Overview/Review of AV/Pedestrian Interactions Justin M. Owens, Ph.D. Senior Research Associate Center for Vulnerable Road User Safety Virginia Tech Transportation Institute TRB Workshop ANF10(3) Pedestrian and Autonomous Vehicle Interactions Subcommittee

Advancing Transportation Through Innovation Introduction Brief review of relevant automation topics to generate discussion Definitions, levels of automation NHTSA guidance: Highly Automated Vehicles Technology considerations Human factors/behavioral considerations Infrastructure considerations Legal/Ethical considerations 12/6/2018 Advancing Transportation Through Innovation

NHTSA Definition of Automation An automated vehicle system is a combination of hardware and software (both remote and on-board) that performs a driving function, with or without a human actively monitoring the driving environment. (NHTSA, 2016, pg 10) 12/6/2018 Advancing Transportation Through Innovation

Highly Automated Vehicles (HAVs) NHTSA term HAV (Highly Automated Vehicle) Distinction: Who is primarily responsible for monitoring the driving environment? HAVs: SAE Levels 3-5 vehicles with automated systems that are responsible for monitoring the driving environment. More precise than “automated” or “autonomous” 12/6/2018 Advancing Transportation Through Innovation

SAE Levels of Automation (From NHTSA 2016) Level 0: Human driver does everything Level 1: An automated system on the vehicle can sometimes assist the human driver to conduct some parts of the driving task Level 2: An automated system on the vehicle can actually conduct some parts of the driving task, while the human continues to monitor the driving environment and performs the rest of the driving task 12/6/2018 Advancing Transportation Through Innovation

Levels of Automation - HAVs Level 3: Automated system can both actually conduct some parts of the driving task and monitor the driving environment in some instances, but the human driver must be ready to take back control when the automated system requests Level 4: Automated system can conduct the driving task and monitor the driving environment, and the human need not take back control, but the automated system can operate only in certain environments and under certain conditions Level 5: Automated system can perform all driving tasks, under all conditions that a human driver could perform them 12/6/2018 Advancing Transportation Through Innovation

NHTSA Guidance Regarding AVs & Pedestrians “[M]anufacturers and other entities should consider how HAVs will signal intentions to the environment around the vehicle, including pedestrians, bicyclists, and other vehicles… [as well as] regarding the HAV’s state of operation relevant to the circumstance (e.g., whether the HAV system identified a pedestrian at an intersection and is yielding). “ NHTSA 2016, pg 22 12/6/2018 Advancing Transportation Through Innovation

Model State-Level Guidance “Other stakeholders should be consulted as appropriate, such as transportation research centers located in the State, the vehicle manufacturing industry, and groups representing pedestrians, bicyclists, consumers and other interested parties.” (pg 40) 12/6/2018 Advancing Transportation Through Innovation

Technology Considerations Detection/Recognition How to detect pedestrians as pedestrians? Prediction Once detected, how to determine intent? Timing issues How to predict conflict or safe travel btw vehicle and pedestrians once intent is determined? Model pedestrian movement? 12/6/2018 Advancing Transportation Through Innovation

Advancing Transportation Through Innovation And of course… Crowds make this all more difficult! 12/6/2018 Advancing Transportation Through Innovation

HF & Behavioral Considerations How to inform vehicle driver/occupant(s) AND pedestrians/cyclists of vehicle intention? How to communicate with a variety of pedestrians in a crowded situation How to accommodate peds with disabilities? How to deal with unexpected behavior (e.g. pedestrian suddenly appearing) 12/6/2018 Advancing Transportation Through Innovation

Evolving Current Behavior How to simulate or move beyond current “give & take” interactions between drivers & peds? 12/6/2018 Advancing Transportation Through Innovation

Infrastructure Considerations Intersections of the future Do crosswalks continue to exist? What about walk signals? Integration with V2I? 12/6/2018 Advancing Transportation Through Innovation

Legal/Ethical Considerations Choice among possible conflicts One ped vs. group Old vs. young, etc. Driver vs. pedestrian Etc. ? ? 12/6/2018 Advancing Transportation Through Innovation

Legal/Ethical Considerations When can an AV ethically break the law? Crossing a double-yellow to avoid a crash (NHTSA, 2016, pg 26) Who is liable in a crash? Vehicle owner? Manufacturer? Programmer? NHTSA (2016) pg 45 12/6/2018 Advancing Transportation Through Innovation

Advancing Transportation Through Innovation Summary Numerous & significant issues to be addressed over the coming years & decades NHTSA has laid out a roadmap & guidelines Mentions but does not focus on peds More research and communication among researchers investigating all aspects of AV/Ped/Bike interactions is needed 12/6/2018 Advancing Transportation Through Innovation

Advancing Transportation Through Innovation AVS 2017 Breakout Session: AVs & Vulnerable Road User 2016 Breakout Topics: Ensuring safe interactions (Habibovic) HF of current ped/vehicle interactions (Owens) V2I, apps, modifying signal timing (Head) IDIADA Prospect European Project (Aparicio) Looking for people interested in 2017! Contact me and/or Laura Sandt 12/6/2018 Advancing Transportation Through Innovation

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Vehicle Performance Guideline Framework 12/6/2018 Advancing Transportation Through Innovation