Towards Road Transport Automation: Opportunities in Public-Private Collaboration (2015) / Chapter Skim
Currently Skimming:
Pages 40-64
The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.
From page 40... ...
40 APPENDIX A: COMMISSIONED WHITE PAPER 1 Road Transport Automation as a Public–Private Enterprise Steven E Shladover, University of California, Berkeley, USA Richard Bishop, Bishop Consulting, Granite, Maryland, USA The aim of this white paper is to set the scene for discussions at the EU-U.S.
|
From page 41... ...
41A P P E N D I X A : C O M M I S S I O N E D W H I T E P A P E R 1 because unless one precisely articulates the concept under consideration, it is likely that another person will be envisioning a different concept. This diversity also limits the validity of any broad generalizations about automation; something that is true about one form of automation may be completely inapplicable to another.
|
From page 42... ...
42 T O W A R D S R O A D T R A N S P O R T A U T O M A T I O N tion. These systems are already on the market on a variety of vehicles, although they represent a small fraction of the number of vehicles sold.
|
From page 43... ...
43A P P E N D I X A : C O M M I S S I O N E D W H I T E P A P E R 1 to the levels of investment in foundational research and system development. It is possible that the user may experience several levels of automation on a single trip.
|
From page 44... ...
44 T O W A R D S R O A D T R A N S P O R T A U T O M A T I O N vehicles that minimize their interactions with other road user groups or restrict these interactions and the speed of the automated vehicle to accommodate the technical limitations of the automated vehicle's sensors. Specialized system providers are likely to launch services in such environments; for the mass-production vehicle industry, a high availability of such protected environments would be required to spur product introduction.
|
From page 45... ...
45A P P E N D I X A : C O M M I S S I O N E D W H I T E P A P E R 1 freeways in mixed traffic, these vehicles were capable of automated freeway cruising, lane changes, merging, and exiting and can be viewed as Level 2 systems. During CES 2015, Honda demonstrated a lane-level hazard information function in which an automated vehicle, seeing a lane blockage or hazard ahead, takes a photo of the hazard before performing an automated lane change.
|
From page 46... ...
46 T O W A R D S R O A D T R A N S P O R T A U T O M A T I O N Other potential entrants into this domain are Uber (which Google partly owns) , Lyft, and Sidecar.
|
From page 47... ...
47A P P E N D I X A : C O M M I S S I O N E D W H I T E P A P E R 1 Level 2 highway automation is Level 2 capability for highway use across the full speed range and a full range of normal highway curvatures. Because this is an eyes-on system, some systems will actively monitor the driver's attention or gaze and warn if the driver does not have eyes on the road.
|
From page 48... ...
48 T O W A R D S R O A D T R A N S P O R T A U T O M A T I O N grounded in the reality of the specific products they plan to roll out (which are likely not yet fully defined because of uncertainties in technical performance and cost) or the timing of the market introduction.
|
From page 49... ...
49A P P E N D I X A : C O M M I S S I O N E D W H I T E P A P E R 1 cal system with the potential to influence the daily lives of the entire population in developed countries. The list of organizations and groups likely to be influenced by developments in road transport automation includes the following: • Vehicle manufacturers and suppliers.
|
From page 50... ...
50 T O W A R D S R O A D T R A N S P O R T A U T O M A T I O N businesses. The increased connectedness of vehicles will create new data collection opportunities for the information technology industry, but these opportunities are more directly associated with connected vehicles than with automated vehicles.
|
From page 51... ...
51A P P E N D I X A : C O M M I S S I O N E D W H I T E P A P E R 1 The underlying technology, as used for cooperative collision warnings, should be able to support the large majority of the requirements for road transport automation. The issues that still need to be resolved include • Expanding messages to include information needs specific to automation, • Verifying that the available spectrum and technical standards will be able to support the wireless traffic demand when a high percentage of vehicles in high-density locations are automated, and • Verifying that the security systems are indeed sufficiently secure and scalable to a high market penetration.
|
From page 52... ...
52 T O W A R D S R O A D T R A N S P O R T A U T O M A T I O N • The use of vehicle probe data to make automated driving more human-like, so as to increase comfort for vehicle occupants.13 In the end, robust localization is likely to require combinations of different technologies so that the limitations of one technology can be compensated for by another. This requirement obviously increases the cost of the deployed system.
|
From page 53... ...
53A P P E N D I X A : C O M M I S S I O N E D W H I T E P A P E R 1 international cooperation, even though the characteristics of the driver populations and their driving behavior may differ considerably between the United States and the European Union. 3.4 Fault Detection, Identification, and Accommodation To achieve Level 3, 4, or 5 automation with no less safety than today's manual driving, the automated driving system will have to reach extremely high levels of reliability.
|
From page 54... ...
54 T O W A R D S R O A D T R A N S P O R T A U T O M A T I O N 3.5 Cybersecurity The media have raised public awareness about cybersecurity threats after a series of highly publicized attacks. Such threats are typically one of the first concerns to be raised when the subject of road transport automation is discussed by the media or the general public.
|
From page 55... ...
55A P P E N D I X A : C O M M I S S I O N E D W H I T E P A P E R 1 will be extremely unhappy with it, and the sudden braking could potentially lead to secondary crashes involving the following vehicles. Achieving the combination of very low false negatives and false positives requires that the sensor signal processing be able to classify targets with extremely high confidence, which is extremely difficult, considering the essentially unlimited diversity of the target objects that could appear in front of a road vehicle.
|
From page 56... ...
56 T O W A R D S R O A D T R A N S P O R T A U T O M A T I O N will be required before those decisions can be trusted to software in a real-world application. If a fully sufficient solution is not available, the question of what constitutes "good enough" is raised.
|
From page 57... ...
57A P P E N D I X A : C O M M I S S I O N E D W H I T E P A P E R 1 crash avoidance systems. There should be opportunities for research collaboration and research coordination between the European Union and the United States in most of these areas before the work advances to the stage of development of potentially competitive commercial products.
|
From page 58... ...
58 T O W A R D S R O A D T R A N S P O R T A U T O M A T I O N public safety and the vehicle market be balanced in the definition of new regulations or certifications? In the longer term, if vehicles are able to operate on most of the road network without drivers, there is potential for significant impacts on land use, urban development patterns, and workplace practices.
|
From page 59... ...
59A P P E N D I X A : C O M M I S S I O N E D W H I T E P A P E R 1 4.3 Vehicle Certification and Licensing One of the biggest challenges to the deployment of road transport automation involves determining how to decide whether a specific vehicle automation system is safe enough that it should be permitted to operate on public roads. This question has two dimensions, each posing different challenges: (a)
|
From page 60... ...
60 T O W A R D S R O A D T R A N S P O R T A U T O M A T I O N younger generations; by age group, those interested were as follows: • 41% Generation Y (born between 1977 and 1995) , • 25% Generation X (born between 1965 and 1976)
|
From page 61... ...
61A P P E N D I X A : C O M M I S S I O N E D W H I T E P A P E R 1 – What is the elasticity of travel demand with respect to travel time when that travel time can be spent doing whatever the traveler wants to do rather than driving? – How will the growth of online shopping affect urban goods movement needs?
|
From page 62... ...
62 T O W A R D S R O A D T R A N S P O R T A U T O M A T I O N privately, although the latter would require some policy changes by public agencies to make the underlying data readily available to private entities in real time. At Levels C and D, the functions are much more closely tied to traditional public-sector responsibilities, and the investments of capital and operating expenses are considerably higher as well.
|
From page 63... ...
63A P P E N D I X A : C O M M I S S I O N E D W H I T E P A P E R 1 6 ConClusions Road transport automation has the potential to make profound changes to the operation of road systems throughout the world. It is currently unclear how long it will take to realize the potential changes from each level of automation because there are so many uncertainties about the technologies and the policy environment in which they need to be deployed.
|
From page 64... ...
64 T O W A R D S R O A D T R A N S P O R T A U T O M A T I O N • Should driver licensing and testing requirements be changed for automated vehicles? • Should people who are not qualified to drive conventional vehicles be authorized to travel unaccompanied in automated vehicles?
|
Key Terms
This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More
information on Chapter Skim is available.