DOCSLIB.ORG

Planning for Automated Vehicles in Edmonton Final Report

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Planning for Automated Vehicles in Edmonton Final Report Planning for automated vehicles in Edmonton Final report Deliverable for: Autonomous Vehicles Study Update City of Edmonton Submitted by: Antonio Loro Consulting Inc. 443 W. 23rd Ave. Vancouver, BC V5Y 2H5 [email protected] Submitted to: Department of Sustainable Development City Planning Branch 13th Floor, Century Place 9803 - 102A Avenue Edmonton, Alberta T5J 3A3 10 October 2016 Planning for automated vehicles in Edmonton – Final report EXECUTIVE SUMMARY This report summarizes key results from work that was conducted for the City of Edmonton Department of Sustainable Development. The views expressed in this report are those of the consultant and do not necessarily represent those of the City of Edmonton. Some vehicle automation technologies, such as adaptive cruise control, are already available on the market, while significantly more advanced technologies are being developed. Vehicles that can drive themselves in any situation with no human intervention may be decades away, but they could emerge sooner, and less advanced but still powerful technologies will emerge in the very near term. All of these technologies could produce significant impacts on travel and land use in Edmonton. Automation in private light-duty vehicles and taxis could make travel faster and easier, increase road capacity on some roads, and reduce parking demand. However, automated cars have the potential to also produce negative impacts, such as increased vehicle travel due to induced demand, increased congestion on city streets, and a tendency toward more spatially dispersed development. In addition, some benefits, such as increased freeway capacity, may manifest slowly, since they are dependent on high levels of adoption of highly advanced technologies. In contrast, if automation is applied to public transit buses, the frequency and capacity of transit could be significantly improved. This could lead to increased mode share, thus mitigating the tendency toward increased vehicle travel and supporting more spatially compact, resource-efficient development. Importantly, many of these benefits could begin to materialize in the near term. Levels of vehicle automation In the taxonomy of vehicle automation developed by the Society of Automotive Engineers (SAE), Level 1 describes systems where either steering or speed control may be automated, but not both simultaneously. In Level 2, the system controls both steering and speed simultaneously, but the human driver must continuously monitor the vehicle’s performance and must be available to take control with no notice. In Level 3, the driver need not monitor but must be available to take control within a short time when requested by the system. Level 4 refers to a vehicle that can drive itself without any need for human intervention, but that can only do so in specific situations. This includes automated vehicles that may not be highly sophisticated but that nevertheless can operate without human intervention while in controlled environments. Such environments could include specified roads such as freeways, lanes that are dedicated exclusively for the use of automated vehicles, or private zones such as campuses. In Level 5, the system can drive itself in any situation without any need for a i Antonio Loro Consulting Inc. – 10 October 2016 Planning for automated vehicles in Edmonton – Final report human to monitor or be available to take over. Level 5 would make possible applications such as self-driving private vehicles and driverless taxis. Automation technologies: state of the art Vehicle automation technologies use information provided by a variety of sensors, including radar, LIDAR (a remote sensing technology that detects objects via reflected laser light), cameras, infrared cameras, ultrasound, GPS (Global Positioning System), accelerometers, and others. Automated vehicles can also use information provided via wireless communications with other equipped vehicles or entities in the environment – this is referred to as V2V (vehicle to vehicle), V2I (vehicle to infrastructure), or more generally as V2X (vehicle to vehicle, infrastructure, or other entities). Level 1 technologies are currently available in a number of vehicles on the market. Lane- keeping technologies use cameras, radar, and other sensors to detect the position of a vehicle relative to lane markings and/or the vehicle ahead to maintain its position in the lane. Adaptive cruise control maintains the vehicle’s speed at a desired level while adjusting speed as necessary to safely follow the vehicle ahead according to distance and speed data provided by radar. Cooperative adaptive cruise control is a related technology that uses V2V to detect the movements of other vehicles; this technology has been tested but is not available on the market. Level 2 technologies, which simultaneously control steering and speed, are beginning to emerge onto the market. For example, Mercedes and Tesla have introduced such technologies into some of their vehicles. Several projects to develop higher levels of automation are underway. Google is developing automated light-duty vehicles, and is also developing a Level 4, lightweight, two-passenger low-speed automated vehicle that would travel at a maximum of 40 km/h. Google’s vehicles rely especially on a rooftop LIDAR (a sensor that scans the environment with laser light) that develops a detailed 3D map of the environment, which is compared against a map that was developed beforehand while manually driving the route. While Google’s fleet has been test- driven over long distances, the vehicles are continuously monitored by test drivers who take over control when situations arise that may be beyond the capability of the automated system. Other projects, such as the CityMobil2 project in Europe, also aim to automate low-speed operation of lightweight vehicles. This approach greatly reduces the technical challenges involved in achieving full automation. These vehicles have been tested in cities in Italy, France, Greece, Finland, and other countries. Such vehicles could operate in restricted areas, such as university and business campuses, retirement communities, hospital sites, and pedestrian areas, and could provide “first and last mile” access to and from public transit routes. ii Antonio Loro Consulting Inc. – 10 October 2016 Planning for automated vehicles in Edmonton – Final report Automation applied to transit buses can enable operation in narrow rights-of-way, precise docking at bus stations, bus platooning, and fully automated driving. Many of these applications were demonstrated as far back as 2003 by PATH (Partners for Advanced Transportation Technology) in California, and various forms of bus automation have been implemented in locations in Europe, Japan, and the US. Challenges in developing higher levels of automation In order to attain higher levels of automation, such as Level 5, several issues must be resolved. There are major technical challenges. Sensors currently do not function reliably in certain weather conditions, such as rain and snow. Automated systems have difficulties in interpreting sensed data in complex, unstructured, highly dynamic environments, which are common in cities. Map-based systems, such as that used by Google, can become confused when their reference maps have not been updated to reflect changes in the environment. It is also difficult for automated systems to predict the behaviour of vehicles, pedestrians, and other objects. Another problem is to determine how automated vehicles should drive in situations where human drivers rely on eye contact or otherwise communicate with other road users. A related problem is that in order to ensure public acceptance of the technologies, the vehicles will likely need to be capable of driving more safely than humans; to ensure this level of safety, extensive testing will be necessary. In addition, the technologies are currently expensive – for example, it has been reported that the LIDAR used in Google’s test vehicles costs $75,000. It is anticipated that costs of sensors and other components will drop substantially, though it is uncertain when and to what degree this will happen. Programming an automated vehicle also raises ethical challenges, as some driving situations may require choosing between alternatives that impose different levels of risk on different road users. Legal issues must be addressed. While several jurisdictions, including the province of Ontario, have legalized the testing of automated vehicles with human monitors on public roads, before the public can use Level 3, 4, or 5 vehicles, where the vehicle need not be continuously monitored by a human, it will be necessary to clarify the legality of the operation of such vehicles. Liability must also be clarified: if an automated system is driving, blame for a crash may be distributed among various parties, such as an auto manufacturer, a designer of system iii Antonio Loro Consulting Inc. – 10 October 2016 Planning for automated vehicles in Edmonton – Final report components, or a computer programmer. The need to resolve human factors issues – such as ensuring that human drivers perform monitoring or backup tasks as required – could slow the emergence of Level 2 and 3 systems in particular. Security and privacy are also concerns, especially for systems equipped with V2X. Hackers could cause vehicles to crash or otherwise cause problems. Privacy advocates are also concerned about protecting the data on the movements of vehicle users. Timelines of emergence of higher
Load more

Recommended publications
  • Public Support Measures for Connected and Automated Driving
    Public support measures for connected and automated driving PUBLIC SUPPORT MEASURES FOR CONNECTED AND AUTOMATED DRIVING Final Report Tender No. GROW-SME-15-C-N102 within the Framework contract No. ENTR/300/PP/2013/FC Written by SPI, VTT and ECORYS May - 2017 Page | i Public support measures for connected and automated driving Europe Direct is a service to help you find answers to your questions about the European Union. Freephone number (*): 00 800 6 7 8 9 10 11 (*) The information given is free, as are most calls (though some operators, phone boxes or hotels may charge you). Reference No. GROW-SME-15-C-N102 Framework contract No. ENTR/300/PP/2013/FC 300/PP/2013/FC The information and views set out in this study are those of the authors and do not necessarily reflect the official opinion of the European Commission. The European Commission does not guarantee the accuracy of the data included in this study. Neither the European Commission nor any person acting on the European Commission’s behalf may be held responsible for the use which may be made of the information contained herein. More information on the European Union is available on the Internet (http://www.europa.eu). ISBN 978-92-9202-254-9 doi: 10.2826/083361 AUTHORS OF THE STUDY Sociedade Portuguesa de Inovação (SPI – Coordinator): Augusto Medina, Audry Maulana, Douglas Thompson, Nishant Shandilya and Samuel Almeida. VTT Technical Research Centre of Finland (VTT): Aki Aapaoja and Matti Kutila. ECORYS: Erik Merkus and Koen Vervoort Page | ii Public support measures for connected and automated driving Contents Acronym Glossary ................................................................................................
    [Show full text]
  • Autonomous Vehicle Technology: a Guide for Policymakers
    Autonomous Vehicle Technology A Guide for Policymakers James M. Anderson, Nidhi Kalra, Karlyn D. Stanley, Paul Sorensen, Constantine Samaras, Oluwatobi A. Oluwatola C O R P O R A T I O N For more information on this publication, visit www.rand.org/t/rr443-2 This revised edition incorporates minor editorial changes. Library of Congress Cataloging-in-Publication Data is available for this publication. ISBN: 978-0-8330-8398-2 Published by the RAND Corporation, Santa Monica, Calif. © Copyright 2016 RAND Corporation R® is a registered trademark. Cover image: Advertisement from 1957 for “America’s Independent Electric Light and Power Companies” (art by H. Miller). Text with original: “ELECTRICITY MAY BE THE DRIVER. One day your car may speed along an electric super-highway, its speed and steering automatically controlled by electronic devices embedded in the road. Highways will be made safe—by electricity! No traffic jams…no collisions…no driver fatigue.” Limited Print and Electronic Distribution Rights This document and trademark(s) contained herein are protected by law. This representation of RAND intellectual property is provided for noncommercial use only. Unauthorized posting of this publication online is prohibited. Permission is given to duplicate this document for personal use only, as long as it is unaltered and complete. Permission is required from RAND to reproduce, or reuse in another form, any of its research documents for commercial use. For information on reprint and linking permissions, please visit www.rand.org/pubs/permissions.html. The RAND Corporation is a research organization that develops solutions to public policy challenges to help make communities throughout the world safer and more secure, healthier and more prosperous.
    [Show full text]
  • How Governments Can Promote Automated Driving
    Volume 47 Issue 1 Winter Winter 2017 How Governments Can Promote Automated Driving Bryant Walker Smith University of South Carolina School of Law Recommended Citation Bryant W. Smith, How Governments Can Promote Automated Driving, 47 N.M. L. Rev. 99 (2017). Available at: https://digitalrepository.unm.edu/nmlr/vol47/iss1/5 This Article is brought to you for free and open access by The University of New Mexico School of Law. For more information, please visit the New Mexico Law Review website: www.lawschool.unm.edu/nmlr HOW GOVERNMENTS CAN PROMOTE AUTOMATED DRIVING Bryant Walker Smith* I. ABSTRACT .................................................................................... 100 II. INTRODUCTION ............................................................................. 100 III. IN CONTEXT .................................................................................. 102 A. A Future Different from the Present ...................................... 102 B. The Legal Context .................................................................. 104 C. Three Pathways to Fully Automated Driving ........................ 106 IV. ADMINISTRATIVE STRATEGIES ..................................................... 113 A. Prepare Government .............................................................. 113 B. Prepare Infrastructure ........................................................... 114 C. Plan Infrastructure................................................................. 117 D. Leverage Procurement ..........................................................
    [Show full text]
  • Autonomous Cars: Past, Present and Future
    Autonomous Cars: Past, Present and Future A Review of the Developments in the Last Century, the Present Scenario and the Expected Future of Autonomous Vehicle Technology Keshav Bimbraw Mechanical Engineering Department, Thapar University, P.O. Box 32, Patiala, Punjab, India Keywords: Autonomous Cars, Autonomous Vehicles, Cars, Mechatronics Systems, Intelligent Transportation Technologies and Systems, Automation. Abstract: The field of autonomous automation is of interest to researchers, and much has been accomplished in this area, of which this paper presents a detailed chronology. This paper can help one understand the trends in autonomous vehicle technology for the past, present, and future. We see a drastic change in autonomous vehicle technology since 1920s, when the first radio controlled vehicles were designed. In the subsequent decades, we see fairly autonomous electric cars powered by embedded circuits in the roads. By 1960s, autonomous cars having similar electronic guide systems came into picture. 1980s saw vision guided autonomous vehicles, which was a major milestone in technology and till date we use similar or modified forms of vision and radio guided technologies. Various semi-autonomous features introduced in modern cars such as lane keeping, automatic braking and adaptive cruise control are based on such systems. Extensive network guided systems in conjunction with vision guided features is the future of autonomous vehicles. It is predicted that most companies will launch fully autonomous vehicles by the advent of next decade. The future of autonomous vehicles is an ambitious era of safe and comfortable transportation. 1 INTRODUCTION ‘Linriccan Wonder’. Significant advances in autonomous car technology has been made after the Consumers all around the whole world are enthusiastic advent of the vision guided Mercedes-Benz robotic about the advent of autonomous cars for public.
    [Show full text]
  • Global Driverless Vehicle Survey 2018 2
    Global Driverless 2018 Vehicle Survey Disclaimer Baker & McKenzie International is a global law firm with member law firms around the world. In accordance with the common terminology used in professional service organizations, reference to a "partner" means a person who is a partner or equivalent in such a law firm. Similarly, reference to an "office" means an office of any such law firm. This may qualify as "Attorney Advertising" requiring notice in some jurisdictions. Prior results do not guarantee a similar outcome. The information in this material is only a general overview of several jurisdictions. It is not offered as advice on any particular matter and should not be taken as such. The Firm and the contributing authors expressly disclaim any and all liability to any person regarding the consequences of anything done or omitted, to be done wholly or partly, in reliance upon the whole or any part of the contents of this material. Anyone who reads this document should refrain from acting based on any matter contained in this material without receiving specific professional advice regarding the particular facts and circumstances in issue. Global Driverless Vehicle Survey 2018 2 Contents INTRODUCTION .................................................................................................................. 5 EXECUTIVE SUMMARY ...................................................................................................... 5 Contributing Lawyers ........................................................................................................
    [Show full text]
  • Embracing the Future of Land Transportation: Valuing Flexibility in Design and Technology Options for Autonomous Vehicle Developments in Singapore
    Embracing the Future of Land Transportation: Valuing Flexibility in Design and Technology Options for Autonomous Vehicle Developments in Singapore by Huiling Eng B.Eng. Bioengineering, Nanyang Technological University, 2007 SUBMITTED TO THE SYSTEM DESIGN AND MANAGEMENT PROGRAM IN PARTIAL FULFILMENT OF THE REQUIREMENTS FOR THE DEGREE OF MASTER OF SCIENCE IN ENGINEERING AND MANAGEMENT AT THE MASSACHUSETTS INSTITUTE OF TECHNOLOGY FEBRUARY 2017 © 2017 Huiling Eng. All rights reserved. The author hereby grants to MIT permission to reproduce and to distribute publicly paper and electronic copies of this thesis document in whole or in part in any medium now known or hereafter created. Signature of Author: ____________________________________________________________ Huiling Eng System Design and Management Program November 15, 2016 Certified by: __________________________________________________________________ Richard de Neufville Professor of Engineering Systems, MIT Institute for Data, Systems, and Society Thesis Supervisor Accepted by: _________________________________________________________________ Warren Seering Weber-Shaughness Professor of Mechanical Engineering [This Page is Intentionally Left Blank] 2 Embracing the Future of Land Transportation: Valuing Flexibility in Design and Technology Options for Autonomous Vehicle Developments in Singapore by Huiling Eng Submitted to the System Design and Management Program on November 15, 2016 in Partial Fulfilment of the Requirements for the Degree of Master of Science in Engineering and Management ABSTRACT This thesis examines the prospects of implementing fully autonomous vehicles in Singapore, and proposes flexible design and development strategies to maximize value creation. This approach recognizes the uncertainties associated with emerging technology domains, and illustrates how an adaptive policy can enable the policymaker to apply policy levers timely to leverage upside opportunities and mitigate downside risks.
    [Show full text]
  • Driverless Vehicles
    REALISING THE POTENTIAL OF DRIVERLESS VEHICLES Recommendations for Law Reform Michael Cameron The New Zealand Law Foundation Wellington, New Zealand © 2018 Michael Cameron This book is copyright. Apart from fair dealing for the purpose of private study, re- search, criticism, or review, as permitted by the Copyright Act 1994, no part may be reproduced by any process without prior permission of the author. Published in 2018 by the New Zealand Law Foundation. National Library of New Zealand Cataloguing-in-Publication data ISBN-13: 9781984112491 ISBN-10: 198411249X Cover design by Gabrielle Baker. For more work visit www.gabriellebaker.space Contact Michael Cameron at [email protected] For Liv Contents Preface � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � ix Acknowledgments � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � xi 1 End of an Era � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �1 2 A Brief History of Driverless Vehicles � � � � � � � � � � � � � � � � � � � � � � � �13 3 The First Applications � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �34 4 The Inherent Legality of Driverless Vehicles � � � � � � � � � � � � � � � � � � �45 5 Ensuring the Safety of Driverless Vehicles� � � � � � � � � � � � � � � � � � � � �51 6 Civil Liability for Property Damage � � � � � � � � � � � � � � � � � � � � � � � � � �74 7 Civil Liability for Personal Injury � � � � � � � � � � � � � � � � � � �
    [Show full text]
  • Assistive Technology; Autonomous Vehicles
    The Future of Driving Assistive Technology; Autonomous Vehicles A Presentation to the Seattle Actuarial Society March 21. 2014 Introduction Who I Am, What I Will Talk About Professor William Covington Director, Technology Law and Public Policy Clinic University of Washington School of Law sas w14 2 Introduction Who I Am, What I Will Talk About What is the Tech-Law Clinic and what do we do? Made up of 2Ls and 3Ls and LLMs Engage in long term studies where high technology and public policy converge. In the past have studied issues surrounding Internet access in rural areas and use of alternative energy This academic year looking at autonomous vehicles and state legislation; aim is to inform policy makers of what they might consider doing to prepare for this new technology sas w14 3 Introduction Who I Am, What I Will Talk About What I Will Talk About Autonomous vehicles What they are What will they do When will they come on line Legislation Assistive features (touch on some but not all) What they are What they do Who offers them for sale Impact on safety Adaption sas w14 4 Introduction Who I Am, What I Will Talk About Waiver of Liability Much data has been provided to me by other sources Glad to provide links to informational sources Major sources of information Insurance Institute for Highway Safety (Highway Loss Data Institute) independent, nonprofit scientific and educational organization; founded in 1959 (“IIHS” “HLDI”) European Field Operational Test four year (2008-2012) comprehensive study of in-vehicle systems and assistive devices (“EU-FOT”) United States Department of Transportation number of studies on assistive technology sas w14 5 Autonomous Vehicles What are they? Defined a robotic vehicle that is designed to travel between destinations without a human operator.
    [Show full text]
  • University of California Santa Cruz Tightly-Coupled Lidar
    UNIVERSITY OF CALIFORNIA SANTA CRUZ TIGHTLY-COUPLED LIDAR AND CAMERA FOR AUTONOMOUS VEHICLES A dissertation submitted in partial satisfaction of the requirements for the degree of DOCTOR OF PHILOSOPHY in ELECTRICAL ENGINEERING by Mohammad Hossein Daraei June 2018 The Dissertation of Mohammad Hossein Daraei is approved: Professor Hamid Sadjadpour, Chair Professor Yu Zhang Professor Roberto Manduchi Tyrus Miller Vice Provost and Dean of Graduate Studies Copyright © by Mohammad Hossein Daraei 2018 Table of Contents List of Figures v List of Tables vii Abstract viii Dedication x Acknowledgments xi 1 Introduction 1 2 Environment Perception for Autonomous Driving 9 2.1 Literature on Environment Perception . 10 2.2 Measuring the Surroundings . 14 2.3 Multi-modal Spatio-temporal Association . 17 2.3.1 Continuous Mapping Between Sensor Spaces . 20 2.3.2 Discrete Multi-modal Measurement Association . 22 2.4 Distance-aware Processing Resolution . 23 2.5 Proposed Fusion Architecture . 29 3 Velocity Estimation 34 3.1 Related Work . 36 3.2 Problem Formulation . 41 3.3 Proposed Motion Estimation and Depth Reconstruction . 42 3.3.1 Energy Function Derivation . 43 3.3.2 LiDAR Data Term EP (v, d) ................. 45 3.3.3 Surface Smoothness Term ES (d) .............. 46 3.3.4 LiDAR Likelihood Term, EL(v) ............... 49 3.3.5 Image-based Data Term EI (v)................ 50 3.3.6 Occlusion and parallax modeling . 53 3.4 Optimization . 54 iii 3.4.1 Inference and Tracking . 54 3.4.2 Non-linear Penalization . 57 3.4.3 Multi-resolution analysis . 58 3.5 B-Spline Wavelets as Basis Functions .
    [Show full text]
  • Automated Vehicles: a Joint Preliminary Consultation Paper
    Automated Vehicles A joint preliminary consultation paper Law Commission Scottish Law Commission Consultation Paper 240 Discussion Paper 166 Law Commission Consultation Paper No 240 Scottish Law Commission Discussion Paper No 166 Automated Vehicles A joint preliminary consultation paper 08 November 2018 © Crown copyright 2018 This publication is licensed under the terms of the Open Government Licence v3.0 except where otherwise stated. To view this licence, visit nationalarchives.gov.uk/doc/open- government-licence/version/3 Where we have identified any third party copyright information you will need to obtain permission from the copyright holders concerned. This publication is available at https://www.lawcom.gov.uk/project/automated-vehicles/ and at https://www.scotlawcom.gov.uk/publications. THE LAW COMMISSIONS – HOW WE CONSULT Topic of this consultation: The Centre for Connected and Automated Vehicles (CCAV) has asked the Law Commission of England and Wales and the Scottish Law Commission to examine options for regulating automated road vehicles. It is a three-year project, running from March 2018 to March 2021. This preliminary consultation paper focuses on the safety of passenger vehicles. Driving automation refers to a broad range of vehicle technologies. Examples range from widely-used technologies that assist human drivers (such as cruise control) to vehicles that drive themselves with no human intervention. We concentrate on automated driving systems which do not need human drivers for at least part of the journey. This paper looks at are three key themes. First, we consider how safety can be assured before and after automated driving systems are deployed. Secondly, we explore criminal and civil liability.
    [Show full text]
  • The Path to Autonomous Vehicles
    ON THE PATH TO AUTONOMOUS VEHICLES Dr. Bill Sowell, MBA, PhD Vice President- Eberle Design, Inc. & Reno A&E (USA) Vice Chairman- International Road Federation (IRF) Executive Committee & Board of Directors Chairman- IRF Intelligent Transportation Systems (ITS) & Systems Engineering Committee Chairman- NEMA 3TS Performance Measures Technical Committee (TS-9 Standard) 15th Arizona Pavements / Materials Conference © COPYRIGHT 2018. Eberle Design, Inc. All Rights Reserved. AGENDA • Introduction and Definitions • History • Today • Potential • Autonomous Vehicle Programs • Predictions and Conclusions 15th Arizona Pavements / Materials Conference INTRODUCTION 15th Arizona Pavements / Materials Conference VEHICULAR AUTOMATION • Vehicular automation involves the use of Mechatronics (Mechanics + Electronics) Artificial Intelligence (AI) Multi-agent System to assist a vehicle's operator Automatic Driver Assist System, or “ADAS”. • These vehicle features may be labeled as “intelligent” or “smart”. • A vehicle using automation for difficult tasks, especially navigation, may be referred to as “semi- autonomous”. 15th Arizona Pavements / Materials Conference DEFINITIONS • An autonomous car is a type of autonomous vehicle capable of fulfilling the human transportation capabilities of a traditional car. • An autonomous vehicle, is capable of sensing its environment and navigating without direct human input (ie, truck, small delivery, paratransit, drones). 15th Arizona Pavements / Materials Conference HISTORY 15th Arizona Pavements / Materials Conference
    [Show full text]
  • 2015 Automated Vehicle Literature Review As Part of Preparing a Possible Oregon Road Map for Connected Vehicle/Cooperative Systems Deployment Scenarios
    2015 AUTOMATED VEHICLE LITERATURE REVIEW AS PART OF PREPARING A POSSIBLE OREGON ROAD MAP FOR CONNECTED VEHICLE/COOPERATIVE SYSTEMS DEPLOYMENT SCENARIOS Task 2 Report SPR 764 2015 Automated Vehicle Literature Review as Part of Preparing a Possible Oregon Road Map for Connected Vehicle/Cooperative Systems Deployment Scenarios Task 2 Report SPR 764 by Robert L. Bertini, Ph.D., P.E. Haizhong Wang, Ph.D. Todd M. Borkowitz, R.L.A. Derek H. Wong Civil and Environmental Engineering, California Polytechnic State University San Luis Obispo 1 Grand Avenue, San Luis Obispo, CA 93407-0353 School of Civil and Construction Engineering, Oregon State University 220 Owen Hall, Corvallis OR 97331 for Oregon Department of Transportation Research Section 555 13th Street NE, Suite 1 Salem OR 97301 and Federal Highway Administration 400 Seventh Street, SW Washington, DC 20590-0003 April 2016 Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. FHWA-OR-RD-16-12 4. Title and Subtitle 5. Report Date 2015 Automated Vehicle Literature Review as Part of Preparing a -April 2016- Possible Oregon Road Map for Connected Vehicle/Cooperative 6. Performing Organization Systems Deployment Scenarios Code 7. Author(s) 8. Performing Organization Dr. Robert L. Bertini, Dr. Haizhong Wang, Todd M. Borkowitz, Derek H. Report No. Wong 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Civil and Environmental Engineering, California Polytechnic State University San Luis Obispo 11. Contract or Grant No. 1 Grand Avenue, San Luis Obispo, CA 93407-0353 SPR 764 School of Civil and Construction Engineering, Oregon State University 220 Owen Hall, Corvallis OR 97331 12.
    [Show full text]