國際運(yùn)輸論壇ITF：2023為自動駕駛汽車準(zhǔn)備基礎(chǔ)設(shè)施報(bào)告（英文版）-92正式版-WN8

PreparingInfa?sr?us?re?orA?somasedVehiule?PreparingInfa?sr?us?re?orA?somasedVehiule?Re?earuhRepors2023TheInternationalTransportForumTheInternationalTransportForumisanintergovernmentalorganisationwith64membercountries.ItactsasathinktankfortransportpolicyandorganisestheAnnualSummitoftransportministers.ITFistheonlyglobalbodythatcoversalltransportmodes.TheITFispoliticallyautonomousandadministrativelyintegratedwiththeOrganisationforEconomicCo-operationandDevelopment(OECD).TheITFworksfortransportpoliciesthatimprovepeoples’lives.Ourmissionistofosteradeeperunderstandingoftheroleoftransportineconomicgrowth,environmentalsustainabilityandsocialinclusionandtoraisethepublicprofileoftransportpolicy.TheITForganisesglobaldialogueforbettertransport.Weactasaplatformfordiscussionandpre-negotiationofpolicyissuesacrossalltransportmodes.Weanalysetrends,shareknowledgeandpromoteexchangeamongtransportdecisionmakersandcivilsociety.TheITF’sAnnualSummitistheworld’slargestgatheringoftransportministersandtheleadingglobalplatformfordialogueontransportpolicy.TheMembersoftheForumare:Albania,Armenia,Argentina,Australia,Austria,Azerbaijan,Belarus,Belgium,BosniaandHerzegovina,Bulgaria,Cambodia,Canada,Chile,China(People’sRepublicof),Croatia,Colombia,CzechRepublic,Denmark,Estonia,Finland,France,Georgia,Germany,Greece,Hungary,Iceland,India,Ireland,Israel,Italy,Japan,Kazakhstan,Korea,Latvia,Liechtenstein,Lithuania,Luxembourg,Malta,Mexico,RepublicofMoldova,Mongolia,Montenegro,Morocco,theNetherlands,NewZealand,NorthMacedonia,Norway,Poland,Portugal,Romania,RussianFederation,Serbia,SlovakRepublic,Slovenia,Spain,Sweden,Switzerland,Tunisia,Türkiye,Ukraine,theUnitedArabEmirates,theUnitedKingdom,theUnitedStatesandUzbekistan.InternationalTransportForum2rueAndréPascalF-75775ParisCedex16contact@ITFResearchReportsITFResearchReportsarein-depthstudiesoftransportpolicyissuesofconcerntoITFmembercountries.TheypresentthefindingsofdedicatedITFWorkingGroups,whichbringtogetherinternationalexpertsoveraperiodofonetotwoyears,andarevettedbytheITFTransportResearchCommittee.Anyfindings,interpretationsandconclusionsexpressedhereinarethoseoftheauthorsanddonotnecessarilyreflecttheviewsoftheInternationalTransportForum,theOECDortheWorldBank.NeithertheOECD,theITF,theWorldBanknortheauthorsguaranteetheaccuracyofanydataorotherinformationcontainedinthispublicationandacceptnoresponsibilitywhatsoeverforanyconsequenceoftheiruse.Thisdocumentiswithoutprejudicetothestatusoforsovereigntyoveranyterritory,tothedelimitationofinternationalfrontiersandboundariesandtothenameofanyterritory,cityorarea.Citethisworkas:ITF(2023),PreparingInfrastructureforAutomatedVehicles,ITFResearchReport,OECDPublishing,Paris.ACKNOWLEDGEMENTSAcknowledgementsThisreportsetsoutthefindingsofanITFWorkingGroup,“PreparingTransportInfrastructureforAutonomousMobility”,whichmetremotelybetweenJuly2020andOctober2021.MichaelDnes(DepartmentforTransport,UnitedKingdom)andMartinRuss(AustriaTech,Austria)co-chairedtheWorkingGroup.MichaelDnesactedasprincipalauthorofthereport.MartinRuss,EetuPilli-SihvolaandAidaJoaquin-Acostaauthoredindividualchapters.EetuPilli-SihvolaandAidaJoaquin-AcostaalsochairedWorkingGroupsub-groups.AttheITF,KatjaSchechtnerandVeroniqueFeypellco-ordinatedtheWorkingGroup’sactivities,withadditionalhelpfromAsukaIto.DavidPratercopyeditedthereportwiththesupportofthechapterauthorsandco-ordinatedthepublicationprocess.TheITFwouldliketothankallmembersoftheWorkingGroupfortheircontributions.Inaddition,thankstothefollowingindividualsfortheirinsightfulcommentsduringtheresearchandreviewprocess:RamiroAlmeda(OptimusRide),FilipBallegeer(TomTom),MartinBurgat(TomTom);RyanChin(OptimusRide),OliverDroege(TomTom),GeorgeIvanov(Waymo),SarahOwen-Vandersluis(KPMG),HaiXiaoPan(TongjiUniversity),TimothyPapandreou(EmergingTransportA),BradTempletonandRichardThrelfall(KPMG).ThereporthasalsobenefitedfromanswerstoquestionnairescirculatedtogovernmentofficialsintheITFmembercountriesrepresentedintheWorkingGroup,interviewswithindustryrepresentatives,andcontributionsbymembersoftheUSDepartmentofTransportation.ThefollowingcountriesparticipatedinWorkingGroupactivities:Australia,Austria,Belgium,Canada,Finland,France,Germany,Japan,NewZealand,Norway,Poland,Singapore,Spain,Sweden,Switzerland,theUnitedKingdomandtheUnitedStates.ForalistofWorkingGroupparticipantsandtheiraffiliations,seetheAnnex.PREPARINGINFRASTRUCTUREFORAUTOMATEDVEHICLES?OECD/ITF20233FOREWORDForewordWhenautomatedvehicleswerefirstunveiled,theirpotentialtochangetheworldappearedobvious.Drivingisataskcarriedoutbybillionsofhumansdaily.Byhandingitovertomachinestherewaspotentialforatransformationoftransport–greatersafety,lessdrudgeryandbetteroutcomesforthecitiesandcountriesoftheworld.Furthermore,inthoseearlydaysofoptimismtherewasahopethattheriseoftechnologywouldbesofast,anditsdeploymentaroundtheworldsorapid,thatthisprocesswouldbealmosteffortlessforpolicymakersanddriversalike.Today,wehaveamorerealisticsenseofthepaceofprogress.Automatedvehiclesarenofantasy–theyexist,arebeingdeployedinagrowingrangeofcontexts,andarebecomingincreasinglymorecapableaseachyearpasses.Butthearrivalofthefullyautomated“Level5”vehiclenowappearsmanydecadesaway.Moremodestapplicationsofautomationseemlikelytodominatethenearfuture,deployedintheenvironmentsthataremostabletosupportthem.Thischangesthecalculusofautomationforindustryandpolicymakersalike.Forindustry,theinitialentryofautomatedvehicleswillneedtobeintegratedwithintheexistingroadnetwork.Mixedmodesofhumanandmachine-operatedsystemsimposechallengeswhichmustbeconsideredandmanagedfortheforeseeablefuture.Forpolicymakers,itisnolongerenoughtowaitpassivelyforautomatedvehiclestoappear.Whilebothgroupscontinuetoseegreatvalueinautomatedvehicles,realisingthisinvolveslookingatfamiliarinfrastructureinnewways.Since2020,17countrieshavecometogetherthroughtheITFtoexaminetheimplicationsofthisshift,andtoaskwhatimmediatestepscanbetakenbythosecountriesthatwishtoacceleratelocaldevelopments.Expertsfromaroundtheworldhavepooledtheirunderstandingofissuestodowiththephysicalroad,the“invisibleinfrastructure”thatsurroundsit(includingdigitalinfrastructure)andtheinstitutionalandlegalsystemsthatgovernwhatmayormaynotbepermittedtotakeplaceontheroad.Expertsandindustryrepresentativeshavegenerouslyhelpedtowidenthispicturefurther.Theircontributionshavestressedthepracticalandimmediatechallengestheymustovercomeandplanfornow,inordertomakeprogress,asopposedtoatsomeindefinitepointinthefuture.Thesedevelopmentssuggestthatthehistoricalremitsofinfrastructureoperatorswillnotmatchthedemandsofthefuture.Infrastructureoperatorswillneedtolearnnewskillsandunderstandtopicsunfamiliartotheclassicalroadwayinfrastructurecommunityinordertomaintainthestandardswecurrentlyexpectofthem.Thisreportsummarisesthefindingsofthiswork.Theactionssetouthereareintendedtobeimmediateandpractical,whileatthesametimerespectingdifferentinternationalapproachestoinfrastructuremanagement.Automatedvehiclesaresettobeagrowingpartofthetransportsystem.Whilethemultiplicityofconvergingemergingtechnologiesthatenableautomationinvehiclescontinuestoshiftastheyprogress,bycontinuallymaintainingourunderstandingoftheneedsofautomatedvehicleswecanspeedtheirarrivalandharnesstheirpowerforgood.MichaelDnesandMartinRuss,WorkingGroupCo-Chairs4PREPARINGINFRASTRUCTUREFORAUTOMATEDVEHICLES?OECD/ITF2023EXECUTIVESUMMARYExecutivesummaryBackgroundManyofthoseresponsiblefordevelopingandmanagingthetransportsystemremainenthusiasticaboutthepotentialforautomationtomakejourneysbetter,savelivesandstreamlinethemanagementoftheroadnetwork.Automatedvehicles(AVs)arebecomingmoreprevalentandmorecapable,andarelikelytobecomemorewidespreadinthedecadesahead.However,AVsrepresentasignificantdepartureforroadtransport.Untilnow,allvehicleshavebeenunderthecontrolofahumandriver.Thismeansthatexpectationsaboutperception,safetyrequirementsandlegalcompliancearealldesignedaroundhumanneedsandlimitations.AVsmayhavesubstantiallydifferentrequirementsandimplicationsfortheoperationofroadinfrastructure.This,inturn,mayrequireupdatingunderstandingofwhatinfrastructuremustdeliverinordertoservetheneedsofitsusers.Anydifferencecouldhavesignificantimplications.TheoperationofAVstodatehaslargelybeenwithinthecontextoftestingandpilotinginitiatives.DevelopersandtheirsponsorshavelimitedAVs’operationtoparticulargeographicalareaswithwell-definedtypesofroadsandfairlypredictableenvironments.Thishashelpedensurethattrialsleadtotherepeatedexperiencethatenablesthelearningandcontinualimprovementsessentialtotheabilitytounlockthebenefitsofautomation.Yetithasalsolimitedtheareawheredevelopersareconfidentofferingautomatedservices,limitingtheirreal-worldspread.WhilecurrentAVimplementationsaredesignedtooperatesafelywithinthecurrentinfrastructuredesignsandecosystem,therearealsoimportantquestionsaboutwhatkindsofinfrastructuremayenhancesafetycriticalfunctionsonceAVsarepresentonmoreoftheroadnetwork.ThesequestionsaremademorecomplexbythewayinwhichAVsarepartofaconnectedandintelligentsystemofsystems,whosearchitecturehasnotyetfullyemerged.Inthefaceofsuchchanges,maintainingcoherentoversightofthesafetyoftheroadnetworkbecomesmorecomplex.Toexplorethesequestions,andtoexaminethepotentialforimmediateactiontoaddresstheclearestneeds,thisreportexamineswhatkindsofsupportaremostindemandfromthreepolicy-makingareas:physicalinfrastructure,dataanddigitalinfrastructure,andinstitutionalframeworks.Whilemanystudieshavesoughttounderstandhowthelong-termfutureoftransportmaybeshapedbynewtechnology,thisreportfocusesonimmediateobstaclestodeploymentandtheextenttowhichgovernmentscanaddressthemthroughspecificactions.PREPARINGINFRASTRUCTUREFORAUTOMATEDVEHICLES?OECD/ITF20237EXECUTIVESUMMARYMainfindingsProgresstodateinadoptingAVsonpublicroadshasbeenslowerthanoriginallyexpectedinmostcountries,butAVsalreadyexistandwillbecomemorewidespreadoverthe2020sandbeyond.KeyquestionsforpolicymakersregardinginfrastructurethereforerelatenottowhetherAVswillbeadopted,butwhere

theycanbeused.Conventionalthinkingviewsthecapabilitiesofanautomatedvehicleintermsofthetechnologyonboardbutavehicle’ssurroundingsplayanequallyimportantpart.InfrastructureisacrucialpartoftheoperatingenvironmentofanyAV,andpartlydetermineswhereandhowitcanfunction.Inthenearterm,itiscertainthatAVswillneedtouseroadsastheyexisttoday.However,policymakersshouldprepareforafuturethatoptimisestheintegrationofAVsinthewidersystem,andtakeacross-cuttingapproachthatviewsthetransportationsystemofthefutureasanintegratedsystemofsystems.Therearealsoanumberofother“invisibleinfrastructures”suchasdata,digitalconnectivityandinstitutionalorlegalfactors,allofwhichmayevolvetoplayacriticalroleinsupportingtheoperationsofautomatedvehicles.AsrecentworkbytheUSDepartmentofTransportationontheanalogousconceptof“digitalinfrastructure”hasshown,thereal-worldoperationsofthesedifferentelementsmeanthatitishardtoassessanyoftheminisolation.Actionbypolicymakerstoaddressthesedifferenttypesofinfrastructureinaco-ordinatedwaycanmaketheircountriesmoreattractiveforthedevelopmentandarrivalofAVs.Thisreportfindsthattheseinvisibleinfrastructuresofferthegreatestopportunitiesfornear-termaction,principallyduetotheiradaptablenature.Theirabilitytoproducehigh-valueoutcomeswithouttheneedformajorconstructionmeanstheyoffermorepotentialthanchangestothephysicalroadnetworkitself.Simultaneously,ifAVsincreasetheimportanceofsometypes,featuresorcapabilitiesofinfrastructure,thischallengestheestablishedwayinwhichroadsaremanaged.Dataconnectivity,mappingandreal-timedatabecomesignificantlymoreimportantinmaintainingthequalityandsafetyofroads.Theexistingskillsofinfrastructureoperatorsdonotalwayscovertheseareas,andinsomecasesthesenewelementsofinfrastructuremaybethoughttobetheresponsibilityofotherbodies.TheintroductionofAVsdoesnotrelieveinfrastructureoperatorsofcurrentresponsibilitiesorlessentheneedtoserveexistingusers,butpolicymakingmustevolveinordertoremaineffective.AVswillbeaglobaltechnology.Asaresult,solutionswhichco-operateacrossborderswillbemoreeffectivethanpurelynationalresponsestochallenges.Thisisespeciallytruewithevidenceonsafety:confidenceaboutwhatisandisnotsafewillhingeonavolumeofdatathatisfareasiertogatherandanalyseonaninternationalbasis.ThefastestroutetounlockingthebenefitsofAVswillreflectthisfact.Differentcountrieswillapproachthesechallengesusingdifferentmethods,rangingfromstate-mandatedactiontomarketinvestment.Awidevarietyofapproachescanresolvetheseproblems,andthereisnosenseinwhichdirectgovernmentinvestmentistheonlyanswer.However,aclearsenseofanevolvingstrategy,andaneedtoembracenewchallengesalongsidetraditionalresponsibilities,willbecriticaltosuccess.8PREPARINGINFRASTRUCTUREFORAUTOMATEDVEHICLES?OECD/ITF2023EXECUTIVESUMMARYPolicyinsightsPolicymakersneednewskillsandpartnerstooptimisethefunctionandbenefitsofautomatedvehiclesontheirroadsThedeploymentofAVsatscalehasthepotentialtobringmassivesocietalbenefits,butalsocarrieswithitadegreeofdisruptionandrisk.Theincreasingassimilationofautomationintobothvehiclesandinfrastructurecouldfundamentallyshifttherelationshipbetweenthem.Increasingautomationininfrastructureandassociatedsystemsmakesnewdemands,andmayworkinwaysthatareunfamiliar.PolicymakersandinfrastructureoperatorsmustengagewithnewstakeholderstounderstandthestateofdevelopmentofAVsandthecriticalissuesinrelationtotheirwidespreadadoption;andtheymustinvestinunfamiliarskillsandexpertisetobeintelligentpartners.Thisrequiressignificantnewinstitutionalcapacityamongpolicymakers.Engagementmustbestructuredandsustained,andinmostcountrieswillrequirethedevelopmentofnewforumsandprocesses.Automatedvehicleswilluseexistingroadsinthenearterm,andaresupportedbygoodmaintenancetoadefinedstandardTherearecurrentlynocallsfromindustryordeveloperstocreatespecial-purposeinfrastructuresolelyfortheuseofAVs–theirintentionistocreatevehiclescapableofworkingontheexistingphysicalroadnetwork.NoristhereastandardfordesigningorrefittingroadsforthebenefitofAVs.WhileAVsmaybenefitfromregularmaintenanceofexistingroads–andparticularlytheprovisionofclearroadmarkingsandsigns,andreliablesurfacequality–standardsforsuchmaintenancearenotyetavailable.Liveupdatesonchangesastheyoccurareakeyindustryrequest,butarecurrentlylimitedbythelackofglobalstandardsforsharingorcommunicatingsuchinformation.Developing“invisibleinfrastructures”offersgreateropportunitiesfornear-termbenefitsthanupgradestophysicalinfrastructureAtpresent,thereisstilllimitedevidenceonwhatmakesaroad‘good’forAVs,andtechnologyisstilldeveloping.Thismeansthatthereislimitedscopetoinvestinphysicalupgradestotheroadnetworkuntilrequirementsareclearer.Thereisabettercasefordevelopingthe“invisibleinfrastructures”ofdigitalconnectivity,dataandinstitutionalcapacityonwhichAVswillrely.Theclearestcasesforactionareforproducingstrategiesto1)ensureadequateconnectivitytocommunicationsnetworksandinfrastructureonkeyroads,2)ensuretheavailabilityandreliabilityofhigh-definitionmapsforkeysectionsoftheroadnetwork,3)ensuretheavailabilityoflivedataonroadinfrastructure,includingalltrafficregulationsand4)establishdatastandards,ConceptsofOperations,andarchitecturesforapplicabledigitalinfrastructures.Asinvisibleinfrastructuresareoftenprivatelyoperated,thesestrategiesaremoreaboutprovidingleadershipthanspendingmoney.ThesemeasuresarevaluableregardlessofthefutureofAVs,buteachmateriallyimprovestheabilityofAVstooperateontheroadnetwork.PREPARINGINFRASTRUCTUREFORAUTOMATEDVEHICLES?OECD/ITF20239EXECUTIVESUMMARYAblueprintforco-operationcanhelptrafficmanagersmaximisethebenefitofintroducingautomatedvehiclesaspartofawidertransportnetworkAVs,particularlythosedesignedtoco-operatewithothervehiclesandtalktoinfrastructure,willoffertrafficmanagersanunprecedentedopportunitytounderstandandmanagetrafficflowsintheircities.Achievingsuchcapabilitiesandbenefitswillrequireco-operation,whichcanbefacilitatedthroughaglobal“blueprint”settingouthowdifferentpartiescanworktogetherandsupportthearrivalofnewmobilityservices,andthencustomisedtolocalcircumstances.Draftingthisblueprintrequiresco-operationbetweenindustryandpolicymakersworldwide.StandardisedtestingproceduresacrossjurisdictionscanacceleratethespreadofautomatedvehiclesAssessingthesafetyofAVsrequiresfarmoredatathancurrentlaboratory-basedandtesttrackapproaches.Whiledifferentcountriesandjurisdictionsarecarryingoutresearch,settingpolicyanddevelopingvalidationtestingproceduresforsafeoperationofAVsontheirroads,integratinginternationalexperienceintostandardisedtestingprocedurescanhelpintroduceAVsacrossjurisdictionsfaster.Incollaborationwithindustry,governmentsshouldworktogethertopursuecomplementarystrategiestodesign,implement,andrevisetheirmeasures,metrics,analytics,testingprocedures,andtestdataandreportingmethods.Similarargumentscanbemadeforcoordinatingcrashinvestigationsinternationally.TrafficlawsandbehaviouralnormsmustbereadyforautomatedvehiclesAsAVtechnologyandoperatingconditionsevolve,governmentsshouldcontinuouslyreviewandupdatetheirregulatoryframeworkstoremainconsistent,accessible,andsuitedtotheobjectivesofsociety.Adaptationofregulationcouldbenefitfromaframeworkforaconceptualmapoflaws,tohelppolicymakersvisualiselegalinterconnectionsandconsequences,andmachine-readabletrafficlaws,whichAVscaninterpretclearlyandunambiguouslyacrossjurisdictions.GovernmentsshouldanticipatemixedtrafficofconventionalvehiclesandAVsandpromotesafehuman-machineinteractionduringintegrationofAVsinthetransportsystem.ThereneedstobeclearandcoherentresponsibilityforensuringautomatedvehiclesworkwithinaSafeSystemCurrentresponsibilitiesforroadsafetymaynotadequatelycoverallelementsthatcontributetothesafeoperationofautomatedvehiclesasanew,integratedsystem.Whiledevelopersandoperatorswillmaintainlegalliabilityfortheiractions,eachcountryneedsabodythatisresponsibleatastrategiclevelforunderstandingthesafeoperationofAVsonpublicroads,andforhighlightinganyproblemsthatemerge.Thisorganisationmaybeneworpre-existing,butneedstohavethenecessaryskillsandexpertisetounderstandchallengesandsolutionsthathavenoprecedent,andtodrawoninternationalconsiderations.Developersandpolicymakersshouldco-operateonaresearchprogrammefocusedonkeyissuesrelatedtoautomatedvehiclesAco-operativeresearchprogrammeshouldbeestablished,involvingbothinfrastructureoperatorsandindustry/developers.Majorprioritiesforthisprogrammeshouldinclude1)agreeingastandardinternationalapproachtoauditsofthereadinessofroadsforAVs,2)addressingkeytechnicalissuesrelatingtotheinteractionbetweenAVsandinfrastructureand3)agreeinglonger-termvisionsforthefutureoftransportandtheroleofinfrastructure.10PREPARINGINFRASTRUCTUREFORAUTOMATEDVEHICLES?OECD/ITF2023LINKINGINFRASTRUCTUREANDAUTOMATION1.ThelinkbetweeninfrastructureandautomationChaptersummary?Automatedvehicles(AVs)arealreadyinusearoundtheworld,andcanbeexpectedtospreadintheyearsahead.?Fullyautomatedvehiclesarestillmanyyearsaway.Untilthen,AVswillworkinsomeplacesandnotinothers.WhetheranAVworksinaparticularplacewillreflectthetechnologyonboard,butwillalsobedeterminedbythesituationinwhichitoperates.ThismeansthattheabilityofAVstofunctionwillpartlydependontheinfrastructurepresenttosupportthem.??“Infrastructure”ismorethanthephysicalroad.Thedigitalanddatacomponentsthatsupportautomationarejustasimportant,andthelegalandinstitutionalframeworksgoverningandmanagingtheirusearealsocritical.Thiscreatessignificantnewchallengesforpolicymakersandinfrastructureoperators.Inordertodealwiththem,theywillneednewcapabilitiesandskills,andwillneedtoworkwithunfamiliarpartners.Sincethemid-2000s,peoplehavebeenlookingforwardtoaworldtransformedbyautomatedmobility.Today,automatedvehicles(AVs)aredrivingonreal-worldstreets;andinthefuturetheyareexpectedtoplayagrowingroleintransportworldwide(ITF,2015).Thismaybethegreatestchangetothewayroadsworksincethearrivalofthemotorcar.Transportautomationwillbeanintegralpartofthetransportsystemofthefuture,anditcanshapeawidersystemicchangeofthewaysandmeansbywhichpeoplemove.Initsbestincarnation,transportautomationcanhelpachievesociety-widegoals,suchasmoreefficientandsustainablemobilityincitiesandbetteravailabilityofservicesinsparselypopulatedareas.Deployedwisely,automationhastheabilitytotransformthetransportsystembyaffectingwhatshapecitycentreswilltakeinthefutureorgreatlyreducingtherisksofcrashesandcasualties.Italsohasthepotentialfordrawbacks,includingnewsourcesofcongestion,newsafetyissuesandagreaterpropensitytowardsurbansprawl(ITF,2018a;2018b).SuccessfullydeployingAVsasanintegratedpartofthepublictransportsystemandinfrastructurecanboosttheattractivenessofsharedmodesoftransport.Thiscontributestoreducedcongestionandvehicle-relatedemissionsandfreesupcityspacefrompastparkingneeds.Automationintransportalsohasgreatpotentialinenablingsafeandindependentmobilityforpeoplewhocurrentlyhavelimitationsinusingthetransportsystem.Thischangehassignificantimplicationsforhowroadsandrelatedinfrastructureareexpectedtooperate.Overthe20thcentury,policymakersreinventedroadinfrastructuretosafelymanagethemovementofmillionsofmotorisedvehicles(seee.g.Charlesworth,1984).Thecenturyaheadpromisesasimilarrevolution,asthetravellingpublicembracevehiclesthatthinkandactdifferentlytotheirhuman-drivenPREPARINGINFRASTRUCTUREFORAUTOMATEDVEHICLES?OECD/ITF202311LINKINGINFRASTRUCTUREANDAUTOMATIONcounterparts;thatrequiredifferentkindsofsupport;andwhichcanfundamentallychangeforthebetterthewayinwhichpeoplemove.However,thespeedatwhichAVsaredevelopingissignificantlyslowerthanwasinitiallysuggested(Burns,2018).AVsthatcandriveonanyroad,anywhere,safelyarestillfaraway.Instead,thereal-worlddeploymentsofAVsareconstrainedtodefinedareas,orroadsofahighstandard.Thereisnoexpectationofbuildinganew,dedicatednetworkofroadstoallowAVstooperateinisolation,sotheabilitytousetheexistingroadnetworksafelyandeffectivelyalongsideotherhuman-operatedtrafficwilldeterminetheearlyhistoryofAVs.Theconventionalphysicalinfrastructure,togetherwiththe“invisible”infrastructuresofdata,connectivityandregulation,determinewhatisandisnotpossiblewiththetechnologythatalreadyexists.Thispresentsbothabarriertoovercome,andanopportunitytobeseized.Failingtoprepareforthefuturehasacost.Infrastructureoperatorsaroundtheworldarebuildingandmaintainingassetswithalifespanmeasuredintensorevenhundredsofyears,andalackofpreparationmeansthatcurrentprojectsriskbecomingoutdatedbeforetheirdesignlifeexpires.Conversely,unwisepreparationsmayimposeadditionalcosttonolong-termbenefit.Learningtomanagetherelationshipbetweeninfrastructureandautomationunlocksasignificantprize.ManybenefitsfromAVsareexpected;masteringtheinfrastructurechallengecanunlockthesebenefitsearlier.Ithelpsthosedevelopingnewtechnologytoscaletheirtechnologyuptoasizewheretheybecomeself-sustaining,andmovefromexperimentintorevolution.PurposeandstructureofthisreportWhiletherelationshipbetweeninfrastructureandautomationiscrucial,relativelylittlehasbeendonetodatetoexploreitsnature.IndividualcountrieshavemadesignificanteffortstosupportthedevelopmentofAVs,butprimarilywiththeaimofallowinganewtechnologytoproveitsviability.ThisreportaimstoexploretherelationshipsbetweenAVsandinfrastructure,beforedevelopersreleaseAVsontotheroadnetworkinlargenumbers,andbeforepolicymakersbegintochangethewaytheyworktoaccommodateandsupportthisnewkindoftraffic.Thisincludeshelpinggovernmentstakethe