ISO 37168:2022
(Main)Smart community infrastructures — Guidance on smart transportation by Electric, Connected and Autonomous Vehicles (eCAVs) and its application to on-demand responsive passenger services with shared vehicles
Smart community infrastructures — Guidance on smart transportation by Electric, Connected and Autonomous Vehicles (eCAVs) and its application to on-demand responsive passenger services with shared vehicles
This document provides guidance on the staged implementation of Electric, Connected and Autonomous Vehicle (eCAV) passenger and delivery services, with a special focus on on-demand responsive passenger services with shared vehicles. This document aims to accelerate innovation and deliver smart transportation by eCAV, in and between cities. Note 1 to entry: This document does not designate the technical details of eCAVs, including pods, which are Low-Speed Autonomous Transport System (L-SAT) vehicles. These technical details are provided by ISO 22737. Note 2 to entry: This document targets on-demand responsive passenger services with shared vehicles. ISO 37181 also mentions the advantages of eCAV applications to public transportation.
Infrastructures urbaines intelligentes — Recommandations relatives au transport intelligent par véhicules électriques, connectés et autonomes et application aux services de transport de passagers à la demande avec des véhicules partagés
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INTERNATIONAL ISO
STANDARD 37168
First edition
2022-06
Smart community infrastructures —
Guidance on smart transportation by
Electric, Connected and Autonomous
Vehicles (eCAVs) and its application
to on-demand responsive passenger
services with shared vehicles
Infrastructures urbaines intelligentes — Recommandations relatives
au transport intelligent par véhicules électriques, connectés et
autonomes et application aux services de transport de passagers à la
demande avec des véhicules partagés
Reference number
ISO 37168:2022(E)
© ISO 2022
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ISO 37168:2022(E)
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© ISO 2022
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ISO 37168:2022(E)
Contents Page
Foreword .iv
Introduction .v
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Common considerations for smart transportation by autonomous buses .1
4.1 Goals of smart transportation . 1
4.2 Basic characteristics of eCAVs . 2
4.3 eCAV as integrated intelligent mobility . 3
4.3.1 General . 3
4.3.2 Examples of development of autonomous technologies . 3
4.3.3 Framework of four features . 3
4.4 Key considerations . 4
4.4.1 General . 4
4.4.2 Role of transport authorities . 4
4.4.3 Legal and regulatory framework . . 4
4.4.4 Service typology . 5
4.4.5 Public engagement and the dissemination of findings . 5
4.5 Applicable city issues and expected advantages . 6
4.6 Service issues and challenges . 7
5 Technical requirements for adoption of eCAV transportation. 7
5.1 Target operating environments . 7
5.2 Technical objectives . 7
5.3 Technical prerequisites . 9
5.4 Procedure to adopt smart transportation . 10
5.5 Continuous oversight and governance . 11
6 Quality maintenance of smart transportation by autonomous buses .11
6.1 General . 11
6.2 Parameters to be observed. 11
7 Long-term arrangements for the accommodation of smart transportation by
autonomous buses .12
Annex A (informative) Interventions needed to make contextual features fit for eCAV
services .13
Bibliography .14
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ISO 37168:2022(E)
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out
through ISO technical committees. Each member body interested in a subject for which a technical
committee has been established has the right to be represented on that committee. International
organizations, governmental and non-governmental, in liaison with ISO, also take part in the work.
ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are
described in the ISO/IEC Directives, Part 1. In particular, the different approval criteria needed for the
different types of ISO documents should be noted. This document was drafted in accordance with the
editorial rules of the ISO/IEC Directives, Part 2 (see www.iso.org/directives).
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of
any patent rights identified during the development of the document will be in the Introduction and/or
on the ISO list of patent declarations received (see www.iso.org/patents).
Any trade name used in this document is information given for the convenience of users and does not
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expressions related to conformity assessment, as well as information about ISO's adherence to
the World Trade Organization (WTO) principles in the Technical Barriers to Trade (TBT), see
www.iso.org/iso/foreword.html.
This document was prepared by Technical Committee ISO/TC 268, Sustainable cities and communities,
Subcommittee SC 2, Sustainable cities and communities - Sustainable mobility and transportation.
Any feedback or questions on this document should be directed to the user’s national standards body. A
complete listing of these bodies can be found at www.iso.org/members.html.
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ISO 37168:2022(E)
Introduction
Public transport using Electric, Connected and Autonomous Vehicles (eCAVs) will be a solution to a
range of problems, including passenger need for flexible, demand-responsive transport options and a
shortage of drivers in ageing societies.
5G cellular and WLAN technologies provide the necessary vehicle-to-network (V2N), vehicle-to-vehicle
(V2V) and vehicle-to-infrastructure (V2I) communications that assist the navigation of autonomous
buses.
However, autonomous buses that are wirelessly connected and driverless also address key
environmental and road safety considerations in busy and polluted urban areas and therefore are likely
to have a significant role in a future transport system. In particular, they can:
— provide comfortable and convenient transport for everyone, especially the young, elderly and
disabled;
— reduce congestion and time lost to slow moving traffic, increasing efficiency;
— manage travel demand, relieve parking and optimise the use of road space;
— reduce carbon emissions, pollution and noise in and between cities, promoting health and well-
being;
— make cities more attractive and productive places, able to grow sustainably.
Technology that supports small autonomous vehicles such as pods, one of the Low-Speed Autonomous
Transport Systems (L-SATS), for intra-city passenger transport also lends itself to local delivery
services. Autonomous delivery pods are designed to carry parcels, groceries and food, making local
distribution faster and more cost-efficient.
Key obstacles to the introduction of autonomous bus and delivery pod services include the ability to
introduce autonomous vehicles among regular bus services and manually driven vehicles. Therefore,
many autonomous experiments have been increasingly sophisticated bus services on fixed, short routes
around safe, off- and on-road spaces.
While trials and pilot schemes exist, they have not been at a scale that really demonstrates the extent to
which eCAVs can form the basis of a genuine public transport service.
Nevertheless, a strategic city focus plus open innovation should form the basis of intelligent demand-
responsive mobility that offers seamless journeys across multi-modal travel options that include
autonomous buses. Key advantages of such transport systems, include:
— adaptability, i.e. eCAVs fit the environment and travel needs of passengers;
— flexible routing and demand responsive journeys;
— real-time information across transport infrastructures;
— city-scale functionality and integration;
— safer and more accessible public transportation.
Rapidly developing pilot projects on autonomous buses can serve the development of smart
transportation that helps reach these goals. This document aims to signpost the way towards these
goals and offer some focus for the collaborative development of international standards for autonomous
public transport services.
ISO Guide 82 has been taken into account in the development of this document with regards to
addressing sustainability issues.
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INTERNATIONAL STANDARD ISO 37168:2022(E)
Smart community infrastructures — Guidance on smart
transportation by Electric, Connected and Autonomous
Vehicles (eCAVs) and its application to on-demand
responsive passenger services with shared vehicles
1 Scope
This document provides guidance on the staged implementation of Electric, Connected and Autonomous
Vehicle (eCAV) passenger and delivery services, with a special focus on on-demand responsive
passenger services with shared vehicles. This document aims to accelerate innovation and deliver
smart transportation by eCAV, in and between cities.
Note 1 to entry This document does not designate the technical details of eCAVs, including pods, which are Low-
Speed Autonomous Transport System (L-SAT) vehicles. These technical details are provided by ISO 22737.
Note 2 to entry This document targets on-demand responsive passenger services with shared vehicles.
ISO 37181 also mentions the advantages of eCAV applications to public transportation.
2 Normative references
There are no normative references in this document.
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https:// www .iso .org/ obp
— IEC Electropedia: available at https:// www .electropedia .org/
3.1
autonomous bus
shared vehicle used for public transport services for passengers provided by Electric, Connected and
Autonomous Vehicles (eCAVs)
Note 1 to entry: A taxi vehicle is hired and can, if local regulations permit, be shared by different passenger
groups. In contrast, a bus vehicle is shared and can be chartered.
Note 2 to entry: A pod, which is a Low-Speed Autonomous Transport System (L-SAT) vehicle and is characterized
by being a small vehicle with low capacity, autonomously transports passengers in different or the same groups
and delivers items. Thus, a pod is a bus vehicle.
4 Common considerations for smart transportation by autonomous buses
4.1 Goals of smart transportation
Automobile transportation is on the cusp of the biggest revolution in public roads since the advent
of the internal combustion engine. eCAVs will spearhead the development of radically new mobility
services. Vehicle-to-everything connectivity improves road safety, enables collaboration between CAVs
and allows authorities to orchestrate traffic flow in real time via wireless connectivity with strict
assurance for security and privacy.
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ISO 37168:2022(E)
This vision of ubiquitous autonomous public transport services requires fully fledged autonomous
driving technologies and legal frameworks that are still years away.
However, in the meantime, there is a demand for a set of guidelines and standard approaches:
— to enable both the commercial development and public deployment of eCAVs;
— to provide a policy framework for the provision of tailored and on-demand responsive transportation
services using eCAVs;
— to establish broad use cases for eCAVs such as:
— low speed urban transit;
NOTE eCAV is one suitable vehicle that is adaptable to smart transportation for compact cities
designated in ISO 37157.
— intercity transfers;
— tailored transport solutions to suit the needs of the young, elderly and people with disabilities
and special needs;
— to promote optimal and efficient public transport and delivery services through the shared use of
eCAVs that can act in either a conventional mode, such as scheduled bus and freight services, or a
demand-responsive mode, such as taxis and couriers;
— to understand the roles and responsibilities of transport authorities in the planning and development
of eCAVs;
— to focus on control systems necessary for eCAV services, including the exchange and interoperability
of shared vehicle and passenger data;
— to accelerate the development and integration of supporting digital and physical infrastructures;
— to assure approaches to passenger and pedestrian safety and the security of personal data and build
public trust;
— to offer an overview of recent developments;
— to shape and influence testing to ensure that trials also complement other key objectives of city
transport strategies, such as active travel and greater reliance upon public and shared transport.
Smart transportation aims to satisfy the following United Nations Sustainable Development Goals (UN
SDGs): goal 3 “Good Health and Well-being”, goal 7 “Affordable and Clean Energy”, goal 8 “Decent Work
and Economic Growth”, goal 9 “Industry, Innovation and Infrastructure”, goal 11 “Sustainable Cities
and Communities”, goal 12 “Responsible Consumption and Production”, goal 13 “Climate Change” and
goal 15 “Life on Land”.
4.2 Basic characteristics of eCAVs
eCAV services take many forms:
— large vehicles (conventionally sized buses);
— smaller vehicles for typically 6 to 14 passengers;
— urban pods for 2 to 6 passengers for intracity transit in compact cities and centres;
— autonomous saloon cars for intercity transit (e.g. provision of snacks and drinks for long distance
travel, sightseeing);
— eCAV freight that has a particular application in compact urban centres;
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ISO 37168:2022(E)
— small-delivery vehicles, designed for pavements and home delivery.
A critical aim of autonomous buses is the ability to offer an on-demand responsive passenger service
in dense urban spaces, while larger intercity buses can continue providing a scheduled service.
Autonomous public transport in urban spaces is in its very early stages of development. Therefore, to
shape the implementation and the transformative impact upon urban life, deep engagement with all
relevant transport stakeholders, citizens and passengers should be a priority.
Much collaborative discussion and public engagement will be required to understand the future of road
design, traffic management and the adaptation of the rules of the road that would support the adoption
of autonomous bus services. It is important to take account of new autonomous technologies and
develop user-friendly interaction with the public, leading to trust and acceptance among passengers.
4.3 eCAV as integrated intelligent mobility
4.3.1 General
eCAVs combine three key characteristics that are driverless, electric-powered and remotely connected.
These characteristics reflect critical changes ongoing in the automobile market. Cars are increasingly
connected for purposes of geo-positioning, navigation and the monitoring of driving quality. Responding
to public concern about air quality, particularly in urban environments, vehicles are increasingly
electric powered. And while not yet a consumer trend, around the world much work and investment
support the development of autonomous and robotic technologies that drive vehicles autonomously.
4.3.2 Examples of development of autonomous technologies
4.3.2.1 Pods in Milton Keynes, UK
As part of the UK autodrive project, self-driving pods have been undergoing trials on pavements in
Milton Keynes. The Milton Keynes Council has been working to test out a new first/last mile transport
solution for local people, shoppers and visitors to the city.
The pods can travel up to 24 km per hour and last up to 100 km off one charge, operating in the city
centre from the central railway station. There are plans for the pods to continue to operate in the city,
with a service being offered to residents.
4.3.2.2 Driverless taxi service
What autonomous taxi services have demonstrated is the potential for this technology to develop into
a public transport service. This can enable first and last mile mobility options that can help people
move around for their business in an efficient and safe way with improved travel options for those who
cannot drive or can find it difficult to either use regular buses, cycle or walk.
4.3.3 Framework of four features
These trials bring together the electric, connected and driverless characteristics, but they also have to
take into account the context in which they must operate. That framework consists of four features:
human behaviour, vehicle requirements, digital infrastructure, and the design and state of roads.
The interventions needed to make these contextual features fit for eCAV services are indicated in
Figure A.1, and cover:
— data management and exchange, which are central to the connected characteristic, and relevant to
human behaviour and digital infrastructure;
— establishing the mobile connectivity and a suitable operating environment, which are relevant to
the road and digital infrastructure;
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ISO 37168:2022(E)
— the safe operation and insurance of vehicles bring together aspects of human behaviour and
technical vehicle safety of eCAVs.
Therefore, relevant interventions can include rules on:
— personal data protection and privacy;
— security standards on the exchange of data;
— ensuring sufficient fibre backhaul networks to support the edge computing and IoT roadside
infrastructures;
— safety standards for autonomous buses and the insurance and liability rules underpinning their
services.
Putting in place the right interventions that address the context in which eCAV services operate should
support the public and commercial development of autonomous buses and public acceptance of this
paradigm shift in urban mobility.
4.4 Key considerations
4.4.1 General
For the development and trials of eCAV transportation services in an actual city, key considerations
include the role of transport authorities, legal and regulatory frameworks and service typologies.
4.4.2 Role of transport authorities
Governments (e.g. city, state, nation) are often the providers of ‘infrastructure’ and facilitator of trials,
particularly when it comes to granting permissions and licenses for eCAV activities and installations.
The development and operation of vehicles is driven largely by industry and technology, often in
collaboration with centres of research and expertise, such as universities with specialities in robotics
and artificial intelligence.
Universities also provide objective impact assessments and technical and non-technical advice based
upon a pool of expertise and experience, for example, simulating eCAV impacts on existing transport
networks.
The collaborative research and development between industry and universities also supports the
development of business cases and implementation plans.
There will be a critical role for transport authorities to guide and lead the development of autonomous
public transport:
— to be up to date and engaged in all trial activities;
— to provide assurance with regards to safety and testing;
— to shape development of eCAVs to complement other urban transport policy objectives.
Fiscal measures and tax incentives can be offered by governments to encourage research and
development and make viable the production of eCAVs for public transport.
4.4.3 Legal and regulatory framework
Essential elements of the legal regulatory requirements are insurance and liability issues, especially
who is liable for an accident involving an eCAV and what are the ‘meet and greet’ rules of the road.
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ISO 37168:2022(E)
Common and consistent rules of the road are necessary to enable the widespread commercial
development and adoption of services:
— the legal framework for autonomous public transport should be consistent everywhere albeit
developed to take account of different terrains and environments and applied technologies in
different places;
— regulators and testing organisations need to ensure vehicles are road legal and insured;
— a suitably trained and licenced test driver or test operator should supervise the vehicle at all times
and be able to over-ride automated operation if necessary.
4.4.4 Service typology
Services morph and grow over time as a result of innovation and passenger preferences, however, in the
short-term, services that are likely to develop include:
— testing, maintenance and repair facilities
— safe spaces in which to develop and test vehicles;
— autonomous bus services
NOTE ISO 37154 describes passenger services provided by smart transportation in a general meaning.
— fixed short routes, e.g. last mile journeys into and out of urban centres that can be scheduled or
demand responsive;
— autonomous, shared, demand-responsive, safe and user-friendly passenger services
— hop on and hop off at designated points and times based upon algorithmic routes that respond
to passenger requests;
— intercity autonomous journeys
— faster scheduled vehicles between city pick up and drop off points, which connect with local
autonomous services;
— pods
— subscription-based services for small vehicles to pick up and drop off passengers at various
locations;
— autonomous taxi services
— on-demand transport services supported by a learning algorithm into which road data are fed.
4.4.5 Public engagement and the dissemination of findings
Dissemination of findings from the early adoption of eCAV services, along with public engagement,
is another key role that should be led by authorities related to or in charge of transportation, public
roads and city governments. They should work closely with private and public stakeholders in wider
communications to inform people about the introduction of such innovation.
eCAVs co-exist with conventional vehicles on public roads. This means that eCAVs are operated under
the current regulations and rules (e.g. highway codes, road traffic rules, traffic signs, signals and
facilities).
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ISO 37168:2022(E)
4.5 Applicable city issues and expected advantages
To promote the holistic planning and uptake of eCAV services, it is important to have a comprehensive
understanding of their long-term benefits and impacts. The benefits and impacts of autonomous bus
and delivery pod services are economic, environmental and social.
a) Economic impacts centre around convenient and available services that improve connectivity and
mobility in and between neighbourhoods. Such impacts include:
— encouraging visitors and inward investment;
— increasing transport efficiency;
— integrating traffic management;
— lowering transport costs;
— promoting tourism;
— resolving labour shortages;
— stimulating enterprise, innovation and new services.
NOTE eCAVs can also be utilised to provide mesh network to support the 5G-backbone network. This
would enhance the telecommunication services in the city, while at the same time rental creating revenues
for the eCAV operators.
b) Environmental impacts of eCAV services promote a cleaner less polluted local environment. Such
impacts include:
— improving air quality;
NOTE 1 eCAVs are driven with motors that are powered. If green energy is supplied as the power, eCAVs
realize perfect zero emission. ISO 37158:2019, Annex A describes the positive effectiveness of motor-driven
vehicles to the atmospherics environment.
NOTE 2 If the eCAV production chain is organized, it can mitigate negative impacts to the environment and
contributes thereto from another aspect.
— promoting green growth;
— reducing congestion;
NOTE 3 When almost all vehicles on public roads are replaced with eCAVs, no traffic congestion is expected,
theoretically.
— reducing noise.
c) Social benefits focus on inclusion and a more equitable spread of opportunities across diverse
populations, with better access to sites and places for learning, leisure, well-being and work. Such
benefits include:
— offering easier journeys;
— creating inclusive mobility for all;
— realizing healthier quality of life;
— providing quicker journeys;
— leading to quieter streets;
— securing safer roads;
— leading to cyber infrastructures.
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ISO 37168:2022(E)
4.6 Service issues and challenges
There is a range of service issues and challenges for city planners to consider, from public engagement
and education to collecting autonomous fares and managing and policing passenger behaviours in
eCAVs.
Another key area is designing streets to make them fit for autonomous buses including pods and
autonomous taxis. Road and kerbside space need to be managed flexibly to support multi-modal
transport options. The space needs to best facilitate the co-existence of eCAVs with other road users.
An important aspect of standardised approach
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