Manufacturers, technology providers, and national and regional governments have invested billions of dollars in connected and autonomous vehicle research, pilots and demonstrations. Underlying the potential success for these important life-saving technologies is the need for communications infrastructure and interoperability. The questions invariably remain: what communications technology best serves the most? Who will build the infrastructure on which it will operate? Who will pay for it? Building that infrastructure will, in large measure, be the responsibility of the private sector pursuing communications business opportunities.
The document below is ATSSA’s response to FHWA’s request for information (RFI) concerning “Automated Driving Systems.” There were 10 questions posed by FHWA regarding infrastructure needs for advanced driving systems. ATSSA’s response focuses on pertinent safety issues, and the important issues surrounding machine vision and infrastructure.
The National Highway Traffic Safety Administration (NHTSA) requested comments on “Removing regulatory barriers for vehicles with automated driving systems”. This request for comment (RFC) focused on the interior design of automated vehicles including the driver seating position. The document below outlines ATSSA’s response to the RFC, and highlights the lead time needed for a human to regain control of the vehicle, and stressed the importance this has on the safety of our roadway workers.
The objective of this project is to develop a consensus Connected Road Classification System (CRCS) that will be useful to state and local departments of transportation and metropolitan planning organizations that are planning or implementing CV- and HAV-compatible infrastructure. Vehicle original equipment manufacturers (OEMs) and other private-sector interests (e.g., other HAV developers, transportation network companies, digital map providers, cellular telecommunications companies) must be involved in the development to ensure that the system is relevant to their development plans.
General Motors Co. is testing a safety feature in Macomb County to warn drivers that traffic signals are about to turn red.
And in what is believed to be a first “connected” construction zone in the nation, test cars on a section of Interstate 75 in Oakland County can read high-tech roadside bar codes which communicate what lanes are closed up ahead. Even the reflective strips on workers’ safety vests contain information that identifies them as people instead of traffic barrels.
How do you teach machines to deal with the chaotic, grubby humanity of our roads, where the rules bend so easily? And how do you do it fast enough to meet the deadlines of the companies that have pledged to commercialize this technology in the next five years or less?
This guidance is intended to assist Federal Highway Administration (FHWA) staff and transportation system owners/operators deploy V2I technology, not only in terms of the Federal-aid Highway program requirements, but also practices to help ensure interoperability and efficient and effective planning,
procurement, and operations throughout the full lifecycle.