaluations of the empirical material on acceptanceof CAD
6. Transportation effects of CAD in Germany
7. Transportation effects of CAD in Japan
8. Overall Comparison between Germany and JapanThe discussions at the session held in May 2022 are organizedand described in section eight of this book. More specifically,
the following nine points are discussed: Social expectations
affecting CAD diffusion; common expectations of groups andindividuals in Germany and Japan; attitude of the car industry;
mobility services expected to be realized; differences in formsof residence; decision-making toward diffusion; expectations
for the type of CAD initially introduced; forming a correctunderstanding of CAD by citizens; and risks that may affectexpectations.

3

to Impact Assessment of automated vehicles is organized. This
sub-group is run by the following representatives: Dr. Scott
Smith from the Volpe National Transportation Systems Centerrun by the United States Department of Transportation (DOT)
for the U.S., Dr. Satu Innamaa from the VTT Technical ResearchCentre of Finland for Europe, and, currently, Takashi Oguchi
from the University of Tokyo (the author of this paper) forJapan. This sub-group meets two or three times a year to
exchange information about initiatives being carried out ineach region, and the free exchange of opinions has continued
throughout. In Europe, research activities funded by the
Horizon 2020 and various other government supported projects
in each country are underway, which form the background of
the research reported in these meetings. In contrast, the Volpe
Center in the U.S. is currently building a system dynamics
model for establishing the framework of the Impact Assessment.
These progresses are reported at the meetings. Japan has also
been reporting as appropriate on the activities in our "Study ofsocioeconomic impacts of automated driving including traffic
accident reduction" and "Research on assessment of the impactof automated driving on society and the economy and on
measures to promote deployment."[Contacts]
Department of Human and Social Systems, Institute of Industrial Science, The
University of Tokyo, 4-6-1 Komaba, Meguro-ku, Tokyo 153-8505, 03-5452-6419,
Contact: Takashi Oguchi

Trilateral cooperation among Japan,
the U.S., and Europe

Regular trilateral meetings among Japan, the U.S., andEurope have been held to exchange information and opinions
related to general ITS topics, including automated driving.
Under the scheme of this trilateral meeting, a sub-group related

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9) Service and Business Implementation
Yurie Toyama (Mitsubishi Research Institute, Inc.)(Abstract) Discussions on the social implementation of services which utilize automated driving are important for thecommercialization of automated driving.Although pilot programs of services which utilize automated driving havebeen conducted in Japan and overseas, the issues that arise when stepping up from tests to implementation andmeasures to deal with them are still the subject of various studies and discussions around the world.Therefore, in ourinternational cooperation activities, we have been exchanging information on the implementation of automated driving
in other countries from the perspective of promoting service and business implementation.This paper introduces thestatus of these efforts.
Keywords: social implementation, business model, service and business implementation, service cars, mobility service

1

Introduction

The implementation of service vehicles (Note: in this paper,'service vehicles' refers to vehicles used for passenger andlogistics transportation services, as opposed to private vehicles)that utilize automated driving has been promoted since the firstphase of SIP-adus (Cross-ministerial Strategic Innovation
Promotion Program (SIP) Automated Driving for Universal
Services) under the activities of the Next Generation Transport
Working Group, and also in international cooperation as "NextGeneration Transport" under the leadership of (then) Professor
Masayuki Kawamoto of Tsukuba University.
In the second phase of SIP-adus, with a greater awareness ofthe perspective of implementation, the Next Generation
Transport Working Group became the Service and Business
Implementation Working Group, and in international
cooperation activities as well, activities were conducted under
the new area name of "Service and Business Implementation"(SBI) from the 2020 SIP-adus Workshop. In international
cooperation activities, the topic of FOTs (Field Operational
Tests) was also worked in cooperation with SBI.

when stepping up from FOTs to implementation and measures
to deal with them are still being discussed both in Japan andoverseas. Therefore, SBI conducted discussions on service andbusiness implementation with domestic and foreign experts
through workshops.

2.1. FY2021 SIP-adus Workshop
At the FY2021 SIP-adus Workshop,(1) the Plenary Session
was held as a joint session with Human Factors.With thecommercialization of automated driving approaching, there aremany areas which are related to human factors, so we jointly
planned sessions, selected participants, and set the presentation
topics to enable integrated discussions on how to connect"technology" with "urban activities and people," how to design
services, and how to think about business models.
Because it is essential to consider human factors, service
design, and business models for the social implementation of
automated driving, the session was planned to focus not on thetechnology itself but on the areas that connect the technology
Scope of the Session*The scope of the session is to discuss how to implement automated service
shuttles/buses/trucks into local from the points of human factor, service design, and businessmodel.
Vision for local area/local cities
Local Economy(Industry, People's
life etc.)2

Activities in the SIP-adus Workshop

Local Policy (Culture,
Housing, Health etc.)

Vision for local mobility

BusinessmodelsService design
Implementation to local
Human factors

Although the study use cases and business models of services
which utilize automated driving is important for thecommercialization of automated driving, the issues that arise...Scope of the session

Technology

C

Connected

A

Automated

S

Sharing

E

Electric

Fig.1: Agenda for the 2021 Plenary Session

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6.Promoting International Cooperation
﻿9) Service and Business Implementationand local cities/areas as the scope, as shown in Fig.1.
The Plenary Session was jointly organized with Human
Factors and a total of eight speakers were invited. Experts in awide range of fields from the U.S. and Europe appeared,
including some who were invited to the SIP-adus Workshop for
the first time in FY2021.
The speakers presented on the technological development
and FOTs of automated driving in various regions and cities
around the world, and provided topics that focused on
discussions on implementation from the initiatives in theirrespective countries. SIP-adus is also aware of "social
implementation" in its initiatives, and in order to lead to theintroduction of services in real areas, discussions were held
regarding what automated driving services should be
introduced, based on the viewpoint of which business models
and service design and taking into account the vision of eachregion and city.
Also, a Breakout Workshop was conducted in an online
format at a later date. In the Breakout Workshop, the following
points were discussed with the speakers from the Plenary
Session who were invited from the SBI area.
• What are the benefits of automated driving (from therespective perspectives of citizens, operators, and local
government)• Ideas for the realization of economically self-sustainable
automated driving services• How should local areas accept and manage automated driving(both in terms of policy and service design)
As it was conducted online and included several first-time
invitees to the SIP-adus Workshop, it was a difficult environment
for cross-discussions among the speakers, but it was anopportunity for the Plenary Session speakers to meet each otherand mutually exchange opinions and answer questions.

2.2. FY2022 SIP-adus Workshop
The FY2022 SIP-adus Workshop,(2) which was held in person
for the first time in three years, was conducted solely by SBI.
Since this was the last SIP-adus workshop, in addition to an
SIP-adus topic on the testing of automated driving services inrural areas as a case study of service and business implementation,
three speakers were invited from the U.S. and one speaker from
Europe.
In order to implement automated driving services, there arevarious issues in non-technical areas, such as service design,
cooperation with government, and compliance with legal
systems. These issues were discussed based on the status ofinitiatives in the U.S. and Europe.
In addition, the Breakout Workshop was also held in person
in FY2022. In addition to the Plenary Session speakers,

3

Information Gathering at International Conferences

3.1. ITS European Congress 2022
(1) Overview of the Congress
The event was held in Toulouse, France from Monday, May
30th to Wednesday, June 1st 2022. AIRBUS and EasyMile haveoperations in Toulouse.
The theme was "Smart and Sustainable Mobility for all," andas all of the discussions throughout the conference started froman awareness of environmental issues, the author strongly felt
the interest in and sense of urgency about climate change inEurope.
The author attended the Plenary Session and individual
sessions such as the Special Interest Session (SIS), and the
keywords that were often seen and heard during the three days
were 'Sustainable', 'Multimodal', 'Digitalization' ('Data'),'Connected', 'Acceptance', and 'Ecosystem'. The author'sinterpretation, in the context of these keywords combined withthe overall theme, is that the aim is to break away from excessive
dependence on private cars as a countermeasure against climatechange ('Sustainable'), and a 'Multimodal' response is necessary
to achieve this because the alternative means of transportationneed to be convenient; to realize this, the 'Digitalization' and'Connection' of 'Data' is important, and furthermore, the'Acceptance' of this approach by citizens is necessary; it is also
necessary to consider the transportation modes or city as an'Ecosystem'.
(2) Summary of the Plenary Session Discussion on Service andBusiness Implementation
At the ITS European Congress, information was collected
mainly from sessions that discussed the use of "automateddriving" for service uses (i.e. not for private use) such as public
transportation. The following is a summary of the main points
discussed in the Plenary Session and other sessions.
1) Sustainability
As the theme of the ITS European Congress suggests, of all
the social issues in Europe today, sustainability receives themost interest. In the Plenary Session, a speech by a representativeof the European Parliament declared that digitalization andsustainability must be proceeded urgently and the mobility
sector must also provide smarter solutions.
2) Utilization of urban space
The conference also discussed the utilization of urban space.
For example, based on the experiences under the COVID-19
pandemic over the past several years, how people maintaindistance from each other, as well as their opportunities to use
and stance towards public transportation have changed
significantly. Also, new personal mobility devices such ase-scooters have recently appeared and how to adapt them to258

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﻿9) Service and Business Implementation

urban spaces is an issue. In addition, discussions have begun inEurope regarding the use of urban air space with an eye toward
the commercialization of drones and other flying mobility
services.
3) Mobility as a Service (MaaS)
MaaS, which is a cross between ITS and digitalization,
expands the possibilities of multimodal services and is also
highly anticipated in Europe. The Plenary Session discussed
how multimodality is indispensable for sustainability and is the
only way to achieve it. Harmonization and collaboration werementioned as keywords for the development of MaaS, and in
addition, the transparency of the framework and accessibility
that considers all people, including women and people withdisabilities, were also mentioned.

3.2. ARTS (Automated Road Transportation Symposium) 2022
(1) Overview of the Symposium
ARTS2022 was held from July 18 to 21, 2022, in Garden
Grove, California, U.S.A. The overall size of the conference was
reduced from the previous conference held as the Automated
Vehicles Symposium (AVS) three years ago. Specifically, thenumber of sessions was reduced, each session was made longer(with an emphasis on interactive discussion), anddemonstrations and the poster space were eliminated.

accessible boarding and alighting technologies (lifts and ramps).

4

Conclusion

As the movement toward the social implementation of
automated driving accelerates, as a hint for service and business
implementation and business models, it is necessary not only tofocus on automated driving technology and automated driving
services alone, but also to clarify the social issues that require
automated driving services, such as sustainability and traffic
safety, as well as the needs related to the necessity of automateddriving, and each region demands the creation of models thatare aware of the linkage with other mobility services and various
policies (environment, welfare, and other urban planning)
within the city.

[References]
(1) SIP-adus Workshop 2021 Website, https://en.sip-adus.go.jp/evt/workshop2021/,(accessed on 2nd November 2022)(2) SIP-adus Workshop 2022 Website, https://en.sip-adus.go.jp/evt/workshop2022/,(accessed on 2nd November 2022)[Contacts]
Mitsubishi Research Institute, Inc., Smart Region Division, 10-3, Nagatacho
2-chome, Chiyoda-ku, Tokyo 100-8141, 03-6858-0241, Contact: Yurie TOYAMA(2) 
Summary of the Discussion on Service and Business
Implementation
The theme of the ITS Europe Congress was "Sustainable,"and most of the discussions started with an awareness of theissue of the environmental impact of mobility, and there wasactive discussion on using multimodal in order to reduce theenvironmental impact, reducing the dependence on private caruse, and promoting the use of data to make these possible. On
the other hand, at this year's ARTS held in the U.S., the sense ofcrisis over environmental issues was not so much in theforeground, and it was symbolic that discussions on automateddriving were conducted from the aspect of other social issues
that the U.S. is facing, such as the increase in the number oftraffic deaths, international competitiveness, and addressing
equity.
Future investment and policy making in the transportation
sector based on the Infrastructure Investment and Jobs Act(IIJA) enacted by the Biden administration were also mentioned
in various discussions.
In the U.S., various tests of automated driving services arebeing conducted.
Accessibility has also become an important perspective
during development, as the USDOT Federal Transit Authorityemphasizes accessibility and has declared the application of theAmerican Disabilities Act to automated driving services, andlocal government initiatives have also included wheelchairSIP 2nd Phase: Automated Driving for Universal Services - Final Results Report (2018-2022)

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