Mobility on Demand and Automated Driving Systems: A Framework for Public-Sector Assessment (2022) / Chapter Skim
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Pages 45-81
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From page 45... ...
45 REPORT CHAPTER 6: CONNECTED AND AUTOMATED VEHICLES CONNECTED AND AUTOMATED VEHICLES SECTION OVERVIEW This section discusses connected and automated vehicles and answers key questions including: • What are connected and AVs? • What factors will influence AV deployment?
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46 REPORT At Level 4 automation, vehicles can operate without an onboard human driver within specific conditions (e.g., road speed, geography, climate)
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47 REPORT as where they can operate, how much they cost, and what the passenger experience is like. Before AV transportation services can be deployed, organizations must solve the technical challenges associated with AVs sensing, planning, and acting safely in diverse and unpredictable driving scenarios.
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48 REPORT • Communications and security: A variety of communication systems and networks can provide robust, reliable, and secure information to and from AVs and surrounding vehicles and infrastructure. • Human factors: Despite high levels of automation, AVs will need to be able to easily transition between human and vehicle control.
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49 REPORT Figure 13. Forecasted Timelines for AV Feature Deployment Source: Dokic, Muller and Meyer, 2015 The research team reviewed over 50 literature sources including marketing releases, concept vehicles, technical journals, and conference proceedings and then identified seven categories of AV features (SAE Level 3 through 5)
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50 REPORT Table 10. AV Feature by Category Category Generic Feature (SAE Levels)
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51 REPORT In October 2015, NAVYA launched ARMA, an electric AV shuttle. The NAVYA ARMA does not require a driver or specific infrastructure for operation.
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52 REPORT Figure 14. Example AV Concept Vehicle Source: Audi Aicon Concept Car -- Autonomous on Course for the Future, 2018 The interior of these vehicles is being reimagined without the need to accommodate a driver.
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53 REPORT Business Models Stocker and Shaheen (2018) review potential future SAV business models and predict that they could evolve from MOD business models currently available today including B2C, P2P, and forhire (see the "Business Models" subsection of Section 2: Shared Mobility for further information.)
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54 REPORT Table 11. SAV Business Model Examples SAV Business Model Title Description Current non-SAV Example B2C Single OwnerOperator Would employ a SAV fleet that is both owned and operated by the same organization B2C carsharing operator (e.g., Zipcar, car2go)
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55 REPORT Supplementing Public Transit Services Key characteristics of public transit services for travelers are social equity, safety, courtesy, and reliability. During the COVID-19 pandemic and recovery, public health and public trust in public transit systems may also be defining characteristics of these services.
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56 REPORT transportation services by providing additional options in less dense communities. In some areas, a fleet of SAVs may be more affordable and better suited to the population density than maintaining fixed-route transit services.
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58 REPORT Table 12. MOD and SAV Partnerships Partners Types of Support Support Example(s)
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59 REPORT E m pl oy er s a nd B us in es se s Internal Marketing The Seattle Times provides internal marketing support for carsharing. Use of MOD for Business Travel Swedish Medical Center in Seattle provides carsharing memberships to employees for business-related trips.
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60 REPORT • Opportunities for discounts, joint marketing, education, and outreach; • Tax savings for property managers and employers; • Greater number of supporters of shared modes (e.g., employers, institutions) ; and • Reinforced image of sustainability and corporate stewardship.
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61 REPORT Figure 16. Five Common Built Environments Source: Shaheen and Cohen, 2016; NCHRP, 2020 These built environment types are associated with their own unique challenges.
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62 REPORT Built Environment Type Definition Challenges Rural The lowest density development pattern characterized by low-density light industrial, agricultural, and other resource-based employment. Long travel times between jobs, healthcare, and retail centers with limited public transportation options often necessitating private vehicle ownership Source: Shaheen et al., Forthcoming As part of the post-war growth of suburbs, edge cities, and exurbs, the United States has emphasized auto oriented infrastructure including highways, motels, drive-thrus, gas stations, and parking structures.
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63 REPORT pilots are needed to test AV applications and use cases that target these built environments. For example, a rural SAV pilot may require a flexible fare structure to serve low-income households.
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64 REPORT Policies and Regulations In addition to business models, use cases, the built environment, and infrastructure considerations, agencies at the local, regional, and state level can have a notable impact on the success of AV operations through public policy, legislation, and regulation. Public agencies may regulate AV operations to protect the health and safety of both travelers and non-travelers (e.g., bystanders)
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65 REPORT Table 14. Federal AV Regulation, Guidance, and Policy Title Agency/ Government Entity Status Description Self-Drive Act (2017)
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66 REPORT Title Agency/ Government Entity Status Description (2018 – present) training needs, 3)
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67 REPORT In the future, the federal role regarding AVs could evolve to encompass new responsibilities. In addition to developing regulations, federal agencies may take other actions including: • Developing universal design12 standards: The emergence of innovative transportation modes offers federal agencies the opportunity to define design standards that help ensure that these modes are accessible by a variety of users.
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68 REPORT Figure 17. Map of State-Level AV Legislation and Executive Orders as of December 2019 States have addressed the oversight of on-road testing of AVs by companies in different ways.
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69 REPORT the City and County of San Francisco to tax AV rides originating in San Francisco, whether facilitated by a TNC or another person. Under the bill, the AV tax is capped at 1.5 percent of net rider fares when a passenger shares a ride, and 3.25 percent of net rider fees when the passenger does not share the ride.
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70 REPORT managed based on adjacent land use and historical precedent. Often, regulations on curbspace use are static, leaving communities unable to adjust prices based on the time of day or ondemand (NACTO, 2019)
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71 REPORT Even with these management strategies, communities will likely encounter competing demand for the curbspace. To mitigate conflicts at the curb and provide fair access opportunities, communities will need to develop practices for managing competition.
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72 REPORT more details on AVs for data collection)
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73 RT Communities can select a policy approach based on shared goals, service characteristics, and current or planned allocation procedures. Privacy and Data Sharing Policies and regulations may also need to address AV data sharing.
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74 REPORT • Capacity: Increase internal capacity for data management; • Categorization: Categorize different types of data and specify their uses; • Consequences: Enforce consequences (e.g., revoking permits) for organizations who do not comply with the predetermined data sharing agreements; • Designation: Designate trip data as confidential information; • Feedback: Offer opportunities for organizations and customers to provide feedback; • Health and Safety: Design and implement protocols that protect the wellbeing of drivers, operators, and passengers; • Privacy: Develop privacy protection policies; • Security: Implement appropriate safeguards to ensure data security, require sensitive data to only be shared through secure data feeds, establish licensing and security provisions; • Sharing: Only require the sharing of data for specific operational needs; • Standards: Ensure data adheres to standards, is open whenever possible, and protects travelers privacy and data; • Storage: Use third parties to store data; and • Transparency: Publish a list of data collection types and time frame of collection.
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75 REPORT Growing concern over consumer data privacy is contributing to debates around best practices for data collection and analysis. To mitigate public concern and plan for an automated future, policymakers can develop policies that encourage responsible data practices from SAV operators as well as develop in-house capabilities for safely storing and managing data.
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76 REPORT Davidson and Spinoulas (2016) studied growth scenarios in 2035 and 2046 and found that active transportation modes would increase market share over time, even as SAV fleets increased.
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77 REPORT reductions, renewable energy generation will need to keep pace with increases in demand from electrification (Crute et al., 2018; Patella et al., 2019; Wu et al., 2019)
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78 REPORT Studies have documented that mobility declines after peaking between ages 40 and 50. SAVs have the potential to increase mobility and enhance the general quality of life for older adults.
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79 REPORT peak between 2045 and 2050. The report concluded that the impacts of the 2008 financial crisis were greater than any forecasted job losses from AVs.
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80 REPORT Table 16 defines each part of the STEPS framework as well as opportunities and challenges a SAV network may face when addressing social equity concerns. Table 16.
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81 REPORT Social equity can be difficult to analyze because several types of equity challenges could impede a user's access to AVs. For example, current MOD modes often require a smartphone, mobile internet access, and/or a credit or debit card.
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