Impacts of Laws and Regulations on CV and AV Technology Introduction in Transit Operations (2017) / Chapter Skim
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Pages 4-28
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TECHNOLOGY 5 State of AV Technology Development Advances in research and development of AV technology are being announced almost daily, and industry perception is continually changing for even the most knowledgeable people in the field. New announcements or developments could substantially change these contents as time progresses, particularly regarding the technology availability timeline.
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Figure 1. Automated Roadway Vehicles Will Be on the Market by 2020 TECHNOLO s GY 6
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TECHNOLOGY 7 Connected Vehicles – Over the last 20+ years, CV technology was primarily driven by USDOT initiatives. Some of the CV program evolution was in direct response to the numerous challenges of the grand vision of the AHS.
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applicatio begin to Figure Defin Much dis business of service this priva referred t basic bus services franchise service. Although demand mile" ser (FTA)
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TECHNOLOGY 9 possible if the demand is very low for a given origin/destination pair and for a given time of day, this will not be guaranteed. The service operates much like a horizontal elevator.
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TECHNOLOGY 10 Historical Context of Automated Transit Systems Automated transit systems on fixed guideways have been in operation for more than 40 years. Automated Guideway Transit/Automated People Mover Systems – The USDOT federally funded pilot project of the first fully automated guideway transit system began passenger service in 1964 at Pittsburgh's South Park (see Figure 3)
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TECHNOLOGY 11 Standard and the relevant functionality will be addressed further in subsequent chapters of this working paper. • Automatic Train Control (ATC)
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TECHNOLOGY 13 Robotic Vehicles in Automated Transit Network Systems – At the time APM/AGT technology began to develop in the 1960s and 1970s, an extension of that concept began to develop for automated guideway systems that would provide a "network" configuration of guideways and stations along which small individual vehicles would operate. The concept included off-line stations such that AVs could bypass on the main line.
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Connect CV techn Safety P on a sma technolog with bus congestio Some ap automate demonst PATH) in system in research Toyota a steering achievem (IMTS)
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From the past dem purposes over the themselv they mus transit m Lesso Syste Half a ce opportun 1.
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TECHNOLOGY 17 e. Producing a complete pilot/demonstration project with safe operations carrying passengers in service conditions suitably representative of the promised deployment operating conditions f.
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TECHNOLOGY 18 to fully automated transit systems is the U.S. government's enforcement of the Americans with Disabilities Act15.
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TECHNOLOGY 19 nothing inherently precluding computers from ingesting data from existing CV concepts and acting on it automatically, except that in many cases some information transmitted is expected to be consumed by a human driver (particularly the general category of "traveler information")
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TECHNOLOGY 20 Note that the timeline for technical feasibility does not consider the separate timelines for institutional changes to operating policy, governmental agency regulations, and associated laws. These aspects will be addressed in subsequent working papers.
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TECHNOLOGY 21 NHTSA/SAE Automation Level HMI Operational Classification Level Example Automated Machine Functions Transit System Applications Potential Deployment Time Line 3 Limited SelfDriving Automation Machine-driving with human oversight Automated driving over portions of a route with substantive travel distances, but with human operator available to take control if required Automated operations between stations; onboard attendant (present for failure management and emergency incident management)
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TECHNOLOGY 22 NHTSA/SAE Automation Level HMI Operational Classification Level Example Automated Machine Functions Transit System Applications Potential Deployment Time Line 4. Full SelfDriving Automation Machine-driving without human presence required; provisions for human-driving operations by roving "recovery" personnel or by remote control from a centralized or nearby location Automated driving, path determination and station berthing without a driver onboard at any time from origin to destination, Automated transit route or demand-responsive dispatch operations; empty vehicle repositioning/storage a.)
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TECHNOLOGY 23 Potential Evolution of New Transit Paradigms The conventional transit bus coach has evolved to the 40' bus size typically used today because it provides a good balance of cost-benefit when the bus is full (driver compensation, fuel, and other operating costs offset by transit fares)
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TECHNOLOGY 25 to operate on some combination of dedicated transitways and/or conventional roadways while operating along their assigned travel path. In this potential future, a fleet of smaller automated transit vehicles could also be dynamically repositioned through strategic distribution anywhere in the transit network to serve changing demand patterns.
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TECHNOLOGY 26 zone where the vehicle can be brought to a stop or substantially reduce the operating speed is likely to be necessary while the transition occurs. Multi-Berth and Off-Line Stations – Transit station facilities in the near term will begin to change from fixed guideway station configurations.
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TECHNOLOGY 27 Specific designs for large transit vehicles combined with progressive demonstration in test environments will likely be the path toward improving safety and mobility of transit operations through automation. Timelines expected for AV transit technology readiness are: • Near term (5-10 years)
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TECHNOLOGY 28 into off-line stations, and the configuration of multi-berth boarding positions. In addition, precision docking can enable all stops to offer level boarding for the physically challenged.
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