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Pages 74-78

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From page 74...
... 74 In addition, legislative and regulatory jurisdiction over motor vehicles is diffused in the United States between the states and the federal government. At such a time of technical and political uncertainty, a certain degree of regulatory flexibility seems appropriate so as to avoid setting legislative or regulatory requirements too rigidly or too soon, before best practices and designs may have emerged.
From page 75...
... 75 to the early years of automobiles. As early as the 1920s, vehicle miles traveled data were collected by the Department of Commerce as a measure of increased economic activity.600 The Federal Highway Administration began collecting VMT statistics from states in 1945.601 USDOT currently uses this vehicle miles traveled data, primarily from the Highway Performance Monitoring System (HPMS)
From page 76...
... 76 a separate category could be used to incentivize or disincentivize driverless vehicle use.
From page 77...
... 77 results of this study indicate that driverless vehicles would likely lead to fewer cars being owned by the average household.624 At the same time, each vehicle would be driven more intensely (more miles over a given time period) so that roughly the same mileage would be covered by fewer cars.625 The research also suggests that such a driverless vehicle usage pattern would probably result in cars wearing out sooner, with more frequent purchases of new cars.626 If newer driverless vehicles have better, cleaner technology, a frequent replacement pattern could contribute to longterm sustainability and environmental benefits.627 B
From page 78...
... 78 and with reduced vehicle headways.637 Adding separated or dedicated roadways for use only by driverless vehicles is likely to be resisted because such lanes would involve the cost both of adding infrastructure and of additional land for rights-of-way. Alternatively, it would be possible to designate existing roadway or highway lanes for driverless vehicle use only.

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