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Session 3A – Crimson / Sirrine – Thursday October 10, 2024 - 3:30 pm to 5:00 pm
The New Challenges of Next-Gen
ADAS and ADS
And How that Relates to ITS
and Much More
By Seth Chalmers, PE
Director of Traffic Engineering
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New EDGE Report which will be entitled:
The Challenges of Next Gen ADAS and ADS
Just submitted is in “Deep” Editing
Advance Driver Assistance Systems (ADAS) &
Automated Driving System (ADS)
Not “Autonomous Vehicles” or AVs
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X
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Level 1 & 2, 2 plus is 53.38% of
Worldwide Market
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Level 2
Level 0
Level 1
Sales: 19.8% + 46.5% + 3.9% = 70.3%
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10/10 Robot Taxi Event
Tesla Own Data – Not
Independently Verified or Reviewed
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This improved
safety has been achieved
Levels 0 thru 2 and
with Level 2 plus.
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Baidu “Autonomous” Supervision Command Center
SAE Level 4 with human monitoring
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More Direct Way to Define Vehicle Driving Automation
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Full ADS adds
$8K
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New Challenges for ADAS & to Lesser Extend ADS started in force on November 15, 2021.
Is it also Another Watershed Moment for Vehicle Safety?
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Focus Area Under Vehicle and Road Safety Provisions of the BIL | Basic Outcome |
Automatic Emergency Braking (AEB) for Larger Trucks | Rulemaking has started |
Automatic Shutoff | Rulemaking is underway |
Crash Avoidance Technologies | Rulemaking has been completed for AEB and pedestrian automatic emergency braking (PAEB); preparations for rulemaking for lane departure warning (LDW) and lane keeping assistance (LKA) are underway |
Distracted Driving | Report to Congress; potential rulemaking |
Global Harmonization | Cooperate with all involved parties on vehicle regulations |
Headlamps | Rulemaking has been completed |
Hood and Bumper Standards | Report to Congress |
Impaired Driving | Rulemaking has started with DADSS and driver monitoring |
New Car Assessment Program (NCAP) | Report to Congress |
Unattended Passenger | Rulemaking is underway |
Vulnerable Road Users (VRUs) | Expand research efforts |
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Safe �vs. �Safer
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SPaT – Signal Phasing and Timing
For Both Permanent & Temporary Traffic Signals
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PAVE | PAVE will advance consumer awareness of ADAS and ADS safety by hosting a two-hour virtual town hall titled “Safer Streets Forum: Making Community Streets Safer through Technology, Policy, and Advocacy” and by developing a public sector toolkit, available in Summer 2023, for state DOTs and state highway safety officers to use in communicating with the public about automated vehicle technologies. The toolkit will include guidance for communicating the differences between ADAS and AVs, infographics, and FAQ documents. PAVE will also create ADAS educational materials targeted to new and young drivers and will partner with youth safety and driver safety organizations to run the campaign. |
Auto Innovators | Auto Innovators will continue to support NHTSA’s efforts to improve the NCAP by advocating for the adoption of safety technologies, including automatic emergency braking and auto high beam, among others. Auto Innovators will continue to educate consumers about important safety features in vehicles and work with NHTSA to drive adoption of these systems in order to achieve real-world safety benefits. Auto Innovators views NCAP, and free services to make the public and States aware of open vehicle recalls that can be resolved at no-cost, as significant pieces of the Safer Vehicles aspect of the holistic SSA. |
NAMIC | NAMIC will work with its 1,500 member companies to identify data-supported solutions and initiatives that promote road safety and encourage safe driving to combat the rising number and severity of motor vehicle crashes. NAMIC will focus on highlighting policies for effective safety practices at the State and Federal level on issues including mandatory safety belts, child safety restraints, implementation of tougher impaired and distracted driving provisions, and graduated drivers licensing laws. They will continue to support motor vehicle research, educate member companies on safety technology, and commit to partnering with the with Federal, State, and local insurance, vehicle, and traffic regulators as well as related law enforcement bodies to better identify and reduce risky driving behavior to better protect policyholders. |
Waymo LLC | Waymo supports the USDOT NRSS and the goal of eliminating roadway fatalities by advancing Safer Vehicles and Safer Speeds through the research and deployment of its fully autonomous ride-hailing service, Waymo One. Expanding that technology to reach more communities and riders has the potential to help reduce fatalities and serious injuries. Waymo will also publish additional research in 2023 and beyond relating to autonomous vehicle safety, AV insurance claims, and the Waymo Driver’s performance, which will help educate the public and policymakers about an important new road safety technology and the positive effects to help reduce injuries and fatalities on our nation’s roadways. |
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Proactive
Compliance by
Following the
Rules of the Road
All the Time
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With Waymo the Rules of Road are NOT Negotiable or Reliant on Good Will!
Should it not be the Same with Human Drivers, Especially Assisted One’s?
Or Do We Have a Double Standard?
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Focus Area Under Vehicle and Road Safety Provisions of the BIL | Basic Outcome |
Automatic Emergency Braking (AEB) for Large Trucks | Rulemaking has started |
Automatic Shutoff | Rulemaking is underway |
Crash Avoidance Technologies | Rulemaking has been completed for AEB and pedestrian automatic emergency braking (PAEB); preparations for rulemaking for lane departure warning (LDW) and lane keeping assistance (LKA) are underway |
Distracted Driving | Report to Congress; potential rulemaking |
Global Harmonization | Cooperate with all involved parties on vehicle regulations |
Headlamps | Rulemaking has been completed |
Hood and Bumper Standards | Report to Congress |
Impaired Driving | Rulemaking has started with DADSS and driver monitoring |
New Car Assessment Program (NCAP) | Report to Congress |
Unattended Passenger | Rulemaking is underway |
Vulnerable Road Users (VRUs) | Expand research efforts |
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No. | Description | Rulemaking Required | Related to Next-Gen ADAS/ADS | Comment |
1 | Require AEB for heavy vehicles subject to FMVSS 136 | Yes | Yes | Complete a feasibility study on equipping vehicles not currently subject to FMVSS 136 with AEB |
2 | Amend FMVSS 114 to include an automatic shutoff for internal combustion engines vehicles with keyless ignitions to prevent carbon monoxide poisoning | Yes | Yes | Also complete a study on rollaway prevention for vehicles with keyless ignition devices and automatic transmissions |
3 | Conduct a study on the availability of child car seats | No | No | The study is for low-income families and underserved communities |
4 | Require crash avoidance technologies: AEB/PAEB, road departure (LDW, LKA), and FCW | Yes | Yes | AEB/PAEB completed April 2024; however, the final rule was appealed by Auto Innovators in June 2024 |
5 | Assess crash test dummies currently used and the potential use of computer simulations | No | Yes | Plan for the use of new crash test dummies |
6 | Research driver monitoring systems to monitor, prevent, mitigate, or intervene with distracted drivers | Possibly | Yes | Submit an initial report to Congress; final rulemaking is at the Secretary of Transportation’s discretion |
7 | Work toward global harmonization of regulations related to motor vehicle safety | Related to other standards (i.e., other countries’ standards could be adopted as part of the FMVSS or NCAP) | Yes | Cooperate as much as possible with foreign governments, the motor vehicle industry, and stakeholder groups |
8 | Amend FMVSS 108 to allow ADB headlamps | Yes | Yes | Completed February 2022; the rulemaking allows these types of lights to be used but does not require them as standard |
9 | Complete a study on hood and bumper standards | Possibly | Yes | Submit a report to Congress |
10 | Add a new section to the FMVSS on impaired driving prevention technologies | Yes | Yes | NPRM completed in early 2024 and headed for final rulemaking; also includes funding for the DADSS program and education on marijuana-impaired driving |
11 | Conduct research on crash protection technologies and evacuation strategies for limousines | Yes | No | May require retrofitting |
12 | Overhaul the NCAP and establish a rating system for ADAS | No | Yes | Requires a long-term plan or roadmap |
13 | Conduct a study on vehicle recalls | Probably | No | Require vehicle manufacturers to submit annual and quarterly reports on completion rates |
14 | Conduct a study on school bus violations and safety technologies | No | Yes | The main objective is to address stop-arm violations and illegal passings |
15 | Update FMVSS 207 on seat back standards | Possibly | No | Final rulemaking is at the Secretary of Transportation’s discretion |
16 | Require an unattended passenger or hot car danger alert | Yes | Yes | Require vehicles to have a system that checks rear seats after the motor is deactivated; the Federal Communications Commission (FCC) has approved radar for this use |
17 | Require underride protection for trailers and semi-trucks over 10,000 pounds | Yes | No | Includes research and development of rear impact guards to protect from severe injury up to collision speeds of 65 mph |
18 | Implement VRU countermeasures | Related to other rulemakings and the NCAP | Possibly | Coordinate with the Joint Program Office and FHWA to use performance management practices to guide VRU safety activities |
19 | Evaluate innovative behavior countermeasures | No | Possibly | Update behavioral-related Countermeasures That Work |
20 | Revise our approach to crash data collection, vehicle safety databases, and early warning reporting data | No | Yes | Improve public accessibility to vehicle safety databases and require vehicle manufacturers to comply with early warning reporting |
21 | Expand the scope and funding of State Highway Safety Programs | No | No | Provides for several new or revised guidelines for Highway Safety Plans and related grants |
22 | Authorizations and supplemental appropriations | N/A | N/A | Provides NHTSA with a significant increase in resources to work on this list and other existing programs |
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ISA
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I am thinking non-compliant, confusing or improperly set temporary traffic control would be #1?
Confusing pavement markings that make open space look like a lane and similar #2?
Obscure signage might be #3?
Poor pavement markings number #4? Are you all for wider lines, say 4-inch instead of 6-inch?
Also, do you all have a position or thoughts on raised retroreflective pavement markers (RRPMs)? They do provide great lane delineation at night and during poor weather conditions. But many of the cities and counties do not use them because of costs are high (4-to-5-year replacement cycle). Studies have shown that human drivers like RRPM a lot and I am sure machine vision benefits from them also.
Do traffic lights or other arrow or message boards ever cause you all issues? I suspect your system understands flashing yellow arrows for both left and right turns? Have you all encountered flicker that has caused the message or signal to be obscured or not clear?
What are your thoughts on all of this?
Questions Submitted to Waymo, Cruise/GM, Telsa, & Ford (BlueCruise)
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Discussion & Questions
Seth Chalmers, PE
seth.chalmers@dibblecorp.com
More text here
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