Iso 22737 PDF

BS
ISO 22737:2021
BSI Standards Publication
Intelligent transport systems — Low-speed

automated driving (LSAD) systems for predefined
routes — Performance requirements, system
requirements and performance test procedures
BS ISO 22737:2021 BRITISH STANDARD
National foreword
This British Standard is the UK implementation of ISO 22737:2021.
The UK participation in its preparation was entrusted to Technical
Committee EPL/278, Intelligent transport systems.
A list of organizations represented on this committee can be obtained on
request to its committee manager.
Contractual and legal considerations
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recipient’s own risk.
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respect to its use of this publication.
This publication is not intended to constitute a contract. Users are
responsible for its correct application.
© The British Standards Institution 2021
Published by BSI Standards Limited 2021
ISBN 978 0 539 03925 2
ICS 03.220.20; 35.240.60
Compliance with a British Standard cannot confer immunity from
legal obligations.
This British Standard was published under the authority of the
Standards Policy and Strategy Committee on 31 July 2021.
Amendments/corrigenda issued since publication

Date Text affected
BS ISO 22737:2021
INTERNATIONAL ISO
STANDARD 22737
First edition
2021-07
Intelligent transport systems — Low-

speed automated driving (LSAD)
systems for predefined routes —
Performance requirements, system
requirements and performance test
procedures
Systèmes de transport intelligents — Systèmes de conduite
automatisée à basse vitesse pour des itinéraires prédéfinis (LSAD) —
Exigences de performance, exigences du système et procédures de test
de performance
Reference number
ISO 22737:2021(E)
© ISO 2021
BS ISO 22737:2021
ISO 22737:2021(E)

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ii © ISO 2021 – All rights reserved

BS ISO 22737:2021
ISO 22737:2021(E)

Contents Page
Foreword...........................................................................................................................................................................................................................................v
Introduction................................................................................................................................................................................................................................. vi
1 Scope.................................................................................................................................................................................................................................. 1
2 Normative references....................................................................................................................................................................................... 1
3 Terms and definitions...................................................................................................................................................................................... 1
4 Symbols and abbreviated terms............................................................................................................................................................ 3
5 Example use case for an LSAD system deployment........................................................................................................... 4
6 LSAD system architecture............................................................................................................................................................................ 5
7 Basic requirements............................................................................................................................................................................................. 6
7.1 General............................................................................................................................................................................................................ 6
7.2 Minimum operating capabilities............................................................................................................................................... 7
7.3 Operational design domains (ODDs).................................................................................................................................... 7
7.4 LSAD state transition diagram.................................................................................................................................................... 7
7.4.1 LSAD state functional descriptions................................................................................................................... 8
7.4.2 LSAD state transition description:..................................................................................................................... 9
7.4.3 Possible extension of the LSAD state diagram to accommodate dispatcher
inputs....................................................................................................................................................................................... 11
7.5 Communication requirements................................................................................................................................................ 11
8 Functional requirements...........................................................................................................................................................................12
8.1 Determination of hazardous situation............................................................................................................................. 12
8.1.1 General................................................................................................................................................................................... 12
8.1.2 Non-occluded view...................................................................................................................................................... 12
8.1.3 Occluded view.................................................................................................................................................................. 13
8.2 Minimal risk manoeuvre (MRM)........................................................................................................................................... 14
8.3 Driving in the drivable area....................................................................................................................................................... 15
8.4 Emergency stop (e-stop).............................................................................................................................................................. 15
9 Performance requirements for the LSAD system.............................................................................................................16
9.1 Maximum subject vehicle speed (VSV_max).................................................................................................................... 16
9.2 Obstacle detection requirements.......................................................................................................................................... 16
9.2.1 Maximum pedestrian speed (Vped_max)...................................................................................................... 16
9.2.2 Maximum pedal cyclist speed (Vpc_max)..................................................................................................... 16
9.2.3 LSAD system deceleration..................................................................................................................................... 16
10 System requirements.....................................................................................................................................................................................16
10.1 Recording data about a safety-critical event............................................................................................................... 16
11 Performance test procedures................................................................................................................................................................17
11.1 General......................................................................................................................................................................................................... 17
11.2 Environmental parameters........................................................................................................................................................ 17
11.3 Hazardous situation......................................................................................................................................................................... 18
11.3.1 Pedestrian as an obstacle....................................................................................................................................... 18
11.3.2 Pedal cyclist as an obstacle................................................................................................................................... 20
11.3.3 Hazardous situation turning around a corner..................................................................................... 23
11.3.4 False positive tests....................................................................................................................................................... 24
11.4 Drivable area test................................................................................................................................................................................ 26
11.4.1 Test setup............................................................................................................................................................................. 26
11.4.2 Vehicle parameters...................................................................................................................................................... 27
11.4.3 Evaluation path parameters................................................................................................................................. 27
11.4.4 Environmental parameters................................................................................................................................... 27
11.4.5 Pass criteria for unblocked drivable area................................................................................................. 27
11.4.6 Pass criteria for blocked drivable area....................................................................................................... 28
11.5 Minimal risk manoeuvre (MRM) test................................................................................................................................ 28
© ISO 2021 – All rights reserved iii

BS ISO 22737:2021
ISO 22737:2021(E)

11.5.1 Test setup............................................................................................................................................................................. 28

11.5.2 Vehicle parameters...................................................................................................................................................... 29
11.5.3 Evaluation path parameters................................................................................................................................. 29
11.5.4 Environmental parameters................................................................................................................................... 29
11.5.5 MRM trigger....................................................................................................................................................................... 30
11.5.6 Pass criteria........................................................................................................................................................................ 30
Annex A (informative) Test speeds for hazardous situation tests.......................................................................................31
Annex B (informative) Example LSAD communication messages........................................................................................33
Annex C (informative) Example LSAD system data recorder....................................................................................................34
Annex D (informative) LSAD system activities (experiment tests) in various countries.............................35
Bibliography.............................................................................................................................................................................................................................. 43
iv © ISO 2021 – All rights reserved

BS ISO 22737:2021
ISO 22737:2021(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
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on the ISO list of patent declarations received (see www.iso.org/patents).
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iso/foreword.html.
This document was prepared by Technical Committee ISO/TC 204, Intelligent transport systems.
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.
© ISO 2021 – All rights reserved v

BS ISO 22737:2021
ISO 22737:2021(E)

Introduction
The move towards automated driving systems is leading to a shift in the way people, goods and
services are transported. One such new mode of transport is low-speed automated driving (LSAD)
systems, which operate on predefined routes. LSAD systems will be used for applications like last-mile
transportation, transport in commercial areas, business or university campus areas and other low-
speed environments.
A vehicle that is driven by the LSAD system (which can include interaction with infrastructure) can
potentially have many benefits, like providing safe, convenient and affordable mobility and reducing
urban congestion. It can also provide increased mobility for people who are not able to drive. However,
with different applications of LSAD systems in the industry worldwide, there is a need to provide
guidance for manufacturers, operators, end users and regulators to ensure their safe deployment.
The LSAD system requirements and procedures specified herein are intended to assist manufacturers
of the LSAD systems in incorporating minimum safety requirements into their designs and to allow
end users, operators and regulators to reference a minimum set of performance requirements in their
procurements.
vi © ISO 2021 – All rights reserved

BS ISO 22737:2021
INTERNATIONAL STANDARD ISO 22737:2021(E)
Intelligent transport systems — Low-speed automated

driving (LSAD) systems for predefined routes —
Performance requirements, system requirements and
performance test procedures
1 Scope
This document specifies:
— requirements for the operational design domain,
— system requirements,
— minimum performance requirements, and
— performance test procedures
for the safe operation of low-speed automated driving (LSAD) systems for operation on predefined
routes. LSAD systems are designed to operate at Level 4 automation (see ISO/SAE PAS 22736), within
specific operational design domains (ODD).
This document applies to automated driving system-dedicated vehicles (ADS-DVs) and can also be
utilized by dual-mode vehicles (see ISO/SAE PAS 22736). This document does not specify sensor
technology present in vehicles driven by LSAD systems.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
ISO 19206-2, Road vehicles — Test devices for target vehicles, vulnerable road users and other objects, for
assessment of active safety functions — Part 2: Requirements for pedestrian targets
assessment of active safety functions — Part 3: Requirements for passenger vehicle 3D targets
assessment of active safety functions — Part 4: Requirements for bicyclist targets
ISO 26262 (all parts), Road vehicles — Functional safety
ISO 21448:—1), Road vehicles — Safety of the intended functionality
ISO/SAE PAS 22736:—2), Taxonomy and definitions for terms related to driving automation systems for
on-road motor vehicles
3 Terms and definitions

For the purposes of this document, the terms and definitions given in ISO/SAE PAS 22736 and the
following apply.
1) Under preparation. Stage at the time of publication: ISO/DIS 21448:2021.

2) Under preparation. Stage at the time of publication: ISO/SAE PRF PAS 22736:2021.
© ISO 2021 – All rights reserved 1

BS ISO 22737:2021
ISO 22737:2021(E)

ISO and IEC maintain terminological databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https://w ww.iso.org/obp
— IEC Electropedia: available at http://w ww.electropedia.org/
3.1
hazardous situation
condition whereby the position, orientation and motion of an obstacle (e.g. pedal cyclists, pedestrians,
vehicles, etc.) relative to the position, orientation and motion of the vehicle driven by the LSAD system,
can result in an imminent collision
3.2
predefined route
trajectory defined before start of a trip to be traversed by the vehicle driven by the LSAD system, from
a point of origin to one (or many) destination(s)
Note 1 to entry: A single trip of a vehicle driven by the LSAD system may have many destinations. A predefined
route has a length and curvature but not width.
3.3
minimal risk manoeuvre
MRM
tactical or operational manoeuvre triggered and executed by the LSAD system to achieve minimal risk
condition
3.4
trip segment
travel from point of origin to destination or from one destination to another destination in a trip
Note 1 to entry: A trip may comprise multiple trip segments.
3.5
drivable area
manoeuvrable area around the predefined route (3.2) where the LSAD system is capable of operating
Note 1 to entry: The width of the drivable area may vary along the predefined route.
3.6
pedal cyclist
human-vehicle combination consisting of a human riding on top of a wheel frame with a steering
mechanism, brakes, two pedals for propulsion (optionally with motor assist pedalling) that does not
require a licence for use on public roads
3.7
day-time
condition where the ambient illuminance is greater than 2 000 lx
3.8
night-time
condition where the ambient illuminance is less than 1 lx
3.9
standstill
vehicle state when vehicle speed is at 0 m/s
3.10
low-speed automated driving systems
LSAD
automated driving system that has a maximum speed of 8,89 m/s
2 © ISO 2021 – All rights reserved

BS ISO 22737:2021
ISO 22737:2021(E)

3.11
low ambient lighting condition
ambient light between day-time (3.7) and night-time (3.8)
4 Symbols and abbreviated terms
ϴ angle between pedestrian trajectory and vehicle trajectory while in straight section of the
evaluation path
ADS-DV automated driving system-dedicated vehicle
DDT dynamic driving task
e-stop emergency stop
LSAD low-speed automated driving
MaaS mobility as a service
MRC minimal risk condition
ODD operational design domain
R radius of curvature of trajectory in drivable area
RTI request to intervene
S lat1 width of drivable area
S lat2 lateral distance between SV and pedestrian starting point
S lat3 lateral distance between SV and target vehicles (TV1 and TV2)
S lat4 width of reduced drivable area
S long longitudinal distance of drivable area
S long2 longitudinal distance of evaluation path from situation C
S long3 longitudinal distance between point 1 and point 4
S long4 longitudinal distance between point 1 and point 4 where MRM is triggered
S long5 longitudinal distance between point 4 and end of evaluation path
SV subject vehicle
Tped_to_Pt2 time taken by pedestrian to reach point 2
Tpc_to_Pt2 time taken by pedal cyclist to reach point 2
TV (1, 2) target vehicle (1, 2)
V2X vehicle to - X
VLSAD velocity for the LSAD system
VLSAD_max maximum velocity for the LSAD system
Vpc velocity of pedal cyclist

BS ISO 22737:2021
ISO 22737:2021(E)

Vpc_max maximum velocity of pedal cyclist
Vped velocity of pedestrian
Vped_max maximum velocity of pedestrian
Vsv_max maximum velocity of subject vehicle
VRU vulnerable road users
DDT dynamic driving task
5 Example use case for an LSAD system deployment

Vehicles driven by LSAD systems may be used as a part of a larger (MaaS) system. Figure 1 depicts an
example system architecture of such a MaaS system. However, the scope of this document is restricted
to the LSAD system installed in a vehicle in Figure 1.
As per the example in Figure 1, the LSAD system receives a trip destination from the dispatcher via
wireless communication, which in turn receives a destination request from the user (through a web
portal or a mobile app. The dispatcher or the control centre processes the destination request and
provides a trip/trip segment confirmation to the user and commands the vehicle driven by the LSAD
system to proceed. The term "dispatcher" in this document refers to the driverless operation dispatcher
(see ISO/SAE PAS 22736).
As there may be more than one predefined route to reach the destination, the selected predefined route
may be:
1) provided by the dispatcher/control centre;
2) selected by the user via a user-interface on a mobile app or on-board the LSAD system equipped
vehicle;
3) selected by the LSAD system itself.
The LSAD system periodically provides its status (e.g. system health, trip status) to the user and the
dispatcher/control server.

BS ISO 22737:2021
ISO 22737:2021(E)

Figure 1 — Example system architecture — LSAD in a MaaS system
6 LSAD system architecture

Figure 2 represents the system architecture of an individual LSAD system. Figure 2 also highlights the
components from the LSAD system architecture that are covered within the scope of this document.

BS ISO 22737:2021
ISO 22737:2021(E)

Key
functional requirements defined in this document
optional features not defined in this document
functional requirements not defined in this document
Figure 2 — Example system architecture — Individual LSAD system
7 Basic requirements
7.1 General
The LSAD system shall perform the dynamic driving task (see ISO/SAE PAS 22736). The implementation
of the strategic driving tasks (see ISO/SAE PAS 22736) is left to the manufacturer’s discretion. However,
the LSAD system shall operate in predefined routes only. The maximum operational speed of an
LSAD system engaged vehicle shall be equal to or less than 8,89 m/s or 32 km/h. However, this may
be significantly reduced based on special conditions (selected as per the discretion of the driverless
operation dispatcher [ISO/SAE PAS 22736]) mentioned in this document, for example time of day,
visibility, day of week, rainfall, snow, fog, ice on roads etc.).
The LSAD system shall use sensors in order to enable part of the dynamic driving task. This includes
detecting objects, vehicles, pedestrians, buildings, pathways, etc. Appropriate hazard analysis and
risk assessment shall be performed for the sensor performance and failures, and other safety critical
system elements. The LSAD system development shall be developed according to the ISO 26262 series
and ISO 21448.

BS ISO 22737:2021
ISO 22737:2021(E)

7.2 Minimum operating capabilities

Subject vehicles driven by the LSAD system shall be capable of performing the following functions:
a) follow a predefined route to the destination (8.3),
b) detect a hazardous situation (8.1),
c) initiate braking and/or steering, to mitigate and/or avoid collision with obstacles (9.1, 9.2),
d) perform minimal risk manoeuvre (8.2),
e) inform the dispatcher about the fault state of the LSAD system (e.g. binary flag) (8.4),
f) provide warnings to road users in case of a hazardous situation.
7.3 Operational design domains (ODDs)

Every LSAD system shall have its ODD defined by the manufacturer. The ODD limitations for an LSAD
system shall specify at least the following attributes:
a) Low speed: the speed of an LSAD system shall be equal to or less than 8,89 m/s or 32 km/h.
b) Areas of application: for example, either restricted access or dedicated roadways (public or
private), or pedestrian/bicycle pathways, or areas from which all or some specific categories of
motor vehicles are restricted. Restricted access roadways can be specified by lane markings or
speed restriction or physical demarcation. (See Annex D for examples).
c) Predefined routes: routes defined within the LSAD system before operation of the LSAD system.
An LSAD system shall only operate on the predefined routes. Predefined routes shall be defined
by relevant stakeholders in conjunction with each other (e.g. local authorities, service providers,
manufacturers, etc.). Any deviation from predefined routes shall be confirmed by the dispatcher to
not result in a hazardous situation.
d) Lighting conditions in the area of application.
e) Weather conditions.
f) Road conditions.
g) Presence or absence of VRUs.
h) Potential presence of static obstacles in the drivable area.
i) Connectivity requirements.
Either the LSAD systems or the dispatcher should select operating values (for a vehicle driven by the
LSAD system) within the boundaries of the predefined values of the ODD attributes for the specified
application based on current ODD conditions (e.g. foggy weather conditions, night-time lighting
conditions).
EXAMPLE A dispatcher or an LSAD system can decide to restrict the maximum allowable speed on a rainy
day to a lower speed as compared to a clear, sunny day.
7.4 LSAD state transition diagram

The LSAD system shall function according to the state transition diagram of Figure 3. Specific
implementation, beyond the description in Figure 3 shall be the responsibility of the manufacturer.

BS ISO 22737:2021
ISO 22737:2021(E)

Key
A1 power on and self-test passed
B1 system failure or power-off dispatcher command or power turned off
B2 ODD conditions are met and dispatcher has sent engage ADS command and ADS equipped vehicle has data
recording capability and has engaged it
C1 dispatcher disengage command
C2 passenger or dispatcher initiates emergency stop
C3 detection of hazardous situation which the LSAD system is unable to handle or DDT performance relevant
system failure or loss of safety critical V2X communications or imminent violation of ODD or safe to proceed
confirmation authorization not received from dispatcher
C4 vehicle is in standstill, i.e. 0 m/s
C5 confirmation to proceed to standby state by dispatcher
C6 vehicle is in standstill, i.e. 0 m/s, and confirmation to proceed to standby state by dispatcher
Figure 3 — LSAD state transition diagram
7.4.1 LSAD state functional descriptions
7.4.1.1 LSAD off
The LSAD system shall not perform any aspect of the dynamic driving task in the LSAD off state.

BS ISO 22737:2021
ISO 22737:2021(E)

7.4.1.2 LSAD standby
In LSAD standby state, the LSAD system shall:

a) Verify that ODD conditions are satisfied to enable a transition to LSAD active state.
b) Perform communications with dispatcher.
c) Remain in standstill.
LSAD standby state may receive an external operating command from the dispatcher selecting the
operating values (e.g. nominal or degraded) for the LSAD system when in DDT state.
Note that nominal mode suggests the ideal performance of the vehicle driven by the LSAD system.
Degraded mode suggests reduced performance on pre-defined vehicle parameters due to external or
the LSAD system’s internal conditions.
7.4.1.3 LSAD active
In LSAD active state, the LSAD shall perform the DDT. The LSAD system’s maximum operating speed is
determined by the dispatcher or by the system itself.
LSAD active state has four sub-states:
1) LSAD DDT sub-state: This shall be the default sub-state in the LSAD active state. Within the
LSAD DDT sub-state, based on the discretion of the LSAD system service providers, LSAD system
operating parameters may be dynamically varied. An LSAD system has two basic functions in LSAD
DDT sub-state:
— perform DDT, which includes safely following a predefined route while avoiding a collision with
obstacles, and
— detect the imminent violation of the ODD conditions.
2) LSAD perform e-stop sub-state: If the passenger or the dispatcher requests an e-stop, in this state
the LSAD system shall perform emergency deceleration to bring the vehicle driven by the LSAD
system to a standstill and provide state information to the dispatcher and convey the emergency
situation externally (e.g. via hazard lights, auditory alert).
3) LSAD perform MRM sub-state: If any of the triggers for transition C3 are fulfilled, the LSAD
system shall perform the minimal risk manoeuvre (MRM) (subclause 8.2).
4) LSAD MRC sub-state: In LSAD MRC state, LSAD shall:
— be in standstill,
— provide state information to the dispatcher.
In all LSAD active sub-states, the LSAD system shall continuously perform system performance
monitoring.
7.4.2 LSAD state transition description:
7.4.2.1 A1
Transition from LSAD off state to LSAD standby state.

Trigger(s):
a) Power on dispatcher command, and
b) Power on sequence has been completed and the system has no failures (self-test passed).

BS ISO 22737:2021
ISO 22737:2021(E)

7.4.2.2 B1
Transition from LSAD standby state to LSAD off state.

Trigger(s):
a) Detection of a DDT performance-relevant system failure, or
b) Power-off dispatcher command or power has been turned off.
7.4.2.3 B2
Transition from LSAD standby state to LSAD active state’s default state (LSAD DDT).
Trigger(s):
a) LSAD system meets its ODD conditions, and
b) Dispatcher has sent command to transition to LSAD active state (dispatcher engage command), and
c) Data recorder (see 10.1) has sufficient capacity to store at least an additional safety critical event.
7.4.2.4 C1
Transition from LSAD active state’s default state (LSAD DDT) to LSAD standby state.
Trigger(s):
a) Dispatcher has commanded to disengage LSAD active state (dispatcher disengage command).
7.4.2.5 C2
Transition from LSAD DDT state (LSAD active state’s default state) to LSAD perform e-stop state.
Trigger(s):
a) Passenger or dispatcher initiates an e-stop command.
7.4.2.6 C3
Transition from LSAD DDT state to LSAD Perform MRM state.

Trigger(s):
a) Detection of a hazardous situation which the LSAD system is unable to resolve, or
b) Detection of DDT performance relevant system failure, or
c) Loss of safety critical V2X communications, or
d) Detection of imminent violation of the ODD conditions by the LSAD system, or
e) Safe to proceed confirmation authorization not received from the dispatcher (see 7.4.3.1).
7.4.2.7 C4
Transition from LSAD perform MRM state to LSAD MRC state.

Trigger(s):
a) LSAD vehicle comes to a standstill (i.e. 0 m/s)

BS ISO 22737:2021
ISO 22737:2021(E)

7.4.2.8 C5
Transition from LSAD MRC state to LSAD standby state.

Trigger(s):
a) Dispatcher sends confirmation to proceed to standby state.
7.4.2.9 C6
Transition from LSAD perform e-stop state to LSAD standby state.

Trigger(s):
a) LSAD vehicle speed is 0 m/s (i.e. LSAD vehicle comes to a standstill), and
b) Dispatcher sends confirmation to proceed to standby state.
7.4.3 Possible extension of the LSAD state diagram to accommodate dispatcher inputs
7.4.3.1 Safe to proceed confirmation request
This is a request from LSAD DDT state to dispatcher (external entity) to authorize the vehicle driven
by the LSAD system to proceed temporarily outside its drivable area while the LSAD is in LSAD active
mode.
It is based on:
a) Upcoming out of ODD situation (for driveable area) being detected by the LSAD system, or
b) Blocking of drivable area.
7.4.3.2 Safe to proceed confirmation authorization
This is dispatcher input to the LSAD system while in LSAD active state to confirm that it is safe to
proceed.
It is based on:
a) Whether or not safe to proceed confirmation has been requested by LSAD DDT state.
7.4.3.3 Operating mode command
This is dispatcher input to the LSAD system while in LSAD standby state to select the operating mode
(e.g. nominal or degraded) in LSAD DDT state.
7.5 Communication requirements

Depending on the LSAD system implementation, safety critical event data shall be communicated
between the vehicle driven by the LSAD system and the dispatcher or control centre. The selection
of safety critical data shall be agreed upon by relevant stakeholders (e.g. local authorities, service
providers, manufacturers etc.), as per 7.3. An example set of communication messages is described in
Annex B.

BS ISO 22737:2021
ISO 22737:2021(E)

8 Functional requirements
8.1 Determination of hazardous situation
8.1.1 General
In LSAD active state, the LSAD system shall monitor the surrounding environment of the vehicle
driven by the LSAD system and shall determine if a hazardous situation exists. A hazardous situation
can involve a pedal cyclist, pedestrian (child and adult) or a vehicle and/or stationary and dynamic
obstacles. A hazardous situation can be occluded due to other static/dynamic objects. Once the LSAD
system has determined the hazardous situation, the system shall act to avoid collision with the obstacle
and provide warnings to external road users.
8.1.2 Non-occluded view
As a minimum, the LSAD system shall respond to the hazardous situation involving a pedestrian as
shown in Figure 4, where the SV is the vehicle driven by the LSAD system. Typical hazardous situations
involving a pedal cyclist are shown in Figure 5, where the SV is the vehicle driven by the LSAD system.
Figure 4 and Figure 5 show hazardous situations in which the oncoming object (pedestrian or pedal
cyclist) is not occluded.
Key
SV subject vehicle
Vped velocity of pedestrian
VLSAD velocity of LSAD
Figure 4 — LSAD pedestrian hazardous situation

BS ISO 22737:2021
ISO 22737:2021(E)

Key
SV subject vehicle
Vpc velocity of pedal cyclist
Figure 5 — LSAD pedal cyclist hazardous situation
8.1.3 Occluded view
A typical hazardous situation involving a pedestrian in an occluded situation is shown in Figure 6 a),
where the SV is the vehicle driven by the LSAD system. A typical hazardous situation involving a pedal
cyclist in an occluded situation is shown in Figure 6 b), where the SV is the vehicle driven by the LSAD
system. In addition, in both the figures two examples of possible detection zones for the vehicle driven
by the LSAD system are depicted. The difference between the two detection zones lies in their field of
view which may lead to early or late detection of the hazardous situation.

BS ISO 22737:2021
ISO 22737:2021(E)

a) Occluded hazardous situation — pedestrian b) Occluded hazardous situation — pedal

cyclist
Key
1 occluding object
2 pedestrian
3 pedal cyclist
Figure 6 — Occluded hazardous situations — pedestrian and pedal cyclist
8.2 Minimal risk manoeuvre (MRM)

An MRM initiated by the LSAD system shall bring the vehicle to a standstill and may perform steering.
When an MRM is initiated by the LSAD system, it shall also provide notification to the occupant(s) and
other road users.
A minimal risk manoeuvre (MRM) shall be triggered at least due to the following:
a) a detection of a hazardous situation which the LSAD system is unable to resolve, or
b) a DDT performance relevant system failure, or
c) a safety critical V2X communications loss, or
d) imminent violation of the ODD conditions by the LSAD system, or
e) safe to proceed confirmation authorization not received from the dispatcher.
An MRM is initiated by the system, whereas an emergency stop (8.4) is initiated by the passenger or the
dispatcher.
In cases where the LSAD system has performed an MRM stop, the system shall communicate the
information about its MRC to the dispatcher. The dispatcher shall confirm the safety of the LSAD system
to invoke the transition from MRC to LSAD standby state.
NOTE An MRM is different from the degraded mode of the LSAD DDT sub-state by virtue of the fact that at
the end of an MRM the vehicle will be at standstill, whereas in the LSAD DDT sub-state the vehicle continues to
drive.

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ISO 22737:2021(E)

8.3 Driving in the drivable area

A vehicle driven by the LSAD system shall always remain within the driveable area defined as part of
the predefined route for the system. The drivable area shall always include the route along with the
width of the path (for the route), i.e. for defining the drivable area both S long and S lat1 (in Figure 7)
shall be specified throughout the predefined route by the relevant stakeholder. S lat1 may vary along the
predefined route. For curved routes, radius of curvature, R, shall also be defined. Parameters S lat1 and R
may vary along the length of the route.
Key
VLSAD velocity of LSAD system equipped vehicle (m/s) Slat1 width of drivable area (m)
Slong longitudinal distance of drivable area (m) R radius of curvature of drivable area (m)
Figure 7 — Drivable area
Depending upon the ODD definition by the manufacturer, maximum allowable VLSAD may be different
for straight roads and curved roads.
8.4 Emergency stop (e-stop)

An e-stop is the emergency stop function that is activated by a vehicle driven by the LSAD system
passengers or dispatcher when they detect an emergency situation such as a fire or if the vehicle is not
driving safely.
A passenger-initiated emergency stop shall be appropriately triggered if the passenger presses the
emergency stop (e-stop) button present in the vehicle driven by the LSAD system. A passenger may
press the e-stop due to occupant illness, undesired behaviour of the LSAD system-equipped vehicle,
LSAD system-equipped vehicle becoming incapacitated, etc. The e-stop interface shall be visible, easy
to understand and accessible to passengers.
A dispatcher-initiated emergency stop shall be triggered if the dispatcher commands the emergency
stop. A dispatcher may command the e-stop due to vehicle driven by the LSAD system becoming

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ISO 22737:2021(E)

incapacitated, a change in ODD conditions, the detection of a hazardous situation that the LSAD system
has not recognized, etc.
In order for the LSAD system to re-engage to active state, a confirmation from the dispatcher shall be
required to ensure the system integrity of the LSAD system and the equipped vehicle.
9 Performance requirements for the LSAD system
9.1 Maximum subject vehicle speed (VSV_max)

All vehicles driven by the LSAD system shall have an upper limit of 8,89 m/s (32 km/h) for maximum
velocity (VLSAD = VSV_max).
9.2 Obstacle detection requirements
9.2.1 Maximum pedestrian speed (Vped_max)
The maximum pedestrian speed which the vehicle driven by the LSAD system shall be required to
detect is 2,22 m/s or 8 km/h. Vehicles driven by an LSAD system may be able to detect pedestrians
travelling at higher speeds.
Relevant stakeholders may decide to add additional requirements (e.g. higher target speeds in
accordance with the ODD definition).
9.2.2 Maximum pedal cyclist speed (Vpc_max)
The maximum pedal cyclist speed which the vehicle driven by the LSAD system shall be required
to detect is 6,94 m/s (25 km/h). Vehicles driven by LSAD system can be able to detect pedal cyclists
travelling at higher speeds.
Relevant stakeholders may decide to add additional requirements (e.g. higher target speeds in
accordance with the ODD definition).
9.2.3 LSAD system deceleration
Vehicles driven by the LSAD system shall have a maximum deceleration of 4,9 m/s2 for MRM.
If an e-stop (passenger- or dispatcher-initiated) or an MRM is triggered, the LSAD system shall apply a
deceleration up to a maximum deceleration of 4,9 m/s2, until the vehicle comes to a standstill.
If the vehicle driven by the LSAD system can accommodate standing occupants, it shall have the
capability to detect standing occupants and reduce the deceleration if standing occupants are detected.
10 System requirements
10.1 Recording data about a safety-critical event

LSAD systems shall maintain the capability to record vehicle status and parameters throughout its
operation for enabling post-hoc analysis. The data recorder shall store data when the following events
occur:
— MRM
— e-stop
— collision

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— other events as required by the relevant stakeholders (e.g. local authorities, service providers,
manufacturers, etc.)
There may be more than one data recorder. The LSAD system shall provide the ability to recover data
for at least 30 seconds prior to the safety-critical event and at least until the vehicle is at a standstill or
30 seconds after, whichever is earlier.
If the data recorder does not have capacity to store further events, the vehicle driven by the LSAD
system shall remain in LSAD standby state until the data have been preserved according to the
requirements of the relevant stakeholders and memory has been freed. An example set of data to be
recorded is described in Annex C.
11 Performance test procedures
11.1 General
Test procedures defined in this clause are not intended to be used as exhaustive conformance tests.
They are basic validation tests for use by the LSAD system stakeholders (e.g. local authorities, service
providers, manufacturers, etc.). If there are any changes in system functionality after the initial test
procedure validation, the test procedures shall be re-performed depending upon the criticality of the
changes to the system functionality. More extensive tests may be performed, at the discretion of the
manufacturer and in consultation with relevant stakeholders (for example using higher target speeds
in accordance with the ODD definition), to ensure the LSAD system’s conformance to the functional
requirements of this document. A test run shall be invalid if the test parameters and tolerances are not
met.
Manufacturers shall perform the test procedures relevant to the defined ODD of the LSAD system. For
example, if the ODD of a particular LSAD system precludes night-time operation, then it may not be
required to perform the night-time test procedures. Table 1 provides an example test matrix guide with
respect to ODD parameters defined by the manufacturer.
Table 1 — Example of test matrix guide for test procedure selection depending on the LSAD
system ODD parameters
LSAD system ODD parame-
Relevant test procedure
ters specification
VRU (pedestrian) present Hazardous situation test (pedestrian).
VRU (pedal cyclist) present Hazardous situation test (pedal cyclist).
Night-time operation Night-time test conditions (for all test procedures in 11.3, 11.4 and 11.5).
Day-time operation Day-time test conditions (for all test procedures in 11.3, 11.4 and 11.5).
Environmental conditions shall include rain (for all test procedures in 11.3,
Operational in rain
11.4 and 11.5).
See Annex A for information on test speeds for hazardous situation tests.
11.2 Environmental parameters

Environmental conditions shall be selected based on the specific ODD for the application. It is
recommended to select the ODD attributes (e.g. rainfall, lighting conditions etc.) at their boundary
values.

BS ISO 22737:2021
ISO 22737:2021(E)

11.3 Hazardous situation
11.3.1 Pedestrian as an obstacle
11.3.1.1 Test setup
Figure 8 depicts the test setup for pedestrian hazardous situation tests. Figure 8 a) depicts a non-
occluded pedestrian hazardous situation. Figure 8 b) depicts a pedestrian target occluded by two
stationary vehicles. Figure 8 c) depicts a non-occluded pedestrian target moving in the same direction
as the SV. Pedestrian test targets used in the test procedures shall be in accordance with ISO 19206-2.
Both adult and 7-year old child targets shall be used in the test setup.
The stationary vehicle target in Figure 8 b) shall be in accordance with ISO 19206-3.

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ISO 22737:2021(E)

a) Non-occluded pedestrian b) Occluded pedestrian target c) Non-occluded pedestrian

perpendicular motion target detection test setup same direction motion target
detection test setup detection test setup
Key
VLSAD_max max. velocity of LSAD system-equipped vehicle (m/s)
Slong longitudinal distance of the evaluation path (m) for situation A and situation B
Slong2 longitudinal distance of evaluation path (m) for situation C
Vped velocity of pedestrian (m/s)
Slat2 lateral distance between SV and pedestrian starting point (m)
Slat3 lateral distance between SV and target vehicles (TV1 and TV2) (m)
Slong3 distance between Pt. 1 and Pt. 4 (m)
Pt.1 beginning of evaluation path
Pt.2 end of evaluation path
Pt.3 point by which Vped = specified target speed for situation A and situation B
Pt.4 point at which Vped = specified target speed for situation C
SV subject vehicle
TVx target vehicle (x = 1, 2)
1 approach path
2 evaluation path
Figure 8 — Pedestrian target (occluded and non-occluded) detection test setup
11.3.1.2 Vehicle parameters
Vehicle speed (V LSAD_max) at point 1 shall be “test speed” ± 0,07 m/s at point 1. “Test speed” shall be the
maximum operating speed of the vehicle driven by the LSAD system defined by the manufacturer or
other relevant stakeholders.

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ISO 22737:2021(E)

11.3.1.3 Pedestrian target parameters – Situation A
The speed of the pedestrian target (Vped) shall be 2,2 ± 0,07 m/s by the time it reaches point 3. The
lateral distance of the pedestrian (at point 3) from the vehicle centreline shall be 4 ± 0,1 m (S lat2).
11.3.1.4 Pedestrian and vehicle target parameters – Situation B
lateral distance of the pedestrian (at point 3) from the vehicle centreline shall be 4 ± 0,1 m (S lat2).
Pedestrian targets to be used shall include adult and child targets as per ISO 19206-2, for both situation
A and situation B test procedures.
Lateral distance between target vehicles [TV1 and TV2] centreline and SV centreline shall be 3 ± 0,1 m
(S lat3). The front edge of TV1 shall be set 1m before the lateral line on point 2, and the distance between
the rear edge of TV1 and the front edge of TV2 shall be 1 m.
11.3.1.5 Pedestrian target parameters – Situation C
longitudinal distance of the pedestrian (at point 4) from point 1 shall be 25 ± 1 m (S long3). If VLSAD_
max < Vped, then Vped shall be lowered to be less than VLSAD_max for the situation C test.
11.3.1.6 Longitudinal start distance
The longitudinal start distance (S long) for the evaluation of the test (in situation A and B) shall be
dependent on the top speed of the LSAD system (VLSAD_max). According to the top speed of the vehicle
driven by the LSAD system, S long shall be calculated as per Formula (1) and Formula (2):
S lat2
Tped_to_pt2 = (1)
Vped
S long = VLSAD_max × Tped_to_pt2 + 1m (2)
The longitudinal start distance for the evaluation of the test (in situation C) shall be at least 75 ± 1 m
(S long2).
11.3.1.7 Environmental parameters
Ambient temperature shall be between 5 °C and 40 °C. Depending on the ODD definition, the test
shall be done both in daylight (in excess of 2 000 lux) and in low ambient lighting conditions. Lighting
measurements shall be made at the point of collision. Additional environmental conditions may be
selected in consultation with relevant stakeholders.
11.3.1.8 Pass criteria
The test procedure shall be repeated 5 times for a 7-year old child target. The test shall be considered
as a pass if the vehicle driven by the LSAD system (SV) completely avoids colliding with each of the
pedestrian targets and has provided external warning for 5 consecutive runs. For situation C, the
test shall be considered as a pass if the vehicle maintains a distance of at least 1 ± 0,1 m behind the
pedestrian for 5 consecutive runs.
11.3.2 Pedal cyclist as an obstacle
11.3.2.1 Test setup
Figure 9 depicts the test setup for pedal cyclist target hazardous situation test. Figure 9 a) depicts a
non-occluded pedal cyclist target. Figure 9 b) depicts a pedal cyclist target occluded by two stationary

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ISO 22737:2021(E)

vehicles. Figure 9 c) depicts a non-occluded pedal cyclist travelling in the direction of the subject
vehicle. Pedal cyclist test targets used for the test procedure shall be in accordance with ISO 19206-4.
For the purposes of the test procedures defined in this section, the wheels on the pedal cyclist target
shall rotate, pedalling is optional for the test procedures.
The stationary vehicle target shall be in accordance with ISO 19206-3.
a) Non-occluded pedal cyclist b) Occluded pedal cyclist target c) Non-occluded pedal cyclist
perpendicular motion target detection test setup same direction motion target
detection test setup detection test setup
Key
VLSAD_max max velocity of LSAD system equipped vehicle (m/s)
Slong longitudinal distance of the evaluation path (m) for situation A and situation B
Slong2 longitudinal distance of the evaluation path (m) for situation C
Vpc velocity of pedal cyclist (m/s)
Slat3 lateral distance between SV and target vehicles (TV1 and TV2) (m)
SV subject vehicle
Slong3 distance between point 1 and point 4 (m)
Pt.3 point by which Vpc = specified target speed (situation A & situation B)
Pt.4 point by which Vpc = specified target speed (situation C)
Slat2 lateral distance between SV and pedal cyclist starting point (m)
TVx target vehicle (x = 1, 2)
1 approach path
2 evaluation path
Figure 9 — Pedal cyclist target (occluded and non-occluded) detection test setup

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ISO 22737:2021(E)

Vehicle speed (VLSAD_max) shall be “test speed” ± 0,07 m/s at point 1. “Test speed” shall be the maximum
operating speed of vehicle driven by the LSAD system defined by the manufacturer or other relevant
stakeholders.
11.3.2.3 Pedal cyclist target parameters – Situation A
The speed of pedal cyclist target (Vpc) shall be 4,16 ± 0,07 m/s by the time it reaches point 3.
The lateral distance of the pedal cyclist (at point 3) from the vehicle centreline shall be 4 ± 0,1 m (S lat2).
11.3.2.4 Pedal cyclist and Vehicle Target Parameters – Situation B
The speed of pedal cyclist target (Vpc) shall be 2,77 ± 0,07 m/s by the time it reaches point 3.
The lateral distance of the pedal cyclist (at point 3) from the vehicle centreline shall be 4 ± 0,1 m (S lat2).
The lateral distance between target vehicles (TV1 and TV2) centreline and SV centreline shall be
3 ± 0,1 m (S lat3). The front edge of TV1 shall be set 1 m before the lateral line on point 2, and the distance
between rear edge of TV1 and front edge of TV2 shall be 1 m.
11.3.2.5 Pedal cyclist target parameters – Situation C
The speed of pedal cyclist target (Vpc) shall be 4,16 ± 0,07 m/s by the time it reaches point 4. The
longitudinal distance of the pedal cyclist (at point 4) from point 1 shall be 15 ± 1 m (S long3).
If VLSAD_max < Vpc, then Vpc shall be lowered to be less than V LSAD_max for situation C test.
11.3.2.6 Longitudinal start distance, Slong
The longitudinal start distance (S long) for the evaluation of the test (in situation A and situation B) shall
be dependent on the top speed of the LSAD system (VLSAD_ max). According to the top speed of the vehicle
driven by the LSAD system, S long shall be calculated as per Formula (3) and Formula (4):
S lat2
Tpc_to_pt2 = (3)
Vpc
S long = VLSAD_max × Tpc_to_pt2 + 1m (4)
The longitudinal start distance for the evaluation of the test (in situation C) shall be at least 75 ± 1 m
(S long2).
Ambient temperature shall be between 5 °C and 40 °C. Depending on the ODD definition, the test shall
be performed both in daylight (in excess of 2 000 lux) and in low ambient lighting conditions. Additional
environmental conditions may be selected in consultation with relevant stakeholders.
The test procedure shall be repeated 5 times. The test shall be considered as a pass if the vehicle driven
by the LSAD system (SV) completely avoids colliding with the pedal cyclist target and shall provide
warning for external road users for 5 consecutive runs. For situation C, the test shall be considered as
a pass if the vehicle maintains a distance of at least 1 ± 0,1 m behind the pedal cyclist for 5 consecutive
runs.

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ISO 22737:2021(E)

11.3.3 Hazardous situation turning around a corner
11.3.3.1 Test setup
Figure 10 depicts the test setup for a hazardous situation test for a turning around a corner. Pedestrian
test targets used in the test procedure shall be in accordance with ISO 19206-2.
Key
VLSAD_max max. velocity of LSAD system equipped vehicle (m/s)
Slong longitudinal distance of the evaluation path (m)
SV subject vehicle
R radius of curvature of the bend
Pt.2 point by which Vped = specified target speed
Slat1 width of drivable area (m)
Slat2 lateral distance between SV and pedestrian starting point (m)
θ angle between pedestrian trajectory and vehicle trajectory while in straight section of the evaluation
path
2 evaluation path
Figure 10 — Hazardous situation test — Turning around a corner
Vehicle speed (VLSAD_max) at point 1 shall be “test speed” ± 0,07 m/s.
11.3.3.3 Pedestrian target parameters
The speed of pedestrian target (Vped) shall be 2,2 ± 0,07 m/s by the time it has reached point 2.

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ISO 22737:2021(E)

Lateral distance of the pedestrian (at point 2) from the vehicle centreline shall be 4 ± 0,1 m (S lat2) and 𝜃
shall be between 45° and 75°. R shall be between 3,05 ± 0,1 m and 4,57 ± 0,1 m.
11.3.3.4 Longitudinal start distance (Slong)
The longitudinal start distance (S long) for the evaluation of the test shall be dependent on the top speed
of the LSAD system (VLSAD_max). According to the top speed of the vehicle driven by the LSAD system,
S long shall be calculated as per Formula (5) and Formula (6):
R
Tped_to_pt2 = (5)
Vped
S long = VLSAD_max × Tped_to_pt2 + 1m (6)
11.3.3.5 Lateral detection evaluation zone (Slat1)
The width of the evaluation zone (S lat1) shall be 4,5 ± 0,1 m.
be performed both in daylight (in excess of 2 000 lux) and in low ambient lighting conditions.
Additional environmental conditions may be selected in consultation with relevant stakeholders.
by the LSAD system (SV) completely avoids colliding with the pedestrian target and provides external
warning for 5 consecutive runs. External warning may be visual or audible or both.
11.3.4 False positive tests
11.3.4.1 Test setup
Figure 11 depicts the test setup for false positive test for hazardous situations. Figure 11 a) depicts
a static pedestrian target. Figure 11 b) depicts a moving (in direction of vehicle driven by the LSAD
system) pedestrian target. Pedestrian test targets used in the test procedure shall be in accordance
with ISO 19206-2.

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ISO 22737:2021(E)

a) False positive test setup (static pedestrian b) False positive test setup (moving pedestrian
target) target)
Key
VLSAD_max max. velocity of the LSAD system equipped vehicle (m/s)
SV subject vehicle
Slong2 longitudinal distance between SV at point 1 and pedestrian starting point (test B) (m)
Slat2 lateral distance between SV and pedestrian (m)
Figure 11 — Test setup for false positive test for hazardous situations
The vehicle speed (VLSAD_max) at point 1 shall be “test speed” ± 0,07 m/s. “Test speed” shall be the
maximum operating speed of vehicle driven by the LSAD system defined by the manufacturer or other
relevant stakeholders
11.3.4.3 Pedestrian target parameters – Situation A, Figure 12 a)
The pedestrian target shall be static at 3 ± 0,1 m from vehicle centreline (S lat2).

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ISO 22737:2021(E)

11.3.4.4 Pedestrian target parameters – Situation B, Figure 12 b)
The speed of pedestrian target (Vped) shall be 2,2 ± 0,07 m/s parallel to the SV direction of travel.
The starting position of the pedestrian target shall be 3 ± 01 m from vehicle centreline (S lat2), and
5 ± 0,1 m from Pt. 1 in the longitudinal direction (S long2).
11.3.4.5 Longitudinal distance (Slong)
The longitudinal distance (S long) shall be 30 ± 1 m.
be performed both in daylight (in excess of 2 000 lux) and in low ambient lighting conditions.
by the LSAD system (SV) completely continues driving from point 1 and point 2 and it passes the
pedestrian without coming to a standstill for 5 consecutive runs.
11.4 Drivable area test
11.4.1 Test setup
This test is defined to test that the vehicle driven by the LSAD system always remains within the
driveable area defined as part of the predefined route for the system. Figure 12 depicts the test setup
for the drivable area test. Figure 12 a) depicts an unblocked drivable area. Figure 12 b) depicts a blocked
drivable area. Figure 12 c) depicts a drivable area becoming narrow.
The stationary vehicle target shall be in accordance with ISO 19206-3.
a) Drivable area (unblocked) b) Drivable area (blocked) test c) Drivable area (shrinking
test setup setup area) test setup

BS ISO 22737:2021
ISO 22737:2021(E)

Key
SV subject vehicle
Slong6 longitudinal distance point 1 and rear-end of obstacle (test B) / beginning of reduced drivable area
section (test C) (m)
Slat4 width of reduced drivable area (m)
1 approach path
2 evaluation path
Figure 12 — Test setup for the driveable area test
In both blocked and unblocked test setups, the vehicle shall be tested at its maximum allowable speed
(equal to or less than 8,89 m/s or 32 km/h) as decided by the relevant stakeholders. The vehicle
shall start in an approach path in such a way that at Pt. 1 in the Figure 12 the vehicle has achieved its
maximum allowable speed. Point 1 is depicted by the start of the evaluation path and is not necessarily
at the lateral mid-point of the evaluation path.
In the blocked drivable area test, stationary vehicles will be placed (as determined by the testing
organizations or local government agencies) in the evaluation path.
11.4.2 Vehicle parameters
Vehicle speed (VLSAD_max) at point 1 shall be “test speed” ± 0,07 m/s. “Test speed” shall be the maximum
operating speed of vehicle driven by the LSAD system defined by the manufacturer or other relevant
stakeholders.
11.4.3 Evaluation path parameters
The length of the evaluation path (S long) shall be 100 ± 1 m.

The width of the evaluation path (S lat1) shall be three times the width of SV or 6,5 (whichever is
larger) ± 0,1 m. S long6 shall be more than 50 ± 1 m.
The width of the narrowed evaluation path or blocked evaluation path (S lat4) shall be decided in
consultation with the LSAD system stakeholders for the specified predefined route and shall be up to a
maximum of twice the width of the LSAD equipped vehicle.
11.4.4 Environmental parameters
The ambient temperature shall be between 5 °C and 40 °C. Depending on the ODD definition, the test
shall be performed both in daylight (in excess of 2 000 lux) and in low ambient lighting conditions.
11.4.5 Pass criteria for unblocked drivable area
by the LSAD system (SV) always crosses the evaluation path while remaining within the lateral bounds
of the evaluation path for all 5 runs.

BS ISO 22737:2021
ISO 22737:2021(E)

11.4.6 Pass criteria for blocked drivable area
by the LSAD system (SV) always crosses the evaluation path while remaining within the lateral bounds
of the evaluation path for all 5 consecutive runs.
If the unblocked drivable area between the stationary cars (S lat4) is less than the safe width for SV
operation for manoeuvring around the stationary cars, the SV shall come to a stop within the evaluation
path.
11.5 Minimal risk manoeuvre (MRM) test
11.5.1 Test setup
This test is defined to test the activation and the performance of the minimal risk manoeuvre of the
vehicle driven by the LSAD system. Figure 13 depicts the MRM test setup. The vehicle shall be tested
at its maximum allowable speed (equal to or less than 8,89 m/s or 32 km/h) as decided by the relevant
stakeholder. The vehicle shall start in an approach path in such a way that at point 1 in Figure 13 the
vehicle has achieved its maximum allowable speed. Point 1 is depicted by the start of the evaluation
path and is not necessarily at the lateral mid-point of the evaluation path.
At point 4, MRM trigger condition shall be generated. The LSAD system shall apply deceleration up to
a maximum value of 4,905 m/s2 from point 2 onwards and bring the vehicle to standstill. The LSAD
system shall also inform the dispatcher that an MRM has been initiated and MRC has been attained.

BS ISO 22737:2021
ISO 22737:2021(E)

Key
SV subject vehicle
Slong4 longitudinal distance between Pt. 1 and Pt.4 where MRM is triggered (m)
Slong5 longitudinal distance between Pt. 4 and end of evaluation path (m)
Pt.4 point where MRM is triggered along the evaluation path
1 approach path
2 evaluation path
Figure 13 — Minimal risk manoeuvre test setup
11.5.2 Vehicle parameters
The vehicle speed (VLSAD_max) shall be “test speed” ± 0,07 m/s at point 1. “Test speed” shall be the
maximum operating speed of vehicle driven by the LSAD system defined by the manufacturer or other
relevant stakeholders.
11.5.3 Evaluation path parameters
The length of the evaluation path (S long1) shall be 100 m. The distance between point 1 and point 4, i.e.
S long4, shall be a maximum of 75 ± 2 m.
11.5.4 Environmental parameters
The ambient temperature shall be between 5 °C and 40 °C.


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ISO 22737:2021(E)

11.5.5 MRM trigger
In order to trigger MRM, out of ODD condition (e.g. geo fence, weather changes) or a deliberate sensor
failure situation (via fault injection) may be created. In either of the cases, the manufacturer shall define
the mechanism to trigger MRM.
11.5.6 Pass criteria
The test procedure shall be repeated 5 times. The test shall be considered as a pass if (for all 5
consecutive runs) the SV starts decelerating at point 4 and comes to standstill at or before point 5. The
SV may also perform evasive steering manoeuvre(s). Additionally, for all 5 consecutive test runs, the SV
shall also inform the dispatcher that MRM has been initiated and MRC has been achieved, and shall also
provide notification to occupants(s) and other road users (for example using the hazard lights).
Additional conditions may be selected in consultation with local government and testing organizations.

BS ISO 22737:2021
ISO 22737:2021(E)

Annex A
(informative)
Test speeds for hazardous situation tests
Table A.1 and Table A.2 provide details of the S long distance for various speeds of the LSAD system.
Table A.1 refers to pedestrian obstacles.
Table A.1 — S long values for pedestrian occluded hazardous situation test

VLSAD_max VLSAD_max S long (Situation A) S long (Situation B)
km/h m/s m m
32 8,89 17 26,6
31 8,61 16,5 25,8
30 8,33 16 25
29 8,05 15,5 24,2
28 7,78 15 23,4
27 7,5 14,5 22,6
26 7,22 14 21,8
25 6,94 13,5 21
24 6,67 13 20,2
23 6,39 12,5 19,4
22 6,11 12 18,6
21 5,83 11,5 17,8
20 5,55 11 17
19 5,28 10,5 16,2
18 5 10 15,4
17 4,72 9,5 14,6
16 4,44 9 13,8
15 4,17 8,5 13
14 3,89 8 12,2
13 3,61 7,5 11,4
12 3,33 7 10,6
11 3,05 6,5 9,8
10 2,78 6 9
9 2,5 5,5 8,2
8 2,22 5 7,4
7 1,94 4,5 6,6
6 1,67 4 5,8
5 1,39 3,5 5
4 1,11 3 4,2
3 0,83 2,5 3,4
2 0,56 2 2,6
1 0,28 1,5 1,8
0 0 1 1

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ISO 22737:2021(E)

Table A.2 refers to pedal cyclist obstacles.
Table A.2 — S long values for pedestrian occluded hazardous situation test

VLSAD_max VLSAD_max S long (Situation A) S long (Situation B)
km/h m/s m m
32 8,89 9,53 13,8
31 8,61 9,27 13,4
30 8,33 9,00 13
29 8,05 8,73 12,6
28 7,78 8,47 12,2
27 7,5 8,20 11,8
26 7,22 7,93 11,4
25 6,94 7,67 11
24 6,67 7,40 10,6
23 6,39 7,13 10,2
22 6,11 6,87 9,8
21 5,83 6,60 9,4
20 5,55 6,33 9
19 5,28 6,07 8,6
18 5 5,80 8,2
17 4,72 5,53 7,8
16 4,44 5,27 7,4
15 4,17 5,00 7
14 3,89 4,73 6,6
13 3,61 4,47 6,2
12 3,33 4,20 5,8
11 3,05 3,93 5,4
10 2,78 3,67 5
9 2,5 3,40 4,6
8 2,22 3,13 4,2
7 1,94 2,87 3,8
6 1,67 2,60 3,4
5 1,39 2,33 3
4 1,11 2,07 2,6
3 0,83 1,80 2,2
2 0,56 1,53 1,8
1 0,28 1,27 1,4
0 0 1,00 1

BS ISO 22737:2021
ISO 22737:2021(E)

Annex B
(informative)
Example LSAD communication messages
Table B.1 shows an example of V2I data communication messages (message set).
Table B.1 — Example for LSAD communication messages

Transmit (T)/ Receive (R)
Vehicle driven Minimum Frequen-
Data Description
by the LSAD Dispatcher cy
system
Vehicle unique identifier (at
Vehicle ID T R 1 Hz
any point in time).
LSAD system LSAD off/standby/active
T R 1 Hz
state (DDT, MRC, e-stop, MRM).
At start of trip/trip
Trip/trip segment approval by
Dispatcher au- segment or when the
dispatcher to confirm status R T
thentication LSAD system has
of the LSAD system.
applied e-stop.
Selection of top speed ODD
parameter based on the
At start of trip/trip
LSAD system dispatcher’s or system’s eval-
segment or when the
maximum operat- uation of the LSAD system’s R T
LSAD system has
ing speed ODD and other external fac-
applied e-stop.
tors (e.g. weather, scheduled
construction etc.).
LSAD system
T R 1 Hz
speed
Vehicle driven by
the LSAD system T R 1 Hz
heading
LSAD system
T R 1 Hz
position

BS ISO 22737:2021
ISO 22737:2021(E)

Annex C
(informative)
Example LSAD system data recorder
Table C.1 provides suggestions on some of the LSAD system parameters that may be recorded by the
LSAD system data recorder, along with suggestions on the sampling rate.
Table C.1 — LSAD system data recorder details

Data variable Minimum sampling rate
Vehicle speed 10 Hz
Wheel speed 10 Hz
Steering angle 10 Hz
Brake status/brake torque 10 Hz
Component error states 10 Hz
LSAD system health status data to supervisor 10 Hz
Vehicle yaw rate 10 Hz
Vehicle acceleration (longitudinal and lateral) 10 Hz
Heading angle from north 10 Hz
Vehicle position any collisions or incidents 10 Hz
Any intervention by the supervisor 10 Hz
Allowable top speed 1 Hz

BS ISO 22737:2021
ISO 22737:2021(E)

Annex D
(informative)
LSAD system activities (experiment tests) in various countries
This annex provides some examples of the LSAD system activities being carried out in different parts of
the world. It illustrates the variety in the ODD and maximum speed of the different activities.
D.1 Japan
Application name Hokkaido Kamishihoro-cho Demonstration and public testing

Demonstration and public testing of automated shuttles, as
part of the “Japan Innovation Challenge 2017”. The 600 m
Brief description
long route runs through town passing by “Kodomo-en Horon
(a nursery),” which is located next to the town hall.
Area, country Hokkaido Kamishihoro-cho, Japan.
Predefined route only (dedicated area set in the public road
ODD
[Paved]).
Top speed Approximately 5,55 m/s.
Automated driving SAE-Level 3 (Only within the specified section of the route
level shown in the picture below).
Audible warning, fault indication on operation panel. Fault
MRM
notification will be sent to dispatcher.
SOURCE: BOLDLY press release, reproduced with the permission of authors.
Figure D.1 — Vehicles for Hokkaido Kamishihoro-cho Demonstration and public testing
Application name Harima Science Garden City

Verification of future commercialization of automated driv-
ing shuttle in Harima, Science Garden City. Operation man-
Brief description
agement methods, remote surveillance systems, and public
acceptancy were evaluated. Route is approximately 1,7km.
RIKEN, National Research and Development Institute within
Area, country
Harima office (Sayo-cho, Hyogo), Japan.

BS ISO 22737:2021
ISO 22737:2021(E)

Dedicated area set in the public road (paved). Predefined

ODD
route only.
Top speed Approximately 5,55 m/s.
Automated driving SAE Level 3 (only within the specified section of the route
Audible warning, fault indication on operation panel. Fault
MRM
notification will be sent to dispatcher.
SOURCE: BOLDLY press release, reproduced with the permission of authors.
Figure D.2 — Vehicles for Harima Science Garden City
Michi-no-Eki: Automated driving service demonstration ex-

Application name
periment at Michino-eki (road-side rest area), etc.
Field tests of automated driving services with cooperation
between road and vehicle, based in the roadside stations in
Brief description order to ensure commuting and logistic means in the hilly
and mountainous areas, where aging of the population is
progressing.
Area, country Ashikita dekopon, Ashikita-cho, Kumamoto, Japan.
Dedicated area set in the public road (paved). Electromag-
ODD netic guide-path wire installed. Magnetic markers for accel-
eration/deceleration/stop requests installed.
Top speed 3,33 m/s
Automated driving SAE Level 4 (Only within the specified section of the route
Deceleration and stop on the path of the electromagnetic
MRM guide. Audible warning, fault indication on the operation
panel.

BS ISO 22737:2021
ISO 22737:2021(E)

Application name Chatan-cho, Okinawa

The project in Chatan-cho, Okinawa, as a tourist place model,
is to demonstrate/evaluate transportation methods going
through sightseeing spots, hotels, beaches, etc., utilizing
short/mid distance automated driving technology. This
Brief description
demonstration also verifies business opportunities and
social acceptance of the transportation services to cope with
labour shortage, vulnerable traffic users, cost reduction and
revitalization of tourist sites.
Chatan-cho, Okinawa Uminchu wharf ~ Sunset beach (owned
Area, Country
by Chatan-cho: non-public road), Japan.
Predefined route only. Pathway set in the non-public road
owned by the town with electromagnetic guide-path wire
ODD installed. Space where people co-exist/share.
(Approx. 2 km: This will be extended in the future).
Top speed 3,33 m/s
guide. Audible warning, fault indication on the on-board
MRM operation panel, fault indication on the remote monitoring/
operating monitor. Deceleration, and stop by remote moni-
toring/operating device.
SOURCE: AIST News, reproduced with the permission of authors.
Figure D.3 — The route for demonstration at Chatan-cho, Okinawa

BS ISO 22737:2021
ISO 22737:2021(E)

Application name Wajima-shi, Ishikawa

The project in Wajima-shi, Ishikawa, as a tourist place
model, is to demonstrate/ evaluate transportation meth-
ods among sightseeing spots, public facilities, etc., utilizing
short - mid-distance automated driving technology. This
Brief description
demonstration also verifies business opportunities and
social acceptance of the transportation services to cope with
labour shortage, vulnerable traffic users, cost reduction, and
revitalization of aging town.
Wajima-shi, Ishikawa, Japan
Area, country
Near Koubo-nagaya (Route in town: public road)
Predefined route only. (Approx. 1 km).
ODD Route set on the public road of town with electromagnetic
guide-path wire installed. Space where people and other
general (non-automated) vehicles co-exist/share.
Top speed 3,33 m/s
MRM
operation panel, fault indication on the remote monitoring/
operating monitor.
Demonstration/evaluation of last mile automated driving

Application name
(Eiheiji-cho, Fukui).
The project in Eiheiji, Fukui, as a depopulated area model,
is to demonstrate/evaluate transportation methods among
sightseeing spots, public facilities, etc., utilizing short -
mid-distance automated driving technology. This demonstra-
Brief description
tion also verifies business opportunity and social acceptance
of the transportation services to cope with labour shortage,
vulnerable traffic users, cost reduction, and revitalization of
low birthrate and aging region.
Eiheiji-cho, Fukui, Japan.
Area, country San Road (Road exclusively for bicyclists and pedestrians:
public road).
Predefined route only. (Approx. 6 km).
ODD Route set on the public road of road exclusively for bicyclists
and pedestrians with electromagnetic guide-path wire in-
stalled. Space where people and bicyclists coexist/share.
Top speed 3,33 m/s
Automated driving SAE Level 4 (only within the specified section of the route
Deceleration, and stop on the path of the electromagnetic
MRM
operation panel, fault indication on the remote monitoring/
operating monitor.

BS ISO 22737:2021
ISO 22737:2021(E)

SOURCE: AIST news, reproduced with the permission of authors.
Figure D.4 — Vehicles and remote monitoring operating equipment at Demonstration/

evaluation of last mile automated driving (Eiheiji-cho, Fukui)
D.2 United States
Application name Navya Arma shuttle at University of Michigan

The University of Michigan began testing a Navya Arma shut-
Brief description tle at its Mcity test facility in December 2016. Mcity uses the
shuttle for research, training and tours.
Country USA
ODD Predefined route, but mixed traffic.
Top speed 5,33 m/s
D.3 United Kingdom
Application name UK Autodrive

UK Autodrive will trial a fleet of up to 40 self-driving ‘pods’
that can operate on sidewalks and other pedestrianised
Brief description areas. Electric-powered vehicles will be used to test the fea-
sibility of using low-speed autonomous transport systems to
help move people within towns and cities.
Country UK
ODD Pedestrian/bicycle pathways.
Top speed 4,16 m/s
Application name Smart Cambridge Programme

Out-of-hours driverless shuttle service on the fixed path
Brief description between Trumpington Park and Ride and the Cambridge
Biomedical Campus.
Country UK
Dedicated roadway separated via physical separation (the
ODD
guided pathway is segregated from general traffic).

BS ISO 22737:2021
ISO 22737:2021(E)

Top speed 4,16 m/s
Application name GATEway (Greenwich Automated Transport Environment)

Taking place in TRL’s UK Smart Mobility Lab in the Royal
Borough of Greenwich, the project will trial and validate a
Brief description
series of different use cases for automated vehicles, including
driverless shuttles and automated urban deliveries.
Country UK
ODD Dedicated roadway without physical separation.
Top speed -
D.4 Europe
Application name CityMobil2

CityMobil2 is setting up a pilot platform for automated road
transport systems, which will be implemented in several
urban environments across Europe. Automated transport
systems are made up of vehicles operating without a driver
Brief description
in collective mode. CityMobil2 started in September 2012
and ended in 2016 and had 45 partners drawn from system
suppliers, city authorities (and local partners), the research
community and networking organizations.
Country Europe.
ODD Dedicated roadway without physical separation.
Top speed -
D.5 Australia
Application name Northern Territory Driverless Bus Trial

The purposes of the trial were to see (1) how CAVs behave on
Brief description public roads; (2) Raise public awareness of CAVs; and (3) Use
this trial to build future transport services.
Area, country Darwin, Australia.
Interactions with traffic with support from local law enforce-
ODD
ment.
Top speed 3, 88 m/s
Application name Transdev-EasyMile Roadshow

EasyMile, in partnership with Transdev, sought to demon-
strate the driverless vehicle technology on an autonomous
Brief description
shuttle bus. This was performed on a fixed route within City
Walk, a busy pedestrian thoroughfare in Canberra City.
Area, country Canberra, Australia.
ODD Interactions with pedestrians, walkway.
Top speed Not available.

BS ISO 22737:2021
ISO 22737:2021(E)

Application name Tonsley Cargo Trial

South Australian Government Future Mobility Lab Fund
trial: non-road-going autonomous vehicle operating in a
shared pedestrian space linking businesses in a technology
district. The trial is required to demonstrate the ability of
the autonomous vehicle to navigate multiple routes within
a prescribed space, maintain safe operations in the environ-
Brief description
ment and maintain reliability. The focus was the transfer of
small cargo from a central receiving point to destinations
with the district and between entities within the district.
Due to a greater demand for passenger transport as both a
service and a demonstration, a focus on human acceptance
and attitudes to driverless technology was implemented.
Area, country Adelaide, Australia.
ODD Mixed traffic condition within Business Park environment.
Application name FLEX (Flinders Express)

South Australian Future Mobility Lab Fund trial: Project
partners Flinders University and RAA together with seven
industry project supporters, will collaborate in a “first and
Brief description
last mile public transport” trial of driverless shuttles. Used
by Flinders University at both their Tonsley and Bedford Park
campuses under varying levels of complexity.
ODD Mixed traffic conditions within campus environment.
Top speed 14,16 m/s
Application name Local Motors Holdfast Bay Olli Trials

South Australian Government Future Mobility Fund trial.
The purpose of this current trial is to demonstrate the ability
of autonomous vehicles to interact with pedestrians, cyclists,
Brief description skateboarders and Segway riders. It also demonstrates first
and last mile as well as how the vehicle’s autonomous system
interacts in a complex route of tight roundabouts, corners
and U-turns. It also docks close to a bus stop.
ODD Mixed traffic conditions.

BS ISO 22737:2021
ISO 22737:2021(E)

D.6 Taiwan
Field Demonstration of ITRI Autonomous Driving Bus in Tai-

Application name
chung ShuiNan Smart City
The demonstration period is from 2018-12-21 to 2019-
01-20 for 31 days. The demo route is a dedicated lane in a
controlled area that mixes with regular traffic. The total
distance of the route is 3 km with 7 intersections, including
an open intersection with V2X smart iRoadSafe integration
which allows other vehicles to cross the intersection from
other directions.
Brief description ITRI autonomous driving bus operated in varying weather
conditions: sunny, cloudy and light rainy. The demonstra-
tion scenarios including RSU-assisted Blind Spot Detection,
Automatic Emergency Braking (AEB), Automatic Fixed-Point
Docking, Traffic Light Waiting Control, Lane-Keeping Control
(LKC), Cruise Control (CC), and U-Turn Control.
The bus runs 7 trips every single day in the demonstration
period, and the capacity is 17 people in each trip.
Area, country Taichung, Taiwan.
Dedicated lane in a controlled area that mixes with regular
ODD
traffic.
Top speed 5,55 m/s

BS ISO 22737:2021
ISO 22737:2021(E)

Bibliography
[1] ISO 2575, Road vehicles — Symbols for controls, indicators and tell-tales
[2] ISO 22078, Intelligent transport systems — Bicyclist detection and collision mitigation systems
(BDCMS) — Performance requirements and test procedures
[3] ISO 19237, Intelligent transport systems — Pedestrian detection and collision mitigation systems
(PDCMS) — Performance requirements and test procedures
[4] ISO 8608, Mechanical vibration — Road surface profiles — Reporting of measured data
[5] Michon J. A., “A Critical View of Driver Behavior Models: What do we know, what should we do?,”
pp. 485–520, 1985.
[6] Autonomous Robotics for Installation and Base Operations (ARIBO) https://smartamerica
.org/teams/autonomous-robotics-for-installation-and-base-operations-aribo/
[7] Smart City of Columbus https://w ww.us-ignite.org/apps/oHPFTUxwGdbir7xrtmFkcM/
[8] Michi-no-Eki, Automated driving service demonstration: https://w ww.mlit.go.jp/road/ITS/j
-html/automated-driving-FOT/index.html
[9] Demonstration/evaluation of last mile automated driving: https://w ww.meti.go.jp/policy/
mono_ info_ ser vice/m ono/a utomobile/A utomated- driving/a utomated- driving. html;
https://w ww.aist.go.jp/aist_j/news/au20181114.html; https://w ww.aist.go.jp/aist_j/news/
announce/au20180207.html

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BSI Standards Publication

Intelligent transport systems — Low-speed

Amendments/corrigenda issued since publication

Intelligent transport systems — Low-

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11.5.1 Test setup............................................................................................................................................................................. 28

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Intelligent transport systems — Low-speed automated

3 Terms and definitions

1) Under preparation. Stage at the time of publication: ISO/DIS 21448:2021.

© ISO 2021 – All rights reserved ﻿ 1

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4 Symbols and abbreviated terms

ADS-DV automated driving system-dedicated vehicle

DDT dynamic driving task

e-stop emergency stop

LSAD low-speed automated driving

MaaS mobility as a service

MRC minimal risk condition

ODD operational design domain

R radius of curvature of trajectory in drivable area

RTI request to intervene

S lat1 width of drivable area

S lat2 lateral distance between SV and pedestrian starting point

S lat4 width of reduced drivable area

S long longitudinal distance of drivable area

S long2 longitudinal distance of evaluation path from situation C

S long3 longitudinal distance between point 1 and point 4

S long5 longitudinal distance between point 4 and end of evaluation path

Tped_to_Pt2 time taken by pedestrian to reach point 2

Tpc_to_Pt2 time taken by pedal cyclist to reach point 2

TV (1, 2) target vehicle (1, 2)

VLSAD velocity for the LSAD system

VLSAD_max maximum velocity for the LSAD system

Vpc velocity of pedal cyclist

© ISO 2021 – All rights reserved ﻿ 3

Vpc_max maximum velocity of pedal cyclist

Vped velocity of pedestrian

Vped_max maximum velocity of pedestrian

Vsv_max maximum velocity of subject vehicle

VRU vulnerable road users

DDT dynamic driving task

5 Example use case for an LSAD system deployment

4 ﻿ © ISO 2021 – All rights reserved

Figure 1 — Example system architecture — LSAD in a MaaS system

6 LSAD system architecture

© ISO 2021 – All rights reserved ﻿ 5

optional features not defined in this document

functional requirements not defined in this document

Figure 2 — Example system architecture — Individual LSAD system

6 ﻿ © ISO 2021 – All rights reserved

7.2 Minimum operating capabilities

7.3 Operational design domains (ODDs)

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