The Second Phase of SIP - Automated Drivingfor Universal Services Final Results Report:

Introduction
The five-year efforts of the second phase of the SIP-adus (2018-2022) are summarized in the Final Results
Report. The structure and content of the chapters of this report are described below, and together with
the Mid-Term Results Report (SIP 2nd Phase: Automated Driving for Universal Services—Mid-Term
Results Report 2018–2020) published in 2021, we hope that this report will be of assistance to you in yourfuture research and development efforts.

Chapter

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

Chapter 1 describes the policy positioning of SIP andpromotion framework and the main achievements in the second
phase of SIP-adus, and summarizes the efforts of each ministry
and agency.
The Japanese government has set forth the goal of the realizationof Society 5.0 (Fig.1) in the Fifth Science and Technology Basic Plan,
and the Cross-ministerial Strategic Innovation Promotion Program(SIP) is positioned as a core program for the realization of Society 5.0.
Society 5.0 is defined as "a human-centered society that
achieves both economic development and solutions to social
issues through a system that achieves a high level of integrationof cyberspace (virtual environment) and physical space (realspace)." In this context, automated driving is considered an
important theme for the realization of Society 5.0 because it isexpected to contribute to economic development through thecreation of new data industries such as those for road traffic
environment data and the expansion of the sensor market, andto solving social issues such as ensuring safe and secure meansof transportation. Following the first phase of SIP, the automateddriving was adopted as one of the subjects.
In the SIP-adus, taking advantage of its characteristics as anindustry-academia-government collaboration project, researchand development has focused on issues that should be addressedin coordinated industry efforts, such as the construction of digital
infrastructure, technological development to ensure safety,
standardization, and fostering public acceptance. (Fig.2)
We believe that we can contribute to the early realization of
an automated driving society by cooperating as an industry andcompeting in vehicle development.
Please refer to Chapter 1 "The Second Phase of SIPAutomated Driving for Universal Services" for the efforts of the
National Police Agency, the Digital Agency, the Ministry ofInternal Affairs and Communications, the Ministry of Economy,
Trade and Industry, the Road Bureau of the Ministry of Land,
Infrastructure, Transport and Tourism, and the Automobile
Bureau of the Ministry of Land, Infrastructure, Transport andTourism, which are the members of the Steering Committee of
the SIP-adus program.

Society 5.0, a new vision of society
Data linkage
Advanced integration of cyberspace(virtual environments) and physicalspace (real space)
Economic growth

Hunting
1.0

5.0

Solving social issues

2.0

Provide necessary goods and services to those
who need them when they need them,regardless of region, age, gender, language, or
ICT skills.

A people-centered society where people can lead
comfortable, vibrant, and high quality lives

4.0

Data

Agriculture

3.0

Industry

Fig.1: Society 5.0

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The Second Phase of SIP-Automated Driving for Universal Services Final Results Report <Introduction>

Automated driving

Realization of Society 5.0

Realization of a society in which all citizens can movearound safely and securely

Competition▷ Technological development
Building a digital infrastructure
Unification of data formats
Ensuring safety and cybersecurity
etc.
▷International cooperation and standardization▷Fostering public acceptance▷Regulatory reform and institutional
development

Cooperation

Fig.2: Technologies and issues in the cooperative area

Chapter

2 Establishment and Utilization of Traffic Environment Data

In order to realize advanced automated driving, it isnecessary to build and utilize a framework for road traffic
environment data, including high definition 3D map data for"localization" and route planning, traffic regulation information,
accident information, traffic congestion information, andtraffic signal information.
We call this database of road traffic environment data necessary
for automated driving a "Dynamic Map" and have organized it into
a concept stratified by four layers, as shown in Fig.3.
Dynamic Maps (automated driving
and driving safety support )
Link

Base

Dynamic data
ITS predictive information (e.g., vehicles in the vicinity, pedestrian
information, traffic signal information)
Semi-dynamic data
Accident information, traffic congestion information, traffic
regulation information, road construction information, narrow-area
weather information, etc.
Semi-static data
Scheduled traffic regulation information, scheduled road construction
information, wide-area weather forecast information, etc.
Static data
= High definition 3D map data
Road surface data, lane data, 3D structures, etc.

Competitive areas
Additional data
Shared (platform)
data
Cooperative areas

The first phase of SIP-adus

The second phase of SIP-adus

The ideal

Fig.3: Dynamic Maps

In the first phase of SIP-adus, we worked on the construction
and distribution of high definition 3D maps. Based on the resultsof this research, Dynamic Map Platform Co., Ltd. (DMP) wasestablished in 2017 and began distributing approximately 30,000
km of high definition 3D maps of exclusive motorway nationwide
in 2018. Subsequently, the world's first automated vehicle
equipped with these maps was launched, and the maps are also
being used by several automobile companies for their Advanced
Driving Assistant System.
In the second phase of SIP-adus, we worked on theestablishment of a mechanism for utilizing dynamic road traffic
environment data associated with these high definition 3D
maps. Based on the results of interviews with participants in
the FOTs (Field Operational Tests) in the Tokyo waterfrontarea, it was found that traffic signal information, merging lane
assistance information, lane-level traffic congestion tailinformation, emergency vehicle information, and rainfall
information were given high priority, so it was decided togenerate and distribute such information in conjunction withhigh definition 3D maps for verification purposes. (Fig.4)
The Tokyo waterfront area was selected to coincide with thePractical application ofRealization of Society 5.0(construction of CPS*)

advanced automated driving
Promoting the spread ofhigh definition 3D maps
through infrastructure
via lower costs
coordination
Visualization and social
Realization of advanced
application of road traffic
mobility and logistics
environment dataservices

Building a geospatial
information market

Establishment of a searchportal for geographic data
(MD communet)

Realization of safe andsmooth driving withpredictive information

Utilization of data held byother businesses
Private probe data collection andutilization

Development and construction of
Dynamic Map basic concept static
data

Construction of a mechanism
for dynamic data utilization(cooperative areas)

Establishment ofa static data
infrastructure
Large-scale FOTs of highdefinition 3D maps

Reduction in traffic
congestion by controlling
traffic flow

Roadside-to-vehicle
coordination, merging
support, etc.
Traffic signal
information provision

Accident reduction
using V2X
communication

Real-time distributionof regulatory data

Field operational tests (FOTs) in the Tokyo
waterfront area related to the distributionof road traffic environment data
-2018

-2022

CPS*: cyber phisical system
Fig.4: Road Traffic Environment Data Roadmap

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Tokyo 2020 Olympic and Paralympic Games, and SIP-adus
prepared and distributed the equipment to receive thisinformation in order to create the experiment environment andto invite a wide range of participants. As a result, a total of 29
organizations, including domestic and foreign automobile
companies, suppliers, startup companies, and universities,
participated in the experiment. They evaluated the effectiveness,accuracy, and format of the dynamic data and validated thesafety of the automated vehicles developed by each organization.
V2I (Vehicle to Infrastructure) and V2N (Vehicle to
Network) were selected as the communication methods,
depending on the data to be distributed. The experimentshowed that V2I is on track for practical application in traffic
signal information distribution, and that V2N has big potential
for road traffic environment data distribution. These results will
be applied to the Ministry of Economy, Trade and Industry and
Ministry of Land, Infrastructure and Transport project RoAD
to the L4, and the V2I facilities for SPaT (Signal Phase andTiming) information distribution in Odaiba will be used for"Construction of smart mobility platform" for the next-phase
SIP.
The details of The FOTs in the Tokyo waterfront area andthe efforts made to build a road traffic environment data
framework are summarized in Chapter 2 (1) "Technological
Development Concerning the Generation of Traffic
Environment Data". (Fig.5)
Based on the results of the FOTs in the Tokyo waterfront

ChapterTokyo Waterfront City area
 SPaT information (V2I & V2N)
 Emergency vehicle information (V2N)

Haneda Airport area
 SPaT information (V2I) Magnetic marker routes
 Temporary bus stops, dedicated lanes, etc.

Metropolitan Expressway that connects
Haneda Airport and Waterfront City area, etc.
 Merging lane assistance information (V2I) Lane-level traffic congestion tail information (V2N)
 Rainfall data (V2N)

Fig.5: The FOTs in the Tokyo waterfront area

area, the automotive and telecommunications industries jointly
discussed new communication methods for the future, andworked on the creation of a Roadmap of V2X Communication
Methods for Cooperative Driving Automation. In addition,
research was conducted to solve issues that will arise when V2N
becomes widely used in the future, such as communications
traffic.
These studies on communication methods for cooperative
automated driving are summarized in Chapter 2 (2)"Technological Development Concerning the Transmission of
Traffic Environment Data".

3 Ensuring the Safety of Automated Driving

The biggest challenge in automated driving is ensuringsafety. To mitigate anxiety and fears associated with a systembeing in charge of automated driving, and to clarify
responsibility in the event of accidents, it is necessary to provesafety. The SIP-adus regards FOTs on public roads as animportant means of verifying safety, and has thus promoted theFOTs in the Tokyo waterfront area.
On the other hand, safety verification requires evaluation
under hazardous conditions that simulate accidents, and it is
not possible to cover all of these issues with FOTs on publicroads alone. For this reason, in the second phase of SIP-adus, an
all-Japan team worked to construct a simulation environmentthat is highly consistent with the real environment and thatenables the evaluation of sensor performance, which isimportant for automated vehicles. (Fig.6)
The simulation platform developed by the DIVPⓇ(Driving Intelligence Validation Platform) Consortium has
been commercialized, and V-Drive Technologies (a wholly
owned subsidiary of BIPROGY) began sales to the public in
September 2022.
DIVP is also working to improve the accuracy and usability
as a safety assurance tool in collaboration with the AD-URBAN
project by Kanazawa University and others, as well as with thesafety assurance project SAKURA by the Ministry of Economy,
Trade and Industry to develop safety assurance methods. These
efforts of DIVP and AD-URBAN are described in Chapter 3,"Ensuring the Safety of Automated Driving."
Cyberattacks are another critical safety threat to automatedReal Vehicle Test
Public Road

Virtual Test
SILS/MILS (Software in
the Loop/Model in the Loop)

Proving Ground
Cibbect

HILS(Hardware in the Loop)
Camera

Radar

LiDAR

Cibbect

VILS(Vehicle in the Loop)

Highly Consistent Sensor Model
Fig.6: DIVP project

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The Second Phase of SIP-Automated Driving for Universal Services Final Results Report <Introduction>

vehicles, which obtain the road traffic environment data via
external communications while driving. Cyberattack methods
are becoming more sophisticated year by year, and it isnecessary to respond to their evolution.
In the second phase of SIP-adus, we worked on the researchand development of measures against new cyberattack methods
that are discovered after the vehicles are put on the market.
We worked on the "Formulation of Evaluation Guidelines
for Intrusion Detection Systems (IDS)" in collaboration with
JASPAR and on "Research on the Collection and Sharing ofThreat Information for Connected Car" in collaboration with

Chapter

4 A Society with Automated Driving

SIP-adus is a program that aims to solve social issues byengaging in everything "from basic research to practicalapplication and commercialization."
In depopulated areas in Japan, public transportation
systems are being phased out due to declining profitability, andthe elderly and other residents are facing an urgent need tosecure means of transportation. As a consequence, it isimportant to achieve mobility services with automated driving
as soon as possible.
For this reason, in the second phase of SIP-adus, wepartnered with several local promotional organizations andmunicipalities to conduct long-term FOTs using a vehicle thathas been modified from a golf cart using electromagnetic guidewires. As a result, services that meet local needs began at fourMichi-no-Eki roadside stations (Kamikoani Village, Akita
Prefecture; Higashiomi City, Shiga Prefecture; Iinan Town,
Shimane Prefecture; and Miyama City, Fukuoka Prefecture),
and are still being operated continuously. (Fig.7) Furthermore,
based on the operational know-how from these areas, animplementation manual has been prepared and efforts arebeing made to expand the service to other areas.
These efforts are introduced in Chapter 4 (1), "AutomatedDriving Mobility Services in Regional Communities"
In order to promote the widespread use of automated driving,
we believe it is necessary to promote a correct understanding of
automated driving, to present concrete advantages anddisadvantages, and to quantify various impacts (influences).

Chapter

J-Auto-ISAC. The results were transferred to the respective
organizations.
To ensure safety, it is necessary to supplement not only the
hardware but also the soft aspects, including safety education
for users and communication with traffic participants. Theseissues have been addressed through industry-academia
collaboration, in conjunction with FOTs of mobility services inrural areas.
These safety-related efforts are also described in Chapter 3,"Ensuring the Safety of Automated Driving."

For this reason, in the second phase of SIP-adus, a largescale questionnaire survey was conducted every year as a meansof gaining a fixed-point observation of public acceptance.
Efforts were made to develop methods for estimating theFig.7: Mobility services in Kamikoani Village,
Akita Prefecture

accident reduction effects and social and economic impacts ofautomated driving.
In addition, a long-term strategy was formulated to foster
public acceptance, and information was actively disseminatedto various stakeholders. These efforts are summarized in
Chapter 4 (2) "Public Acceptance of Automated Driving."

5 Data Connection and Use to Achieve Society 5.0

As shown above, the SIP-adus has been working on theconstruction and utilization of geographic data, including
Dynamic Maps. At the same time, Society 5.0 aims to realize acyber-physical space that includes not only automated driving
but also data coordination with other fields.
In the second phase of SIP-adus, "MD communetⓇ" waslaunched in the spring of 2021 to promote the coordination andutilization of various geographic data held by the governmentand companies, and to establish a searchable portal site thatgives a catalog showing the location and format of data andprovides matching opportunities. (Fig.8) The number ofcompanies that have agreed with the mission and become
members has increased, and NTT DATA plans to continue tooperate this project after the completion of the second phase of
SIP-adus. This initiative and an app contest to promote datautilization are showcased in Chapter 5, "Data Connection and
Use to Achieve Society 5.0".

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Taxis

Business
matching
Automated driving
Cataloglisting/search

MaaS

Needs/seeds
registration

Communications

Logistics/
transportation
Information surrounding the road environment

Matching
supportAggregate catalog data on portal site

Fig.8: MD communet®

Chapter

6 Promoting International Cooperation

The SIP-adus has focused on international collaboration
since its inception in the first phase. Since the second phase, wehave strengthened cooperation with standardization
organizations in Japan, and we have also actively built a network
focusing on Japanese-German and Japanese-EU cooperation
by appointing an "International Cooperation Coordinator" as acontact point for international cooperation.
In addition, Dynamic Maps, human factors, safety

Chapter

7 Other Achievements and Activities

As explained so far, the SIP-adus has tackled a wide range ofthemes, and measures not included in this Final Results Reportor themes included only in the Mid-Term Report are introducedin Chapter 7, "Other Achievements and Activities" due to space
limitations. As described Chapter 4 "Public Acceptance ofAutomated Driving", we conducted a wide range of activities

Chapter

assurance, connected vehicles, cybersecurity, socio-economic
impact, and the promotion of service implementation havebeen designated as priority themes for international
cooperation, and the theme leaders have taken the lead inpromoting international cooperation activities, including the
SIP-adus1 Workshop. These activities are summarized in
Chapter 6, "Promotion of International Cooperation."for PR, creating a website and another as SIIP-café (a web
community for thinking about an automated driving society).
How the contents of these websites will be remained after thesecond phase of SIP-adus conclusion is also mentioned in
Chapter 7 "Other Achievements and Activities".

8 Conclusion and Outcomes through SIP-adus to be Inherited

When we include the first phase, the SIP-adus has been in
operation for nine years, and in this time various collaborationsin the area of automated driving have seen progress. The
following is a review of the management innovations that havebeen developed through trial and error during this period. On
the other hand, there is still a long way to go toward therealization of automated driving, and research and development
will continue in the future. We would like to share with you
messages from representatives of the RoAD to the L4 project by
the Ministry of Economy, Trade and Industry and the Ministryof Land, Infrastructure, Transport and Tourism, which is
ongoing with the goal of Level 4 automated driving, the next
step in automated driving, while continuing to build upon theachievements of the SIP-adus program, and from the next SIP
Secretariat, which will start in FY2023. A summary by the

program director is also given in Chapter 8, "Conclusion andOutcomes through SIP-adus to be Inherited".

1 SIP-adus is an acronym for SIP Automated Driving for Universal Services

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