Abstract

As an emerging technology, the potential deployment of self-driving vehicles (SDVs) in cities is attributed with significant uncertainties and anticipated consequences requiring responsible governance of innovation processes. Despite a growing number of studies on policies and governance arrangements for managing the introduction of SDVs, there is a gap in understanding about country-specific governance strategies and approaches. This chapter addresses this gap by presenting a comparative analysis of SDV-related policy documents in Finland, UK, and Germany, three countries which are actively seeking to promote the introduction of SDVs and which have distinct administrative traditions. Our analytical framework is based on the set of premises about technology as a complex sociotechnical phenomenon, operationalized using governance cultures and sociotechnical imaginaries concepts. Our comparative policy document analysis focuses on the assumed roles for SDV technology, the identified domains and mechanisms of governance, and the assumed actors responsible for steering the development process. The results highlight similarities in pro-automation values across three different countries, while also uncovering important differences outside the domain of traditional transport policy instruments. In addition, the results identify different types of potential technological determinism, which could restrict opportunities for responsiveness and divergent visions of mobility futures in Europe. Concluding with a warning against further depolitization of technological development and a dominant focus on economic growth, we identify several necessary directions for further developing governance and experimentation processes.

Abstract

Abstract As an emerging technology, the potential deployment of self-driving vehicles (SDVs) in cities is attributed with significant uncertainties and anticipated consequences requiring responsible governance of innovation processes. Despite a growing number of studies on policies and governance arrangements for managing the introduction of SDVs, there is a gap in understanding about country-specific governance strategies and approaches. This chapter addresses this gap by presenting a comparative analysis of SDV-related policy documents in Finland, UK, and Germany, three countries which are actively seeking to promote the introduction of SDVs and which have distinct administrative traditions. Our analytical framework is based on the set of premises about technology as a complex sociotechnical phenomenon, operationalized using governance cultures and sociotechnical imaginaries concepts. Our comparative policy document analysis focuses on the assumed roles for SDV technology, the identified domains and mechanisms of governance, and the assumed actors responsible for steering the development process. The results highlight similarities in pro-automation values across three different countries, while also uncovering important differences outside the domain of traditional transport policy instruments. In addition, the results identify different types of potential technological determinism, which could restrict opportunities for responsiveness and divergent visions of mobility futures in Europe. Concluding with a warning against further depolitization of technological development and a dominant focus on economic growth, we identify several necessary directions for further developing governance and experimentation processes.

Abstract

"jats:title"Introduction"/jats:title" "jats:p"Travel demand and travel satisfaction of a transport service are affected by user perceptions of the service quality attributes, and such perceptions should be included in studying user willingness-to-pay (WTP) for automated vehicle (AV) services. This study applied structural equation modelling with service quality attribute perceptions as latent variables affecting WTP."/jats:p" "/jats:sec""jats:sec" "jats:title"Objectives"/jats:title" "jats:p"We investigated how WTP AV services are affected by socio-demographic characteristics, knowledge and experiences with AV, existing travel modes and particularly, perceptions of the associated service quality attributes. The AV services are: 1) "jats:italic"on-demand personalised AV (PAV) service"/jats:italic", 2) "jats:italic"demand responsive shared AV (SAV) service"/jats:italic", and 3) "jats:italic"first−/last-mile automated bus (AB) service"/jats:italic"."/jats:p" "/jats:sec""jats:sec" "jats:title"Methods"/jats:title" "jats:p"The data were collected from 584 potential users of a first−/last-mile AB service trial operated in Kista, Stockholm."/jats:p" "/jats:sec""jats:sec" "jats:title"Results"/jats:title" "jats:p"Results show people hold different expectations towards each type of AV service. These expectations act as the minimum requirements for people to pay for the AV services. Respondents are found to be willing to pay more for PAV service if it is safe, provides good ride comfort, and is competitively priced relative to the price travelling by metro and train over a same distance. Other than service quality attribute perceptions, income level, existing travel modes for daily trips, familiarity with automated driving technology and AB ride experience are important factors affecting WTP for the AV services."/jats:p" "/jats:sec""jats:sec" "jats:title"Conclusion"/jats:title" "jats:p"The developed model can be applied to understand expectations of potential users towards a new AV service, and to identify user groups who are willing to pay the service. New AV services can thus be designed sensibly according to users’ actual needs."/jats:p" "/jats:sec Document type: Article

Abstract

This paper discusses whether the knowledge of the driving mode of an approaching vehicle (manual vs. automated) influences pedestrians’ decisions while crossing a street. Additionally, the paper explores how different appearances and driving behaviours of vehicles interact with driving mode in affecting pedestrians’ road-crossing behaviours. In a video-based experiment with sixty participants, two vehicles with different appearances (a BMW 3 and a Renault Twizy) were presented as either manually-driven or automated vehicles. Both vehicles displayed either yielding or non-yielding behaviour on a straight road devoid of other traffic. Participants were asked to indicate whether they would cross the street in front of the approaching vehicle, at different distances ranging from 45 m to 1.5 m. The results showed that there was no significant influence of the knowledge of the driving mode (manually-driven vs automated) on pedestrians’ willingness to cross the street at any distance. The vehicle’s behaviour (whether it is maintaining speed or yielding) played a dominant role in pedestrians’ decision to cross a road, and this was similar for both modes and both vehicles, at all distances. However, results suggested that in situations and at distances when the intent of the vehicle was not fully clear by the behaviour of the car alone, there were differences between the two vehicles at certain distances, which could be attributed to the differences in their appearance such as size, aggressiveness and novelty. A futuristic-looking vehicle inspired less confidence in road-crossing situations compared to an ordinary-looking vehicle. Additionally, a novel and futuristic-looking vehicle appeared to make it easier for people to believe that it is an automated vehicle. We conclude by discussing design implications for the development of external HMIs automated vehicles.

Abstract

The paper introduces a new control centre software approach for gated areas, called helyOS. This software is currently developed in different projects. Its first-time application is the fully automated, electrically driven AutoTruck. After a general introduction of the application domain the paper describes the AutoTruck vehicle, the architecture as well as capabilities and features of helyOS and introduces an exemplary user interface for distribution centres.

Abstract

International audience; This article presents the technical feasibility of fully automated driving at speeds below 50 km/h in urban and suburban areas with an adequate infrastructure quality (no intersections, known road geometry and lane markings available) focusing on congested and heavy traffic. This requires implementation of several systems: lane keeping system, Adaptive Cruise Control (ACC), lane changing,\\ldots Feasibility has been demonstrated through a complex scenario during the final ABV project event.