## 5 Evaluation of the Use of Assessment Templates
### ADS Feature and ODD Under Evaluation  
The evaluation centres on a highly automated freight vehicle in a dedicated urban area (Figure 6). The vehicle aims for SAE level 4 automation [1], indicating it can perform all driving tasks under certain conditions without human intervention. Additionally, the vehicle is equipped with remote-assistance functionality, allowing for human oversight and intervention remotely, which is essential for addressing scenarios beyond the capabilities of the automated system or during transitions between automated and manual control. It involves automated freight transport within a controlled environment, specifically for potentially uncrewed vehicles. Design options include vehicles with or without a driver's cab, focusing on lower speeds for fuel efficiency.  
As depicted in Figure 5, the input is the safety objectives, function description, and intended ODD. The ADS features describe the system utilised, including the functions of remote-assistance automated-vehicle features and the infrastructure deployed within the trial environment.  
The safety objectives align with the guidelines outlined by the Swedish Transport Agency (TSFS 2022:82 [42]), emphasising including a traffic safety analysis and an independent risk assessment in all exemption applications. These safety objectives ensure that the evaluation process addresses and fulfils the requirements for risk assessment, guaranteeing the safety and reliability of testing the automated freight transport system on public roads. They serve as representative surrogates for the envisioned safety objectives of future type approval.  
A potential site for conducting the ADS feature trials has been identified in the urban traffic environment in Lindholmen, Gothenburg, Sweden. The intended route can be seen in Figure 6. The ODD is relevant to this specific ADS feature and can be generally described as a route encompassing parking lots and streets with parked cars on either or both sides. Traffic in the area generally operates at low speeds, with few vulnerable road users (VRUs) except during lunch and rush hour. VRUs are expected to walk and cycle throughout the area.  
* Road conditions: public urban roads going straight, at intersections, and at turns.
* Geographical area: Lindholmen, Sweden. Exact geographic site determined with Geofence.
* Environmental conditions: daylight, good visibility, no or light rain, and little or no water on the road surface.
* Velocities: speed restricted to lower ranges <15 km/h.
* Other constraints: conditions must be fulfilled for the safe operation.  
Figure 5: Schematic of selection process of assessment templates.  
To ensure that the trial operation of the vehicle maintains a traffic-safe environment, the assessment plan considers multiple aspects. These include adhering to regulatory requirements within the ODD, establishing safety and security objectives for remotely assisted automated functions, and ensuring seamless control transitions during operation.  
A geofence solution utilising a GNSS is a safety and cybersecurity mechanism used to mitigate vehicle-operating risks beyond the defined ODD. While geofencing is partially rooted in threat analysis, additional cybersecurity assessments currently fall beyond the scope of this study. Maintaining precise positioning within the ODD often supports the fulfilment of critical system safety and security requirements. This investigation primarily centres on KET's assessment guidance.  
Hence, the relevant assessment templates encompass V2X communication; its interdependencies with cybersecurity in the context of 5G connectivity; and its position within the broader assessment plan, particularly regarding geofencing.