Autonomous Vehicles in Canada Wendy Doyle, Executive Director Alberta Transportation Co-Chair CCMTA Autonomous Vehicles Working Group

Overview What are autonomous vehicles, automated vehicles and connected vehicles What work is underway in Canada specific to AVs What is the scope of this work? When is it expected to be completed? What’s next? Q&A

*Disclaimer Not an authority on all-things AV or CV related Not an engineer Not an SME Providing a snapshot of what’s happening across the country currently

Defining the Technology

Common Definitions Automated Vehicles* A vehicle that can be operated either conventionally by a natural person or be controlled without human input under certain conditions. * This definition is a proposed by the AAMVA working group. It is not concrete or legislated.

Current Examples Automated Technology Adaptive cruise control Lane departure warning and lane keeping assistance / lane centering Forward collision warning and collision avoidance breaking Parking assistance systems Traffic Jam Assist Etc.

Common Definitions Autonomous Vehicles* A vehicle that is capable of being operated or driven without actual physical control by a natural person sitting in the vehicle’s driver seat. An autonomous vehicle is operating or driving in autonomous mode when it is operated or driven with the autonomous technology engaged.

Autonomous Technology Current Examples Autonomous Technology

Common Definitions Driver* A driver is a person (human being) who is seated in the driver’s seat and is in actual physical control of a vehicle. If the vehicle is in autonomous mode, the driver is capable of taking over actual physical control of the vehicle at any time. * Note – words ‘human being’ is very intentional

Common Definitions Operator* An operator is the person (human being) who has direct control over the operation of an autonomous vehicle and is either seated in the driver’s seat, or is an occupant of the vehicle, or is located outside of the vehicle.

Common Definitions Connected Vehicles* Connected Vehicle systems are a new category of advanced transportation technology combining information and communications technologies, sensors and positioning with in-vehicle and roadside technology to create “thinking machines”. - V2V, V2I, V2X Vehicle to vehicle Vehicle to infrastructure Vehicle to everything

Current Examples Connected Vehicles

Examples of Current Technology VW Audi

Examples of Current Technology Google

Examples of Current Technology Google

Connected Vehicle Test Bed ACTIVE-AURORA $3.7 million joint infrastructure project between the University of Alberta (UofA) and the University of British Columbia (UBC). UofA is the primary funding recipient and, as such, is ultimately responsible for successfully deploying all project deliverables.

Connected Vehicle Test Bed Comprised of: Two learning centres and affiliated laboratory test beds: one at UofA, and one at UBC; and Three on-road CV testbeds: two in Edmonton and one in Vancouver. Anthony Henday Drive, Whitemud Drive and Yellowhead Trail. UBC campus will form the Vancouver test bed.

Levels of Automation

Levels of Automation (SAE) Common Definitions Levels of Automation (SAE) SAE Levels of Automation SAE Level 0 – No automation; the full-time performance by the human driver of all aspects of the dynamic driving task, even when enhanced by warning or intervention systems SAE Level 1 – Driver Assistance; the driving mode-specific execution by a driver assistance system of either steering or acceleration/deceleration using information about the driving environment and with the expectation that the human driver performs all remaining aspects of the dynamic driving task SAE Level 2 – Partial Automation; the driving mode-specific execution by one or more driver assistance systems of both steering and acceleration/deceleration using information about the driving environment and with the expectation that the human driver performs all remaining aspects of the dynamic driving task SAE Level 3 – Conditional Automation; the driving mode-specific performance by an automated driving system of all aspects of the dynamic driving task with the expectation that the human driver will respond appropriately to a request to intervene. SAE Level 4 – High Automation; the driving mode-specific performance by an automated driving system of all aspects of the dynamic driving task, even if a human driver does not respond appropriately to a request to intervene. SAE Level 5 – Full Automation; the full-time performance by an automated driving system of all aspects of the dynamic driving task under all roadway and environmental conditions that can be managed by a human driver

Levels of Automation (NHTSA) Common Definitions Levels of Automation (NHTSA) Levels of Automation NHTSA Levels of Automation NHTSA Level 0 – No Automation; The driver is in complete and sole control of the primary vehicle controls – brake, steering, throttle, and motive power – at all times. NHTSA level 1 - Function-Specific Automation; Automation at this level involves one or more specific control functions. Examples include electronic stability control or pre-charged brakes, where the vehicle automatically assists with braking to enable the driver to regain control of the vehicle or stop faster than possible by acting alone. NHTSA level 2 - This level involves automation of at least two primary control functions designed to work in unison to relieve the driver of control of those functions. An example of combined functions enabling a Level 2 system is adaptive cruise control in combination with lane centering. NHTSA level 3 - Vehicles at this level of automation enable the driver to cede full control of all safety-critical functions under certain traffic or environmental conditions and in those conditions to rely heavily on the vehicle to monitor for changes in those conditions requiring transition back to driver control. The driver is expected to be available for occasional control, but with sufficiently comfortable transition time. The Google car is an example of limited self-driving automation. NHTSA level 4 - The vehicle is designed to perform all safety-critical driving functions and monitor roadway conditions for an entire trip. Such a design anticipates that the driver will provide destination or navigation input, but is not expected to be available for control at any time during the trip. This includes both occupied and unoccupied vehicles.

American Association of Motor Vehicle Administrators Working Groups

AV Working Groups (US) AAMVA Autonomous Vehicle Best Practices WG To create a best practices guide for jurisdictions to regulate the testing of autonomous vehicles. 16 jurisdictional members (drivers, vehicles, law enforcement, legal and IT) 2 CAN members (BC and AB) AAMVA & NHTSA representatives The purpose of this group is to work with AAMVA jurisdictions, law enforcement, federal agencies and other stakeholders to guide the development, design, testing, use and regulation of AVs and other emerging vehicle technology.

AV Working Groups (US) AAMVA Autonomous Vehicle BPWG areas of work Info sharing group initially developed Analyze issues across the US Track emerging issues and technology Analyze issues and make recommendations to NHTSA to build the best practices guide The purpose of this group is to work with AAMVA jurisdictions, law enforcement, federal agencies and other stakeholders to guide the development, design, testing, use and regulation of AVs and other emerging vehicle technology. Vehicle Credential Considerations 5.2 Application and Permit for Manufacturers to Test Vehicles on Public Roadways 5.3 Vehicle Registration 5.4 License Plates 5.5 Titling and Branding 5.6 Branding Aftermarket Vehicles 5.7 Information on Manufactures Certificate of Origin or Manufactures Statement of Origin 5.8 Financial Responsibility 5.9 Federal Motor Vehicle Safety Standards and Canadian Motor Vehicle Safety Standards 5.10 System Monitoring   Driver Licensing Considerations 5.11 Driver Training, Testing, Endorsements and Restrictions 5.12 Operator vs. Driver 5.13 Suspension and Revocation Orders Law Enforcement Considerations 5.14 Crash and Incident Report 5.15 Criminal Activities 5.16 Distracted Driving 5.17 Enforcement/Penalties 5.18 First Responder Safety 5.19 Law Enforcement and First Responder Training 5.20 Manuel Traffic Control 5.21 Response to Emergency Vehicles 5.22 Road Restrictions 5.23 System Misuse and Abuse 5.24 Vehicle Identification 5.25 Violation Codes Programming 5.26 Rules of the Road

AV Working Groups (US) AAMVA Autonomous Vehicle BPWG timelines Conference calls – monthly In-person meetings – twice annually Draft guidelines – Spring 2016 Final guidelines – Fall 2016 The purpose of this group is to work with AAMVA jurisdictions, law enforcement, federal agencies and other stakeholders to guide the development, design, testing, use and regulation of AVs and other emerging vehicle technology.

Canadian Council of Motor Transport Administrators Working Group

AV Working Group (CAN) CCMTA Autonomous Vehicles WG This group was created to assist the jurisdictional membership of CCMTA in developing a proactive strategy with respect to autonomous vehicles. BC, AB, ON, QC, NB and TC

AV Working Group (CAN) CCMTA Autonomous Vehicles WG areas of work Information sharing Level setting Leadership CCMTA definitions Jurisdictional gap analysis Preparation and readiness Best practices TAC, CCMTA, ERSC,

AV Working Groups (CAN) CCMTA Autonomous Vehicles WG timelines Conference calls – Monthly AV Workshop – Fall 2015 Final work plan – June 2016 Board approval Final AAMVA guidelines – Fall 2016 Review for Canadian implications Adopt/Revise accordingly to ensure reciprocity TAC, CCMTA, ERSC,

Testing Legislation

Jurisdictional Review U.S. jurisdictions with testing legislation

Jurisdictional Review CAN jurisdictions with testing legislation

Why Testing Legislation? Establishes safety expectations Driver/Operator Equipment Data Reporting Locations Restrictions Protects liability of jurisdictions Equipment – pedals, steering wheel, driver, engineer Data – collision data, timeline to report, near misses, etc. Reporting – near misses, collisions, etc. Locations – speed restrictions by highway, no school zones, etc. Restrictions – vehicle marking, equipment expectations, plates, etc.

Implications to Jurisdictions

Policy Implications Application/Permit for Manufacturers to Test Vehicles on Public Roadways Vehicle Registration, License Plates Titling and Branding Branding Aftermarket Vehicles Financial Responsibility System Monitoring / Cyber Security Driver Licensing Considerations Driver Training, Testing, Endorsements and Restrictions Operator vs. Driver   Non-exhaustive list

Enforcement Implications Driver Training, Testing, Endorsements and Restrictions Operator vs. Driver Vehicle Identification Rules of the Road Distracted Driving Enforcement/Penalties Road Restrictions Crash and Incident Report Criminal Activities First Responder Safety Law Enforcement and First Responder Training Manual Traffic Control Response to Emergency Vehicles System Misuse and Abuse/ Cyber Security

Unknown Implications Greening cities Reducing fatalities and serious injuries Stifling innovation through regulating What’s next? ? Reduced congestion Less green house gas emissions Less urban sprawl More parking spaces, less land footprint Reduced ‘driver error’ crashes (less casualties) Narrower travelling lanes No restriction on usage (disabled, children, impairment, etc.)

Testing versus deployment

Canadian Survey on AVs 70.2 % of respondents had heard of AVs 79.6% of male and 62.3% of female respondents participated in the survey 31.8% of respondents who had heard of AVs were neutral (31%) or had a somewhat positive (26%) opinion about self-driving cars. 59% of respondents think that Canada should have their own program to test driverless cars on Canadian streets BACKGROUND Malatest & Associates Ltd conducted a survey to obtain information about the Canadian public opinion on automated vehicles. Canadians from nine provinces (with exception of BC, NT, NU, and YK) participated in the survey for a total of 1010 (452 male and 554 female respondents. The following age groups were surveyed: 19-34 years old 34-54 years old 55-65+ years old The age group 55-65 + had the largest amount of respondents with 551.

Canadian Survey on AVs 66% of respondents consider safety as a concern More than 40% of respondents have plans to purchase some type of vehicle within the next six years 74% of women and 56% of male respondents think safety is a very important factor when purchasing new vehicle ⅓ of all respondents will more likely look at purchasing a self-driving vehicle within the next 6 years if safety concerns would be resolved. Despite many benefits described in multiple reports on self-driving cars, analysis of the survey results confirms that Canadians express an interest in automated vehicles but have concerns associated with deployment of self-driving cars. For that reason, 53.6% of respondents would not likely buy a self- driving car if these vehicles were made available in the automotive marketplace today. Survey results revealed major concerns regarding safety, insurance and legal liability for the drivers/owners operating self-driving cars. It is important to mention that a significant number of respondents expressed doubts in the government’s ability to set safety standards for self-driving vehicles.

What’s Next?

Examples of Concept Technology Mercedes

Examples of Concept Technology Mercedes

Questions?

Wendy Doyle Wendy.Doyle@gov.ab.ca 780-427-6588 Thank you Wendy Doyle Wendy.Doyle@gov.ab.ca 780-427-6588