Kick-off MeetingApril 22, 2016

Sheraton Detroit Metro Airport

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AASHTO Connected and Automated Vehicle Executive Leadership Team (CAV-ELT)

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Agenda 8:00AM 1. Welcome and Introductions

Welcome by Bud Wright (Executive Director, AASHTO)

2. Objectives and Purpose of the ELT

2.1 Opening remarks (CAV-ELT Chair Kirk Steudle)2.2 Purpose of ELT

3. Status of CV and AV

3.1 CV and AV update presentationsV2I-DC (Shailen Bhatt)Nat Beuse (NHTSA) – call inITS JPO (Ken Leonard)3.2 Member remarksMaricopa County DOT (Jennifer Toth)THEA (Joseph Waggoner) Cont.

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Agenda – cont.4. Paths to connected automation

4.1 Scenarios for convergence of CV and AV (Abbas Mohaddesand Peter Sweatman)4.2 Member perspectives and discussion

Michael Cammisa (Global Automakers)John Halikowski (Arizona DOT) Regina Hopper (ITS America)Ian Grossman (AAMVA)Mark Norman (TRB)Jeff Paniati (ITE)Amine Taleb (Valeo)

5. State DOT readiness for CAV5.1 CAV ramifications for State DOTs (Abbas Mohaddes and Peter Sweatman)5.2 Perspectives and discussion on State DOT readiness

Carlos Braceras (Utah DOT)Malcolm Dougherty (Caltrans)Sandra Larson (Iowa DOT)

LUNCH BREAKCont.

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Agenda – cont.1:00 PM 6. Policy issues for AV

6.1 Chair’s Introduction (Kirk Steudle)

6.2 USDOT updates on CAVPresentation: Jeff Lindley (FHWA)

6.3 Policy challenges for CAV (Abbas Mohaddes and Peter Sweatman)

6.4 Policy initiatives to assist AV deployment –member perspectives

Kay Ceille (Zipcar)Ulrick Heine (Mercedes Benz)Jim Keller (Honda)Alan Korn (Arvin Meritor)Frank Sgambati (Bosch)

Cont.

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Agenda – cont.7. Strategies and actions to meet ELT objectives

7.1 Review ELT purpose and objectives (Discussion led by Kirk Steudle)

7.2 Review of AV policy needs (Member input summarized by Abbas Mohaddes and Peter Sweatman)

7.3 Working method for ELT 7.3.1 Examples of initial working method

7.4 Membership of ELT

7.5 Next steps for CAV-ELT

8. Next Meeting

9. Closing

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1. Welcome and Introductions 8.00 am

1.1 Welcome and Introduction from Bud Wright (Executive Director, AASHTO)Introduction of CAV-ELT Chair: Kirk Steudle(Director, Michigan Department of Transportation)

1.2 Antitrust reminder1.3 Introduction of members and guests (Kirk Steudle)1.4 Review of agenda (Kirk Steudle)

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2. Objectives and Purpose of the ELT2.1 Opening remarks

• AASHTO has many partners, and we recognize the many CV activities that have brought us to this point CAV-ELT will not duplicate these efforts

• We are here to address the high-level policy needs of both CV and AV, and their convergence to “Connected Automation” CV has been an orderly and beneficial process, even

though we are not quite there yet The path to AV is much less understood, and needs

policy-level attention from this ELT

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CV partners and activities• AASHTO, ITE & ITS-A V2I Deployment Coalition (V2I-DC) Chair: Shailen Bhatt

• NHTSA, FHWA & CAMP Many technical, standards, regulatory and

advisory activities• USDOT & AASHTO V2I Footprint Analysis

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CV milestones• Early connected programs by states eg. Michigan DUAP and Arizona E-VII

• Connected Vehicle Test Beds Novi MI, as well as CA, AZ, TN, VA, FL, and NY

• Model deployments and consortia Ann Arbor, CA, VA; MTC/Mcity, GoMentum,

Accelerate Texas• Industry demonstrations and announcements eg. ITS World Congress Detroit CAMP, VIIC

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Moving CV forward

• USDOT pilots in NYC, Tampa and Wyoming Deployment plans to be finalized and implemented in fall 2016

• USDOT V2I Deployment Guidance and Products Imminent release

• The work of the V2I DC and its technical working groups• USDOT Smart Cities Challenge

Seven finalist cities announced in March 2016• Continued progress with NHTSA’s V2V rule, FHWA V2I guidance,

and OEM fitment of the platform and applications (including both V2V and V2I)

• Continued access to quality 5.9 GHz spectrum Current FCC review of access to 7 bands at 5.9 GHz

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Drivers of AV deployment

• Individual OEMs offer the safety benefits of automated features Competitive advantage; safety has become a

competitive issue The market for automated features is an

extension of the current automotive market and is well-defined

• Disruptive industries see new markets with driverless vehicles, especially when shared and available on-demand Tech, IT companies Shared use services

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Drivers of AV deployment (continued)

• Government agencies see overall benefits to society and do not want to unduly impede the technology Safety agencies (NHTSA) will “require” certain

automated features Driverless technology will not be required, and is

likely to be subject to performance or design standards The extent to which driverless technology is regulated

will affect deployment efforts and and time framesThe USDOT has indicated a large AV effort: $3.8 B and

10 years

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Broad industry ecosystem for driverless mobility• OEMs• Tech companies• Traffic sensing and control• Tier 1 suppliers• Mobility services• Big data analytics• Telecommunications• Insurance• Cybersecurity & privacy• Consumer electronics

Requires broader representation on CAV-ELT

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Broad public agency roles for driverless vehicles• Federal (USDOT)

Guidance on driverless vehiclesDriver role vs operating environment

Agreements on automated features for safety Mandates for the performance of driverless systems

• State DMVs on rules of the road DOTs on infrastructure design, ITS, maintenance & traffic operation

• MPOs on infrastructure planning and investment• Cities on AV provisions

Zones, lanes, staging areas and “safe stops” Related technologies (EV) Connectivity and data

Requires broader representation on CAV-ELT

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2.2 Purpose of the ELT

Purpose: To discuss and develop policies that

accelerate deployment of AV, in convergence with CV Be proactive and be the voice of our

ultimate customers – the roadway user!

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2.2 Purpose of the ELT(continued)Suggested objective areas are:

1. Identify Programmatic Level efforts that need to be performed within the public sector agencies to encourage and accommodate full deployment of AV

2. Define Industry Interactions that are required to accommodate full deployment of CAV

3. How can infrastructure owners and operators deal with and get past the issuesrelated to funding the deployment, maintenance, and operations of CAV?

4. How can the overall CAV related risks and vulnerability incurred by infrastructureowners & operators, OEMs, and consumers be fully understood and managed toenable AV deployment?

5. Be proactive in developing policies that accelerate convergence of Connected andAutomated Vehicles.

3. Status of CV and AV

3.1 CV and AV update presentations

V2I-DC (Shailen Bhatt)NHTSA (Nat Beuse) – will call inITS JPO (Ken Leonard)

V2I DC &V2I DC Executive CommitteeShailen Bhatt-Colorado DOT, Chairshailen.bhatt@state.co.us

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Outline

• Membership and Structure• Applications Focus• Deployment Issues• Business Plan

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Membership and Structure

• V2I DC Membership Public, private and academic organizations Pulled from AASHTO, ITS America and ITE

membership Nearly 200 membersOver 100 members attended V2I DC meetings this

week

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Membership and Structure

• V2I DC Concept A single point of reference for stakeholders to

meet and discuss V2I deployment related issues

• V2I DC Approach USDOT asked AASHTO, ITS America and

ITE to collaborate on organizing and managing the coalition

AASHTO Connected

Vehicle Executive Leadership Team

(ELT)

FHWA, FTA, ITS - JPO, NHTSA, ETC.

USDOT

1. Collaborate with FHWA on 2015 connected vehicle deployment guidance2. Promote streamlining among USDOT, owner/operator associations, AASTHO, and trade & professional associations3. Support the development of second phase Connected Vehicle Footprint Analysis4. V2I-DC Chair will also serve on the CV ELT and provide overall technical support to the Connected Vehicle Executive Leadership Team5. The Vehicle-to-Infrastructure Deployment Coalition Chair and Connected Vehicle Executive Leadership Team Chair to provide executive input to

other Federal, State, and local transportation groups associated with V2I technology deployment.

Connected Vehicle Deployment Coalition key functions

Vehicle-to-Infrastructure Deployment Coalition (V2I-DC)V2I-DC Executive Committee

USDOT (FHWA, OSTP – ITS JPO, NHTSA, FTA, etc.) & core stakeholders

V2I-DC Chair (Open Discussion – possible chair from AASHTO subcommittee or core group membership)

State and local DOTs, transit system agencies, toll facility organizations, etc.

Transportation System Owners/Operators

AASHTO, ITE, ITSA, APTA, IBTA, TRB, AAMVA, American Association of Port Authorities, etc.

Owner/Operator Associations

Cellular Telecommunications Industry Association (CTIA), CVTA, OmniAir, Intelligent Car Coalition, etc.

Trade Associations

OEMs, Cooperative Transportation Systems Pooled Fund Study, HOV HOT PFS, etc.

Other

Evolution of V2I DC – Foundational Effort

Vehicle-to-Infrastructure Deployment Coalition will be Supported by the Technical Teams drawn from the Following Groups

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Membership and Structure

CAV ELT V2IDC Executive CommitteeUSDOT- ITS JPO- FHWA- FTA- NHTSA

TWG 1:Initiatives

TWG 2:Research

TWG 3:Partners

TWG 4:Guidance

TWG 5:Standards

V2I DC Structure

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Membership and StructureCAV Executive Leadership

Team(CAV ELT)

Recommend Policies & Deployment Approaches

V2I DCExecutive Committee

(V2I DC EC)

Guidance to V2I DC on Technical & Institutional Issues

V2I DC Technical Working Groups

(TWGs)

Collaborate on Technical Work(Input Level Actions)

Input

Technical Findings& Questions

Policy LevelFeedback

Feedback &Guidance

Entity Role

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Applications Focus• Initial goal of V2I DC is to help accelerate

deployment of V2I applications related to: Intersections (signalized & non-signalized) End of queue warnings Work zone management Curve warning systems

• TWGs instructed to consider these applications when addressing deployment issues

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Deployment IssuesIssue

TWG 1Initiatives

TWG 2Research

TWG 3Partners

TWG 4Guidance

TWG 5Standards

Issue 1: V2X Applications P S S S SIssue 2: Complementary Communications to DSRC

N P N N N

Issue 3: V2I Data N S P N SIssue 4: Patents-Intellectual Property N P N N NIssue 5: Security No action planned at this timeIssue 6: V2I Outreach N S N P SIssue 7: Understanding the Benefits and Costs of V2I Deployment and Operation

S S P S N

Issue 8: V2I Standards N N N N PIssue 9: Understanding V2I Liability Assignment

N P N S N

Issue 10: V2I Synergies with Other Emerging Technologies

No action planned at this time

Issue 11: V2I Consumer Messaging N N N P NIssue 12: V2I Multimodal Applications No action planned at this timeIssue 13: Infrastructure Processes as V2I Obstacles

P N N S N

Issue 14: Federal V2I Policy Statement P N N S NIssue 15: Maintaining V2I Infrastructure P N N N NIssue 16: Operator and OEM Goals for V2I N N P N N

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Deployment IssuesIssue

TWG 1Initiatives

TWG 2Research

TWG 3Partners

TWG 4Guidance

TWG 5Standards

Issue 1: V2X Applications P S S S SIssue 2: Complementary Communications to DSRC

N P N N N

Issue 3: V2I Data N S P N SIssue 4: Patents-Intellectual Property N P N N NIssue 5: Security No action planned at this timeIssue 6: V2I Outreach N S N P SIssue 7: Understanding the Benefits and Costs of V2I Deployment and Operation

S S P S N

Issue 8: V2I Standards N N N N PIssue 9: Understanding V2I Liability Assignment

N P N S N

Issue 10: V2I Synergies with Other Emerging Technologies

No action planned at this time

Issue 11: V2I Consumer Messaging N N N P NIssue 12: V2I Multimodal Applications No action planned at this timeIssue 13: Infrastructure Processes as V2I Obstacles

P N N S N

Issue 14: Federal V2I Policy Statement P N N S NIssue 15: Maintaining V2I Infrastructure P N N N NIssue 16: Operator and OEM Goals for V2I N N P N N

Some issues have been addressed by

multiple TWGs

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Deployment Issues• Example: Coordination among multiple TWGs on Issue 1

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Ongoing Focus Areas for TWGs1. Increased OEM Interaction (e.g. data needs of OEMs &

Owners/Operators2. Guidance Document – In between Guidance document

releases, how can we develop interim information to support end user needs?

3. Encouraging SPaT Deployments Nationwide4. V2I Security Activities – Define V2I Approach5. Roadmap for 4 Focus Areas (Map CVRIA & FHWA V2I

Applications to focus areas & prioritize them)6. V2I Outreach - needs priority & direction, consistent

terminology7. Mining data from completed/underway projects/proposals

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Business Plan• Focus for V2I DC from 2016-2021 Track and support resolution of initial 16 issues Initiate a process to address Issue 5: Security Identify and define additional issues Facilitate peer to peer / best practice exchanges Help ‘early adopters’ plan for deployments Help identify funding sources to assist V2I deployments Feedback to pilot sites Feedback to CAMP and VIIC Alignment and support of training / education Support activities of CAV ELT Seek ongoing funding sources for V2I DC to continue

operations

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Business Plan 2016-2021Projected Costs Estimated

Costs/YearTotal 5 Years

Activity 1: Stakeholder Workshops / Peer Exchange Sessions / Training & Education

$120,000

Activity 2: V2I DC Webinars $80,000Activity 3: Activities of the TWG $100,000Activity 4: Tech Memos & White Papers $100,000Activity 5: Project Team Support to TWG & EC $100,000Activity 6: CAV ELT Support $100,000Total Activities Costs $600,000 $3,000,000RevenueFunding Needed $350,000In-Kind Efforts (volunteer efforts) $250,000Total Projected Budget $600,000 $3,000,000

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Business PlanReview and submittal process• Circulated to TWG Chairs for review and

comment from each TWG• Circulated to Executive Committee for review

and comment• Business Plan submitted to USDOT by

AASHTO on behalf of Executive Committee and five TWGs Submitted on March 30

NHTSANat Beuse, NHTSA - Participating by Phone

ITS JPOKen Leonard, JPO

AASHTO Connected and Automated Vehicle Executive Leadership Team Meeting

April 22, 2016

Kenneth Leonard, Director ITS Joint Program Office, U.S. Department of Transportation

Presentation Overview

• Our Transportation Challenges

• USDOT Multimodal Collaboration

• ITS Over the Past 25 Years

• Where We’re Headed –the ITS Strategic Plan

• Connected Vehicles

• Automation

• Smart City

Today’s Transportation Challenges

Mobility• 6.9 billion hours of travel delay• $160 billion cost of urban congestion

Safety• 32,675 highway deaths in 2014• 6.1 million crashes in 2014• Leading cause of death for ages 11,

16-24

Environment• 3.1 billion gallons of wasted fuel• 56 billion lbs of additional CO2

Data Sources: Quick Facts: 2014 Data, National Highway Traffic Safety Administration (January 2016); 2015 Annual Urban Mobility Report, Texas Transportation Institute (Aug 2015); Centers for Disease Control

38U.S. Department of TransportationITS Joint Program Office

ITS Strategic Plan 2015-2019

http://its.dot.gov/strategicplan/index.html

Strategic Plan Program Categories

2015 Accomplishments

Connected Vehicles • Awarded Connected Vehicle Pilots to ICF-WY, NYCDOT, and Tampa/THEA• Completed the development, research and evaluation of Dynamic Mobility

Applications (FRATIS, INFLO, Enable ATIS, and R.E.S.C.U.M.E.)• Developed AERIS and Road Weather Applications• Completed initial research into SCMS Proof of Concept • Completed Draft Spectrum Test Plan Report

Automation• Develop Automated Vehicle Policy Research Plan• Published Human Factors Evaluation of Level 2 and Level 3 Automated Driving

Concepts Report• Delivered Report on Target Crash Populations for Automated Vehicles

41U.S. Department of TransportationITS Joint Program Office

Connected Vehicles

Imagine a Transportation System in which

VEHICLES CAN SENSEThings That You Can’t.

How Connected Vehicles Work

1 A wireless device in a car sends basic safety messages 10 times per second

2 Other nearby cars and roadside equipment receive the messages

3 Drivers get a warning of a potential crash

Connected vehicles have the potential to reduce non-impaired crash scenarios by 80%*

*Source: NHTSA

44U.S. Department of TransportationITS Joint Program Office

Connected VehiclesWhat are they?

Connected Vehicles What can they do?

• Save lives by significantly reducing traffic accidents

• Make travel easier, more efficient, and more enjoyable

• Help curb pollution

Successfully Piloting Connected Vehicles

• Data collection exceeded expectations

• Regular drivers experienced proven technology

• Connectivity was achieved across various types and modes

• Reduced risks

Connected Vehicle Pilot Deployment Program

Participate in Concept Development Phase Webinars for the three Pilot Sites(see website for exact dates and times)

Visit Program Website for Updates: http://www.its.dot.gov/pilots Contact: Kate Hartman, Program Manager, Kate.hartman@dot.gov

Feb 2016 Mar 2016 Apr 2016 May 2016 Jun 2016 Jul 2016 Aug 2016

Concept of Operations Webinars

Performance Measurement Webinars

Comprehensive Deployment Plan Webinars

PROGRAM GOALS

STAY CONNECTED

PILOT SITES

New York City

ICF/Wyoming

Tampa (THEA)

Connected Vehicle Pilot Deployment Sites

New York City• Improve safety and mobility of travelers in New York City through connected

vehicle technologies.• Vehicle to vehicle (V2V) technology installed in up to 10,000 vehicles in

Midtown Manhattan, and vehicle to infrastructure (V2I) technology installed along high-accident rate arterials in Manhattan and Central Brooklyn.

ICF/Wyoming• Reduce the number and severity of adverse weather-related incidents in

the I-80 corridor in order to improve safety and reduce incident-related delays.

• Focused on the needs of commercial vehicle operators in the State of Wyoming

Tampa (THEA) Tampa Hillsborough Expressway Authority• Alleviate congestion and improve safety during morning commuting hours.• Deploy a variety of connected vehicle technologies on and in the vicinity of

reversible express lanes and three major arterials in downtown Tampa to solve the transportation challenges.

Paving the Way for Connected Vehicles

• NHTSA V2V Ruling

• FHWA V2I Guidance

50U.S. Department of TransportationITS Joint Program Office

Automated Vehicles

Connectivity Unleashes the Full Potential of Automated Vehicles

52U.S. Department of TransportationITS Joint Program Office

Automation can improve safety and mobility and reduce environmental impacts

Opportunities for Urban Automation

• Self-driving vehicles coupled with smart infrastructure

• Self-driving shuttles operating at low speeds

• Fully automated trucks and buses

Advanced Technologies and Smart CitiesTechnology convergence will revolutionize transportation, dramatically improving safety and mobility while reducing costs and environmental impacts

Smart Cities

Connected-Automated Vehicles

Benefits

• Order of magnitude safety improvements

• Reduced congestion

• Reduced emissions and use of fossil fuels

• Improved access to jobs and services

• Reduced transportation costs for gov’t and users

• Improved accessibility and mobility

Connected Vehicles

Vehicle Automation

Internet of Things

Machine Learning

Big Data

Sharing Economy

Smart Cities and Connected Vehicles

Smart Cities incorporate and expand connected transportation to ensure that connected transportation data, technologies and applications – as well as connected travelers – are fully integrated with other systems across a city, and fulfill their potential to improve safety, mobility and environmental outcomes in a complexly interdependent and multimodal world that supports a more sustainable relationship between transport and the city.

Smart City Challenge Finalists

Going ForwardFAST Act Deployment Grants

• Provides grants to eligible entities to develop model deployment sites

• Grants can be used for ITS deployment

• More information should be out this summer

Advanced Transportation and Congestion Management Technology Deployment

Fiscal Year 2016 2017 2018 2019 2020Authorization $60M $60M $60M $60M $60M

58U.S. Department of TransportationITS Joint Program Office

For More Information

Kenneth LeonardUSDOT / ITS JPOken.leonard@dot.gov

Twitter: @ITSJPODirector

Website: http://www.its.dot.gov

Facebook: www.facebook.com/DOTRITA

3. Status of CV and AV

3.2 Member remarks

Jennifer Toth (Maripoca County DOT)Joseph Waggoner (THEA)

4. Paths to connected automation

4.1 Scenarios for convergence of CV and AV

Discussion points by Abbas Mohaddes and Peter Sweatman CAVita

CV and AV can proceed independently on parallel paths

but will converge to produce “connected automation”

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What is the way forward for CV?• A strong base of technology and

standards has been developed• Need to maintain the push for deployment• Requires actions on both the vehicle and

infrastructure sides Also protection of the 5.9 GHz spectrum

• There are distinct deployment paths (and players) for connected vehicles and for connected infrastructure

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Path to CV

• Voluntary fitment of V2V and I2V by OEMs

• Aftermarket fitment• Introduction of V2V rule• Significant penetration by

2025

• V2I guidance from FHWA• V2X pilots (NYC, Tampa,

Wyoming)• Actions by State DOT’s,

MPOs and cities• Significant penetration of

signalized intersections by 2025

Connected Vehicles Connected Infrastructure

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Who are the key initiators for CV?

• OEMs fit V2V and V2I applications and create HMI’s

• Tier 1 suppliers provide V2X platforms and applications

• Tier 2 suppliers provide radios, antennas and applications

• NHTSA administers rules and agreements

• State, regional and city agencies plan, fund and fit I2V platforms

• OEMs fit I2V applications• Traffic control and ITS

suppliers provide I2V platforms and data backhaul

• Tier 2 suppliers provide radios, antennas and applications

• FHWA provides guidance

Connected Vehicles Connected Infrastructure

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Continuing issues for CV• Exclusive access to 5.9 GHz spectrum FCC will decide whether to allow multiple

uses and to auction part or all of the spectrum (currently reserved for safety applications)

• Cybersecurity & privacy Authority for issuing security certificates Monitoring of security breachesThe auto industry has created an Auto ISAC

(Information Sharing and Analysis Center) under the Alliance of Automotive Manufacturers

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Path to AV

• Voluntary fitment of automated features by OEMs

• Fitment of automated features under NHTSA agreements

• Significant penetration by 2025

• Rules of the road at state level• NHTSA issuing AV

interpretations of FMVSS• USDOT field operational tests

(FOTs) – yet to be announced• Low-speed trials• Smart cities deployments• On-demand fleets in precincts

and cities • NHTSA rule making for

driverless technology• Readiness for on-demand

mobility services by 2025

Automated Vehicles Driverless Vehicles

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Who are the key initiators for AV?

• OEMs offering automated features

• NHTSA agreements with OEMs

• Tier 1 suppliers

• Tech companies (Eg. Google)• Specialty vehicle

manufacturers (Eg. Navia)• OEMs and Tier 1 suppliers

(Eg. GM and Delphi)• Tier 2 suppliers of sensors• Geo based information

suppliers

Automated Vehicles Driverless Vehicles

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Continuing issues for AV

• Occasional engagement of human driver• Liability• Cybersecurity & privacy• Compliance with federal motor vehicle

standards

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AV concepts considered by Volpe/NHTSA

• Highway automation• Driverless valet• Truck platooning• Aftermarket highly-automated

driverless vehicle kit• Conventional vehicle with

highly-automated OEM kit• Highly-automated,

conventionally designed vehicle

• Highly-automated vehicle with advanced design

• Highly-automated vehicle with novel design

• Riderless delivery motorcycle• Driverless delivery vehicle

(light duty/heavy duty)

Automated Vehicles Driverless Vehicles

Review of Federal Motor Vehicle Safety Standards (FMVSS) for Automated Vehicles

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How do CV and AV inter-relate?• Currently there is little relationship• Vehicle platooning requires elements of

both CV and AV: Automation - at least longitudinal control of

following vehicle, and perhaps lateral control Connection – to assist control of short

headways• Current AV use cases would benefit from

CV if made available

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CV and AV will converge

• Automated use cases require CV whenever vehicles operate closer together eg. Platooning

• Driverless vehicles with CV will operate more safely in mixed traffic eg. Rear-end collisions eg. On-ramps and merges

• CV will enable automated features to smooth traffic flow

• Driverless, shared mobility services will be introduced in an advanced traffic environment of private vehicles High penetration of CV and automated vehicles Liability will dictate: mobility services will be connected

Safety

Traffic Efficiency

Liability

73

Convergence of CV and AV paths“Connected Automation”

74

The tipping point for CAV2025 – 2030 timeframe

• V2V and V2I are widely deployed Cybersecurity and privacy issues are settled

• Privately-owned vehicles with automated features (such as AEB) are widely used Many of these vehicles have the additional benefit of V2V and

V2I connectivity• Driverless vehicle standards and operating rules are available

Cybersecurity & privacy measures are proven adequate for AVs on a large scale

Experience with mobility services using tailored driverless vehicles

Sufficient connected infrastructure is available

4.2 Member perspectives on the convergence of CV and AV

Michael Cammisa (Global Automakers)John Halikowski (Arizona DOT) Regina Hopper (ITS America)Ian Grossman (AAMVA)Mark Norman (TRB)Jeff Paniati (ITE)Amine Taleb (Valeo)

Mark Norman (TRB)

Transformational TechnologiesJanuary 5, 2016

National Cooperative Highway Research Program (NCHRP)

• Funded voluntarily by state DOTs• “AASHTO’s Research Program” for over 50

years• $40M annual budget• Focused on applied research that addresses

state DOT issues • Managed by the Transportation Research

Board

• Civil Liability for Personal Injury• Criminal Law and Procedure• Evolving Insurance Matrix• Privacy and Security Laws• Legislative and Regulatory Issues• Sustainability Issues

• Land use, environment, infrastructure

Impacts of CVs and AVs on State and Local Transportation Agencies [NCHRP 20-102]

• Project approved in Dec 2014• $3.5M authorized to-date; additional $ hoped

for in future years• Panel decides which tasks to pursue

– Principally from a research roadmap developed in NCHRP Project 20-24(98)

• Contractors selected through limited, closed competition

Active Tasks for NCHRP 20-102

• Implications of Automation for Motor Vehicle Codes ($350k)

• Providing Support to the Introduction of CV/AV Impacts into Regional Transportation Planning and Modeling Tools ($300k)

• Dedicating Lanes for Priority or Exclusive Use by CVs and AVs ($350k)

• Road Markings for Machine Vision ($200k)

Active Tasks for NCHRP 20-102(cont.)

• Evaluation Guidance for AV Pilot and Demonstration Projects ($70k)

• Policy and Planning Actions to Internalize Societal Impacts of CV and AV Systems into Market Decisions ($400k)

• Impacts of Regulations and Policies on CV and AV Technology Introduction in Transit Operations ($150k)

• Challenges to CV and AV Applications in Truck Freight Operations ($150k)

• Strategic Communications Plan for NCHRP 20-102 ($100k)

• July 19th-21st; San Francisco• 1,000 attendees expected• Sessions and Breakouts:

– Policy Making for Automated Vehicles: A Proactive Approach for Government

– Law & Policy as Infrastructure– Ethical and Social Implications– “AV-Ready Cities” or “City-Ready AVs?”

Partners in Research Summit

Transformational TechnologiesIn TransportationFall 2016 - Michigan

Partners in Research Summit

• Transportation policy & research leaders• Public/private sectors, academia• Explore partnering opportunities to:

– Identify research needs– Foster needed research

To enable transportation public agencies to prepare for transformational technologies in a

manner and timeframe that best serves the public interest

Mark Normanmnorman@nas.edu

Ray Derrrderr@nas.edu

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Property of Valeo. Duplication prohibited

April 2016

Intuitive Driving

Intuitive Driving

Property of Valeo. Duplication prohibitedApril 2016 I 88

Property of Valeo. Duplication prohibited

Our Vision

At the end of the day… … cars will be

connected

… cars will be automated

… and will requireintuitive controls.

Comfort and Driving Assistance Systems

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Connected Car...

Smartphone

Other Vehicles

InfrastructureTelematics

Access Systems

Cloud

Telematics

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5. State DOT readiness for CAV 5.1 CAV ramifications for State DOTs

Discussion points by Abbas Mohaddes and Peter Sweatman CAVita

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Key points

• What are key policy and technical ramifications of CV deployment for State DOT’s?

• What are key policy and technical ramifications of AV deployment for State DOT’s?

• What are additional considerations for Driverlessvehicles?

• Timing and readiness • What are initial steps to take?

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What are key policy and technical ramifications of CV deployment for State DOT’s?

• Transportation planning and travel demand modeling policies Travel characteristics and choice and behavior

modeling Transportation Data and Forecasts policies Scenario planning

• Funding - Inadequate infrastructure investment hinders readiness TIFIA program – Leverage DOT loans into more

capital funding Public Private partnership User fee based and other methods

94

What are key policy and technical ramifications of CV deployment for State DOT’s? (continued)

• Standards Guidance V2I from FHWA and Consistent V2I standards development (

by national Associations) is promising• Communication – Accommodate seamless implementation from state to

state DSRC, Wi-Fi and other means

• Roadway readiness Geometric ramifications

Dedicated CV lanes at certain deployment scale?• Roadside communication units (RSU’s)

Significant testing required – Pilot and demonstration projects How to fund it?

• Pavement marking Significant maintenance might be required

• Signing More consistency and maintenance might be required

95

What are key policy and technical ramifications of CV deployment for State DOT’s? (continued)

• Roadway sensors Capital improvement and Maintenance might be

required• Operational Shorter headway will be helpful for traffic throughput Real time Bottleneck warning will help traffic flow Weaving issues due to shorter headways

• Truck platooning Potential early deployment Standards Multi-state pilots Geometric ramifications? Possible dedicated lane at

scale

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What are key policy and technical ramifications of CV deployment for State DOT’s? (continued)

• At what scale of deployment we need to do what?

• Business models – Affording to absorb the cost of installing and maintaining the system? CV provides a significant ROI in safety and traffic

operations benefits • Consumer demand – will drive the

deployment• Consumer outreach and education Need for harmonization and common approach

97

What are key policy and technical ramifications ofAV deployment for State DOT’s?

• Vehicle Code modifications• Standards Set too early might stifle innovation Guidance V2I from FHWA and Consistent V2I

standards development ( by national Associations?)

• Communication • Roadway readiness• RSU’s• Geometric ramifications

98

What are key policy and technical ramifications ofAV deployment for State DOT’s?

• Pavement marking• Signing• At what scale of deployment we need to do what?• Business models – Who can afford to absorb the

cost of installing and maintaining the system? • Consumer demand Consumer acceptance Consumer outreach and education

• Shared use economy

99

What are key policy and technical ramifications ofAV deployment for State DOT’s?

NHTSA Automation definition

0

Driver Only

No automated driving features

1

Specific Function Automation

Example: Electronic stability

control--vehicle automatically assists with

braking

2

Combined Function Automation

Example: Adaptive cruise control with

lane centering

3

Limited Self-Driving Automation

Driver cedes full control of all safety

critical function under certain traffic

conditions or situations

4

Full Self-Driving Automation

Vehicle performs all safety-critical driving functions

100

Disruptive (Revolutionary) path of deployment• OEM’s, and Suppliers aggressively develop, Federal and States policies facilitate development to reach a significant number on roads by 2025

101

Evolutionary path to deployment

102

What are key policy and technical ramifications ofAV deployment for State DOT’s? (Continued)

• State versus National responsibilities• Modification of motor vehicle codes• Uniform standards• Roadside and intersection infrastructure • Operational and Geometric ramifications • Signing and striping• Communication and sensors

103

What are key policy and technical ramifications ofAV deployment for State DOT’s? (Continued)

• Would the insurance system change to be more uniform across states or OEM’s should be required to accept more responsibility for damages and injuries?

• Settling in on a process for deciding whether a specific vehicle automation system is “safe enough” to operate on public roads, across 50 states, is extremely cumbersome and takes time.

104

What are additional considerations for Driverless deployment for State DOT’s?

• Reliability• At what scale of deployment we need

to do what?• Consumer demand

• Consumer outreach and education• Shared use economy

• Business models and fees• Land use, parking

105

Readiness timing• Consumer demand for vehicle level 3 and V2V

capabilities would be strong Young adults seek technologically advanced eco-friendly

vehicles with high level of automation• Promising safety improvement of CV will help

accelerate deployment • From 2018 – 2025 the demand will increase and self-

driving vehicles are expected to be present at regional scale.

• 2025 – 2030 is the convergence of Automated and Connected vehiclesKey policy and technical readiness on demand within 10 years

5.2 Perspectives on State DOT readiness

Carlos Braceras (Utah DOT)Malcolm Dougherty (Caltrans)Sandra Larson (Iowa DOT)

Utah DOTCarlos Braceras

CaltransMalcolm Dougherty

Iowa DOTSandra Larson

110

6. Policy issues for CAV 6.1 Chair’s introduction (Kirk Steudle)

• There are significant policy challenges for AV, that need to be solved within a decade eg. Liability for driverless operation in mixed environments Eg. Infrastructure governance for driverless vehicles

• Remaining policy challenges for CV need to be addressed on the way to large-scale deployment of V2V and V2I within a decade This deployment will be needed to support driverless

operation Will also be a game-changer for safety in its own right

Therefore the ELT will focus on AV policy challenges

111

Breadth of CAV policy challenges

A. Industry & government roles, relationshipsB. Legal & liability issuesC. Legislation at federal and state levelsD. StandardsE. Cybersecurity & privacyF. Funding & business modelsG. Roadway & operational readinessH. Planning process

6.2 USDOT updates on AV

Presentation:Jeff Lindley (FHWA)

Automated Vehicle Policy Research Needs

Draft Recommendations to FHWA

April 22, 2016

114U.S. Department of Transportation

FHWA Automation Policy Research Project

Develop an automation policy research agenda that is supportive of the needs and interests of FHWA stakeholders (state and local DOTs, planning agencies, and road owners/operators/users).

Assess information needs and knowledge gaps that may be addressed by FHWA research

Identify where FHWA can provide leadership with respect to Automated Vehicles

115U.S. Department of Transportation

A Range of Potential AV ImplicationsUnderstanding long term infrastructure investment needs, planning and convergence of AV/CV

Possible need for new design standards and benefits of standardization (i.e. roadway, signage)

Potential for new sources of traffic data and implications for local agencies - including data collection/analysis and on agency management of surface transportation networks

How an evolving mix of existing vehicles, CV, AV and C/AV may require comparably evolving policies

Integration of AVs into the transportation planning process, including evaluation of impacts on land use and sustainability

Impact of AVs on agency roles and responsibilities, including workforce training needs and education

116U.S. Department of Transportation

AV Implications: Infrastructure Requirements

Unclear what modifications are necessary for enabling AVs□ Improving lane markings/signage may be

beneficial but not necessary□ These Improvements are beneficial for non-AVs

too!

Changing roadway design is infeasible as long as there are non-AVs still on the road□ Such as reducing lane widths, new roadway

geometry

Designated/certified AV roads or areas□ Dedicated facilities, HOT/HOV lanes could be

leveraged to enable early AVs

117U.S. Department of Transportation

Initial Draft Research Recommendations

1. Developing a FHWA Automated Vehicle Policy Statement2. FHWA AV Education and Outreach3. Connected Automation Analysis

4. AV Technology Timeline and Scenario Development

5. Prioritizing Initial Criteria for AV Infrastructure Requirements

6. Assessing AV Data Needs for FHWA and States

7. Designated Corridors and Test Beds for AVs

6.3 Policy challenges for CAV

Discussion points by Abbas Mohaddesand Peter Sweatman CAVita

119

A. Industry and government roles• OEM-federal relationship is key Less mandates and more agreements Role of “transparency” for on-road safety

• Between states compatibility• Model deployments are key Involve more industry players and more levels of

government Need “model business models” Replicable “conops”

• How do industry suppliers and more agencies get in the game?

120

B. Legal and liability issues

• Historic shift in liability with automation• Role of insurance industry in shaping

deployment• Due diligence on the part of OEMs and

suppliers• Responsibilities of on-demand mobility

services

121

C. Legislation at federal and state levels

• Interpreting existing federal and state legislation relative to AVs

• State legislation for on-road operation of AVs Consistency, and model legislation

• Federal legislation for the safety performance of driverless vehicle technology

• Federal agreements and legislation for automated vehicle features

122

D. Standards

• Application of standards to non-traditional AVs

• Standards for automated technology, including aftermarket technology

• Application of standards to roadway features specific to AVs

123

E. Cybersecurity and privacy• Improving cybersecurity for automobiles and

infrastructure controls• Proven systems and business models for

privacy of users Responsibility for issuing V2X certificates

• Responsibility for security in connected systems• Reporting and analysis of security breaches, for

vehicles and infrastructure• Maintenance and security reliability• Hardening the TMC Information security

124

F. Funding and business models

• Funding, installation and operation of V2I infrastructure

• Alternatives to gas tax for AVs and CVs User fee opportunities Shared use mobility

• License fees for AVs and mobility services Mobility as a Service (MaaS), and Infrastructure as a

Service (IaaS) fee based opportunities

125

G. Roadway and operational readiness

• Roadway maintenance for AVs• Roadway geometry for AVs• Operation of AVs with conventional

vehicles• Operational rules for use cases such as

platooning

126

H. Planning process• Long range transportation planning process:

Inclusion of CV/AV assumptions in the State Long –Range Plan Typically a 25 year plan in many states

Inclusion of educational materials in public involvement millstones

Inclusion of modified assumptions in the State freight plan (when a separate document)

• Short range transportation plans and programs Maintenance budget for signing and striping requirements

Funding estimate for roadside and intersection communication and data interface units.

• Modification of assumptions in travel demand forecasting process Modified travel characteristics, behavior and data

6.4 Policy initiatives to assist CAV deployment

Member Remarks:Jim Keller (Honda)Alan Korn (Meritor Wabco)Frank Sgambati (Bosch)

Large Truck Statistics

• Large Trucks: >10,000 lbs GVWR• 10.6 M large trucks registered in US (4% of

total vehicle population)

• 3.5 M Class 8 tractors, 12 M trailers

• 275,018 B large truck VMT (9% of total VMT)

• 3903 fatalities from LT crashes in 2014 (12% of total vehicle fatalities)

Large Truck Connected Vehicle Challenges

• Believe regulation required to drive high levels of DSRC deployment• Trailer presence, length & number needs to be considered

• How to automatically supply this data to tractor installed devise• Goal: Avoid need for a separate devise on trailer

• Articulated vehicles present additional challenges• Intersection clearance, lane changes

• Can payback be ensured during the initial years of deployment?• Industry goal: 18-24 months• Platooning, potential V2I applications• Many Class 8 tractors currently “connected’ with fleet management & OEM

diagnostic systems • Many trucks currently using non-DRSC weigh-station bye-pass systems

• Warnings must be integrated with current active safety systems

Large Truck Automated Vehicle Challenges

• Do not believe regulations will be issued to force deployment of NHTSA Level 3/4 automation

• Technology payback to fleets will drive deployment• Industry goal: 18 to 24 months

• Truck driver shortage major issue & getting worse• Highly automated vehicles might help attract younger

drivers

• Safety of highly automated vehicles must be proven

131

7. Strategies and actions to meet ELT objectives

7.1 Review of ELT purpose and objectives (Kirk Steudle)7.2 Review of AV policy needs (Member input summarized by Abbas Mohaddes and Peter Sweatman)7.3 Working method for ELT

7.3.1 Example of initial working method

7.4 Membership of ELT7.5 Next steps for ELT

132

7. Strategies and actions to meet ELT objectives7.1 ELT purpose and objectives

Purpose: To discuss and develop policies that accelerate

deployment of AV, in convergence with CV Be proactive and be the voice of our ultimate

customers – the roadway user!

133

7. Strategies and actions to meet ELT objectives7.1 ELT purpose and objectives

Suggested objective areas are:1. Identify Programmatic Level efforts that need to be performed within the public sector

agencies to encourage and accommodate full deployment of AV

2. Define Industry Interactions that are required to accommodate full deployment of CAV

3. How can infrastructure owners and operators deal with and get past the issues related tofunding the deployment, maintenance, and operations of CAV?

4. How can the overall CAV related risks and vulnerability incurred by infrastructureowners & operators, OEMs, and consumers be fully understood and managed to enableAV deployment?

5. Be proactive in developing policies that accelerate convergence of Connected andAutomated Vehicles.

134

CAV Executive Leadership Team

AV ELT activities• Legal, institutional issues• Privacy, Cybersecurity• OEM – Federal – State roles and relationships• Funding – Business models• Outreach and education• Roadway and operational readiness• Standards• Driverless and CV matters

• Meet as one Group to discuss and develop policies to encourage and accommodate full deployment of CAV

• Be the voice of our customers, the roadway users. Harmonize efforts in our communication

135

7.2 ELT’s review of CAV policy needs

• Summary from ELT presentations and discussion Prepared and presented by Abbas Mohaddes and

Peter Sweatman

• Consensus on key policy needs to be addressed by ELT

136

7.3 Working method of CAV-ELT

• Relationship with V2I Deployment Coalition

• Relationship with relevant activities and industry associations in CAV

• Production of policy white papers, etc• Outreach to policy makers

137

7.3.1 Examples of initial working method1. Policy Initiatives are essential 18

Collaborative effort of federal, state, local, academia, and associations2. Standards/guidelines for AV (AASHTO)21

Roles & Responsibilities of states, Federal, county, locals Seamless guidelines applicable nationwide

3. Taking a Long Term View for Transp. Community 3 Use Cases & scenario planning “What if” scenarios – How safe is safe enough?

4. Biggest Risks Identified in CAV are Spectrum & Security/Privacy & GPS 195. Planning Assumptions & Tools for Agencies86. Readiness Timing & Ramifications (policy & institutional) 67. Workforce to Support Deployments 58. Data (who has access) 109. Comprehensive Outreach & Education of Constituencies 1010. Focusing on long term research implications 411. A Study of the Ramifications of Increased Risks Associated with AV for State Agencies 012. Federal Actions over State Actions 513. A Study of the feasibility of multi-state truck platooning 214. Information needed from the states vs. Info needed from OEMs for Readiness 1015. Address the Impacts of Freight, Parking, Urban Land Use & other transformational technologies

related to AV 316. A study of the feasibility of need and timing of roadside units information systems 217. Policies related to interoperability issues 1418. Signing and striping readiness 019. Roadside and Intersection communication units common development platform 620. Geometric readiness based on deployment scale and readiness 3

138

7.4 Membership of ELT

• State DOTs wish to address readiness for AV deployment, in convergence with CV deployment

• State DOTs benefit from the perspectives of industry and the policy insights of industry associations and national stakeholders

139

7.5 Next steps for CAV-ELT• Wide sharing of the ELT’s purpose and objectives• ELT assessment of the key policy issues for CAV

deployment Issues to be addressed directly by the ELT Issues for partnership with other entities

• Preparation of a white paper on CAV policy issues, including the convergence of CV and AV

• Development of guidance concerning State DOT readiness for AV deployment

8. Next meetingTBD