Introduction
Preparations are presently underway for development of the test track, as well as for development of the demo plan, selection of demo participants from applicants, and planning of the open demo scheduled for the end of this November. The following is a report of the demo scenario and the test track that will be used for the "ASV/AHS Joint Proving Test" organized jointly by the Advanced Cruise-Assist Highway Systems (AHS) project and the Advanced Safety Vehicle (ASV) project to demonstrate safety-related cruise-support systems.

1. The Concept of the Proving Test
(1) Objectives A test system comparable to the Cruise Assist Systems to be commercialized in phases starting in 2003 will be studied for seven safety-related services. Tests will include an evaluation of requirements for practical application, including confirmation of system and equipment performance, data-collection necessary for subsequent R&D, and a study of feasibility. Various types of ASV models will be used to examine and evaluate accident prevention performance, driver acceptance, etc., under various road conditions, with the objective of commercialization in the near future. Furthermore, the demo will be made available for testing the Cruise Assist Systems by a wide spectrum of participants in Japan and from other nations in order to foster greater international and domestic cooperation and coordination regarding technological exchange in this area.
(2) Significance of the Proving Test The 2000 proving test is an important step in the process of the testing and evaluation (testing and simulation assessment on a number of levels) needed for introduction and application of the AHS into society. Specifically, it is an experiment to confirm system functions exhaustively and thoroughly within the restricted environment of the test track. This is an important step in the development process, after which the system will undergo further testing on a more rigorous real-road environment, followed by confirmation of equipment performance and real-road tests using commercial system models.

2. Description of the Proving Test
(1) User Services
The user services with which AHS and ASV aims to coordinate and improve car safety have been described in the earlier issue. These services have the potential to reduce traffic accidents in Japan by a dramatic 90%.

< User Services Featured in the Proving Test >
(1) Support for prevention of collisions with forward obstacles
(2) Support for prevention of over shooting on curve
(3) Support for prevention of lane departure
(4) Support for prevention of crossing collisions
(5) Support for prevention of right turn collisions
(6) Support for prevention of collisions with pedestrians crossing streets
(7) Support for road surface condition information for maintaining headway etc.

(2) Proving Test Track
As reported in the earlier issue, the test will be conducted at the Public Works Research Institute (PWRI) Providing Test Area, operated by the Ministry of Construction in Tsukuba, Ibaraki Prefecture. The PWRI test track is adapted to high-speed driving and has the following specifications.

< Principal Features of the PWRI Test Track >
Total length: 6,152 meters
Width: 17.75 meters
Straight course (outbound):
Concrete pavement; straight-line length of 2,192 meters
Straight course (inbound):
Asphalt pavement; straight-line length of 693 meters
Curved section (South Loop):
Radius 222.5m;design speed of 120 km/h
Maximum bend: 27 degrees
Curved section (North Loop):
Radius147.5m;design speed of 100 km/h
Maximum bend: 28 degrees

The demo for user service evaluation on expressways will be implemented after installing necessary facilities on the track. At the same time, the South Loop sector planned for use as an ordinary road environment will have simulated intersections and new roads for testing relevant user services. As venues for evaluating the seven user services mentioned above, the following sites are being developed.

< Proving Test Sites >
(1) Facilities for testing support for prevention of collisions with forward obstacles (ordinary roads)
(2) Facilities for testing support for prevention of collisions with forward obstacles (on expressways)
(3) Facilities for testing support for prevention of lane departure
(4) Facilities for testing support for prevention of crossing collisions
(5) Facilities for testing support for prevention of right turn collisions/support for prevention of collisions with pedestrians crossing streets
(6) Facilities for testing support for prevention of collisons with forward obstacles (in rain & fog)/support for prevention of collisions with pedestrians crossing streets

The facility for testing support for prevention of collisions with forward obstacles (in rain & fog)/support for prevention of collisions with pedestrians crossing streets will employ a rain/fog generator (approx. 200m) installed within a life-sized tunnel (approx. 800m) on the test track for testing collision prevention and lane departure prevention in strong rain and in fog.

3. Outline of Cruise Assist Systems and Facilities

Support for prevention of collisions with forward obstacles
Service starts with the control point makers on the road surface. Information on obstacles, road surface conditions, and road shape is transmitted from roadside facilities to prevent collision with the obstacle.

Support for prevention of lane departure
On a straight lane with good visibility, vehicle lane-keeping is executed while receiving road surface and road shape information from roadside facilities and simultaneously confirming lane marker position.

Support for prevention of over shooting on curve
Service starts with the control point markers on the road surface. The vehicle receives road surface and road shape information from roadside facilities and enters a curve at optimal speed based on the information. Also, the vehicle executes lane-keeping while confirming lane marker position.

Support for prevention of crossing collisions
Information on the location and speed of a vehicle cruising through a section of the main road is transmitted to a vehicle cruising on the side road and heading toward an intersection. At the same time, road shape and road surface information is transmitted by roadside facilities to the vehicle as well. On-board equipment evaluates and forecasts collision potential, etc., and issues information, warning, or braking control as necessary.

Support for prevention of right turn collisions
Service starts with the control point markers on the road surface. Information on the location and speed of a vehicle cruising on a section in the opposing lane is detected and transmitted to a vehicle attempting to make a right turn. At the same time, information on obstacles, road surface and road shape is received from roadside facilities to prevent collision with the oncoming vehicle.

Support for prevention of collisions with pedestrians crossing streets
Pedestrians are detected with pedestrians detection facility capable of identifying the location of pedestrians on crosswalks. Information on road shape and road surface condition is also transmitted in regular intervals from roadside facilities. On-board equipment issues evaluates collision potential, etc., and informs the driver.

Conclusion
Rapid preparations are underway to prepare for the Joint Tests scheduled for October through December this year. This issue had highlighted the test track to be used in the proving test; in future issues we hope to report on test facilities and vehicles to be used. Work is also underway for the public demo titled?Joint Tests - Demo 2000,?scheduled for the end of November, and we hope that as many people from Japan and overseas as possible will take the opportunity to experience these Cruise Assist Systems. We plan to report on the date of the open demo and other details as they are finalized. For updated information on the proving test project, please visit the AHSRA website (http://www.ahsra.or.jp).