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

2. 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

3. *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

4. Defining the Technology

5. 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.

6. 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.

7. 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.

8. Autonomous Technology
Current Examples
Autonomous Technology

9. 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

10. 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.

11. 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

12. Current Examples
Connected Vehicles

13. Examples of Current Technology
VW Audi

14. Examples of Current Technology
Google

15. Examples of Current Technology
Google

16. 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.

17. 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.

18. Levels of Automation

19. 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

20. 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.

21. American Association of Motor Vehicle Administrators
Working Groups

22. 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.

23. 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

24. 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.

25. Canadian Council of Motor Transport Administrators
Working Group

26. 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

27. 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,

28. 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,

29. Testing Legislation

30. Jurisdictional Review
U.S. jurisdictions with testing legislation

31. Jurisdictional Review
CAN jurisdictions with testing legislation

32. 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.

33. Implications to Jurisdictions

34. 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

35. 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

36. 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.)

37. Testing versus deployment

38. 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
years old
The age group had the largest amount of respondents with 551.

39. 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.

40. What’s Next?

41. Examples of Concept Technology
Mercedes

42. Examples of Concept Technology
Mercedes

43. Questions?

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