List of Strategies & Action plans

A High Level Meeting was held in the Netherlands on 15 February 2017. It as attended by representatives from 24 EU Member States, Norway and Switzerland. Transport and Telecom ministers, the European Commission and parties from the automotive and telecom industries were also present.

Mobility is facing the greatest challenges we have seen in decades – with increasing globalisation, massive traffic growth, growing mobility needs and ambitious climate change goals.

New technologies provide us with the historic opportunity to meet these challenges successfully and make transport considerably safer, cleaner and more efficient. Among these technologies are new drivetrain technologies such as electric mobility, transport connectivity, car sharing models and, in particular, automated driving.

All these developments have been initiated and we are making every effort to put them on the roads as fast as possible.

Within the framework of the 2nd High Level Structural Dialogue, we, the EU- and EFTA Member States, the European Commission and associations of the automotive and telecom industry, have clearly focused on automated and connected driving and have developed an action plan to further advance the technology at European level.

The High Level Dialogue on Automated & Connected Mobility was established with the Declaration of Amsterdam from April 2016. Its key objective was to focus on a learning-by-experience approach thereby realising the positive potentials of automated and connected driving as well as aligning national frameworks. Vienna’s 4th High Level Meeting specifically focused on the use case with the biggest long-term potential for a sustainable transport system: automated and shared mobility services!

Relation with other roadmaps/plans:

Key examples of Transport Scotland’s active engagement are the pilot project CAVForth and the highly regarded annual CAV Scotland conference.

Increasing intelligent automation in transport is a key for expanding the digitalization of transport systems and mobility services, thus improving their safety, efficiency and smooth operation. This Roadmap sets out the actions within the Ministry of Transport and Communications’ administrative branch that aim to promote transport automation during the current government term (2017-2019). The Roadmap supports the key projects of Prime Minister Sipilä’s Government Programme concerning the creation of a digital growth environment for transport. Transport automation has advanced and is advancing at a significant pace. Road transport and shipping are witnessing the fastest development leaps. The definition of traffic is undergoing a transformation meaning that cars, in particular, are evolving into new type of mobile devices. While there is no vehicle industry in Finland, we are nonetheless, one of the world's leading countries in transport information technologies. Our technology companies possess considerable expertise in the automation of all modes of transport, especially concerning smart technologies for transport, data utilisation, artificial intelligence and information security issues. Equally noteworthy is the Finnish proficiency in marine automation and ship-building, which are globally recognized. The Roadmap covers three areas: 1) intelligent automation and robotics for service development, 2) utilisation of data and traffic management for intelligent automation and robotics, and 3) the development of physical and digital infrastructure for automated transport. For each of these three areas, the Roadmap describes both already on-going actions as well as required measures that are needed in the future to promote transport automation. Key actions for the entire administrative branch include exerting influence on the international regulation of different transport modes, enabling experimentations, developing an interoperable infrastructure and devices for transport automation, introducing 5G network technology, increasing the amount, quality and usage of transport data and improving the quality of satellite positioning. We will also invest in and expand our understanding of responsibility and ethics.

Automated and connected vehicles (AV/CVs) promise to improve the safety and efficiency of our transportation system, and to bring new economic opportunities for Canadians. They have the potential to reduce collisions, traffic congestion and emissions, and to improve mobility for all Canadians. At the same time, if we don’t manage these technologies well, their introduction could actually lead to more traffic, inequitable access to mobility and negative environmental impacts. The future of AV/CVs could be highly disruptive, for better or worse. How government and industry collectively prepare for this change will have a profound effect on how we capitalize on opportunities and lessen risks associated with these technologies. Governments and industry must be forward thinking. We need a strategic and aspirational vision for AV/CVs. We need to ask ourselves how evolving technologies will fit into our society and economy in a way that helps us achieve transportation solutions and future mobility goals for all users of our transportation system. Canada’s vision for the future of our transportation system is a system that is safe, secure, green, efficient and sustainable, and that improves the quality of life for all Canadians. We don’t know the future impacts of AV/CVs, but these technologies are tools we can use to help Canada progress towards this vision. It is critical that governments and industry continue discussing how AV/CVs can shape the future of mobility in a positive and purposeful way. Canada has an opportunity to be a leader in this space, given our well-established automotive industry and strengths in information and communications (ICT) technology. Over the past two years, both the public and private sectors have made major investments in AV/CV research and engineering centres across Canada. High-tech companies have also invested significantly in research and development in this area. Small and medium-sized companies, university researchers and engineering graduates are attracting the attention of global automotive and technology companies increasingly looking to Canada for AV/CV expertise. This Policy Framework provides a set of policy principles for all jurisdictions in Canada to follow as we safely test and deploy these vehicles. This framework also focuses on policy and regulatory issues we will need to address as we prepare for a future with AV/CVs on Canadian roads.

The present Code regulates the testing of automated vehicles in a real world environment in Belgium. In concrete terms, tests of this nature may take place on condition that the vehicle is used in accordance with the road traffic legislation and providing a test driver is present, or, in certain specific cases, minimally a test operator, who takes responsibility for the safe operation of the vehicle.

It is up to the manufacturer or the testing organisation to ensure that innovative technologies for automated or fully automated vehicles are developed and tested thoroughly before being brought onto the market. Much of this development can be done in test laboratories or on dedicated test tracks and proving grounds. However, to ensure that these technologies are capable of 'safe behaviour' in the various situations that may present themselves, they will need to be subjected to controlled testing in a 'real world environment' also. Thus, the testing of new automated vehicle technologies on public roads or in other public places should be facilitated whilst care must be taken that these tests are designed and conducted in order to minimise potential risk.

This Code of Practice has been published to help manufacturers and/or testing organisations intending to test these technologies in real conditions. This Code of Practice provides clear guidelines and recommendations to maintain safety during this testing phase.

The present Code of Practice does not contain any actual rules of law but has been developed to promote responsible planning and carrying out of tests. Testing organisations shall use this Code in conjunction with detailed knowledge of the statutory, regulatory and technological framework.

This roadmap for Connected Automated Driving contributes to the long-term vision of ERTRAC for the transport system. In one sentence: by 2050, vehicles should be electrified, automated and shared.

The main objective of the ERTRAC Roadmap is to provide a joint stakeholders view on the development of Connected Automated Driving in Europe. The Roadmap starts with common definitions of automation levels and systems, and then identifies the challenges for the implementation of higher levels of automated driving functions. Development paths are provided for three different categories of vehicles.

The Key Challenges identified within the three areas (Users & society, System & services, and Vehicles & technology) should lead to efforts of Research and Development: ERTRAC calls for pre-competitive collaboration among European industry and research providers. The key role of public authorities is also highlighted: for policy and regulatory needs, and support to deployment, with the objective of European harmonisation. Connected Automated Driving must therefore take a key role in the European Transport policy, since it can support several of its objectives and societal challenges, such as road safety, congestion, decarbonisation, social inclusiveness, etc. The overall efficiency of the transport system can be much increased thanks to automation.

Relation with other roadmaps/plans:

The previous “Automated Driving Roadmap” of ERTRAC was issued in 2017 and provided updated definitions and development paths, an updated list of EU and international activities, and an extended list of R&D challenges. This new 2019 version presents again a full update of these chapters, and given that the topic of connectivity is becoming progressively more important, it includes connectivity related aspects and the addition of infrastructure related topics. A collaboration with the CEDR CAD work group helped a lot to bring these additional aspects into the document. This new version also builds on the STRIA CAT Roadmap developed by the European Commission.

Automated driving is becoming increasingly important, and will place demands to NRAs (National Road Authorities) in very near future, before 2020. While automated driving will bring about several benefits to NRAs, it will cause also costs and changes in the traditional roles of the NRAs. The cooperation with key stakeholders such as vehicle manufacturers, the telecommunication industry and the IT industry will intensify as a consequence. Closer collaboration with globally operating industries makes it necessary for NRAs to intensify their European and intercontinental cooperation (Americas, Asia-Pacific). The development will also bring a number of new challenges concerning legal issues, data security, and road safety especially in the transition phase towards high automation. Coming to full automation, general mobility and interworking with other transport means will fundamentally change. Furthermore, totally new players are expected to enter the market.

In April 2016, the European Transport Ministers gave out a declaration on connected and automated driving, indicating strong EU and Member State support to developing and deploying road vehicle automation. A week later, the CEDR Governing Board discussed road vehicle automation in a dedicated workshop facilitated by CEDR Task Group “Utilising ITS for NRAs”. This position paper reflects the GB view based on that workshop. In doing so, this position paper complements the CEDR ITS Position Paper (issued 2014).

This report is the deliverable of the second phase of the C-ITS platform (July 2016 – September 2017) which further develops a shared vision on the interoperable deployment of Cooperative Intelligent Transport Systems (C-ITS) towards cooperative, connected and automated mobility (CCAM) in the European Union. This includes making tangible progress towards the definition of implementation conditions for topics already discussed during the first phase1, but also recognizes and further investigates the mutual benefits that future CITS services will bring in terms of automation. All members of the C-ITS platform believe that the ultimate goal is the full convergence of all developments under Cooperative, Connected and Automated Mobility (CCAM), making use of the digitisation of transport.

In 9 working groups, the C-ITS Platform developed policy recommendations and proposals for action for the Commission as well as other relevant actors along the C-ITS value chain. The first set of outcomes of the second phase of the C-ITS Platform addresses the common technical and legal framework necessary for the deployment of C-ITS and is grouped under section Phase I continued – support for deployment of C-ITS. The second set of outcomes focuses on CCAM, i.e. they explicitly also take the needs and possibilities of higher levels of automation into consideration, and are grouped under section Beyond C-ITS, towards Connected, Cooperative and Automated Mobility (CCAM).

As a result of developments in the automotive, ICT and telecoms sectors and the introduction of connected and automated vehicles1, mobility will change more in the next twenty years than in the past one hundred years. Further automation of vehicles and advances in information and communication technologies provide excellent opportunities to improve traffic flows and to make transport safer, cleaner and easier. This development could also strengthen the economy of Europe. Ultimately, once fully automated driving becomes possible on a large scale, there may be societal benefits beyond the aforementioned goals, in terms of social inclusion, improved mobility services in rural areas and cities, the development of mobility as a service and lower travel costs. These advantages should bring extra flexibility in door-to-door mobility, especially in the field of public transport, also to the benefit of the aging population, vulnerable road users and disabled persons. Furthermore, this innovation could be linked to other important developments such as a shared economy, decarbonisation of transport and the transition towards a zero-emissions society and the circular economy.

Besides technological progress, there are further challenges and uncertainties related to development of connected and automated vehicles. There are important questions to be answered regarding security, social inclusion, use of data, privacy, liability, ethics, public support and the co-existence of connected and automated vehicles with manually controlled vehicles.

Member States support the development of connected and automated driving through a range of initiatives, such as truck platooning, autopilot on the highway and the establishment of ITScorridors. Connected and automated vehicles are already being tested on public roads and are gradually being introduced on the market for commercial use. In the early stages of this transition, open competition between different models and initiatives is needed to instigate creativity and innovation. However, both industry and users demand that new services and systems should be interoperable and compatible when crossing borders. The European Commission has taken important steps with the Cooperative Intelligent Transport Systems (C-ITS) platform, the Round Table on Connected and Automated Driving and the Gear 2030 initiative. Nevertheless, a more coordinated approach is called for between Member States and at European level to remove barriers and to promote a step-by-step learning-by-experience approach such as the European truck platooning challenge. It is essential to support an exchange of information of results and best practices by linking and integrating such initiatives.

This document provides a summary of the strategic framework that will structure the French government’s policy actions dedicated to the development of automated or driverless vehicles. The publication of this document, which follows a wide-ranging public consultation process, constitutes the conclusion of the first stage of the project I have been entrusted with by the Ministries of the Interior, Economy and Finances, and Transport, as well as the Secretary of State for digital affairs.

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The EU's automotive sector enjoys a central place in Europe's industrial landscape. It is the employer of millions of Europeans, often in highly skilled jobs and a major investor in research and development. The sector is one of the most competitive in the world and generates a substantial trade surplus for the EU. It is at a junction of many important EU policies including; competitiveness, research, energy, environment, transport, single market, etc. Today's automotive industry is at a turning point: it must embrace the upcoming digital revolution, automated and connected driving, environmental challenges (such as climate goals), societal changes and growing globalisation.

In order to develop a co-ordinated and effective EU approach for the automotive industry in this changing landscape, the European Commission established the High Level Group (HLG) GEAR 2030 in October 2015. The group brought together Member States' authorities and key stakeholders representing the industry, services, consumers and environmental protection and road safety. This Report sets out the HLG's analysis of the situation and recommendations to address the main challenges and opportunities for the sector in the run-up to 2030 and beyond. It examines the developments in global competitiveness and changes in the value chain. In this context, given the profound impacts of the transformation on the entire value chain, the HLG decided to focus on connected and automated driving (CAD) and on zero emissions and zero emissions-capable vehicles (ZEVs and ZECs). However, the HLG also recognises that cleaner internal combustion engine (ICE) vehicles will have an important role in the on-going transformation of the sector. They will be especially important in the case of heavy duty vehicles to help their transition to low and zero emission technologies.

These national enforcement guidelines provide guidance about how the requirement of proper control in Australian Road Rule 297 should apply to vehicles with automated functions. The guidelines also confirm that the human driver is responsible for compliance with road traffic laws when a vehicle has conditional automation engaged at a point in time.

A future in which self-driving cars define the traffic landscape: what will this look like and when could we expect this future to arrive, either solely on highways or everywhere? Great uncertainty surrounds these questions. If technological development is rapid, the technology affordable, self-driving cars attractive to car drivers and the societal impacts positive, a ‘self-driving future’ is highly probable. Policy measures moreover can accelerate this transition to a self-driving future. Concurrently, ‘showstoppers’ may emerge: developments that impede the transition.

The Transport Research and Innovation Monitoring and Information System (TRIMIS) is the analytical support tool for the establishment and implementation of the Strategic Transport Research and Innovation Agenda (STRIA), and is the European Commission’s (EC) instrument for mapping transport technology trends and research and innovation capacities. A total of seven STRIA roadmaps have been developed covering various thematic areas, namely:

— Cooperative, connected and automated transport;

— Transport electrification;

— Vehicle design and manufacturing;

— Low-emission alternative energy for transport;

— Network and traffic management systems;

— Smart mobility and services; and

— Infrastructure.

Road Automation is progressing fast. This phenomenon takes advantage of both existing and emerging cooperative Advanced Driver Assistance System (ADAS) and In-Vehicle System (IVS) sensor functionalities. Advancements in automatisation, i.e. deployment of automation, are proceeding by integration of the technologies above. The Ministry of Transport and Communication has emphasised that Finland is in the forefront in preparing for and utilising automated traffic.

This document describes the study and design processes used. The study methodology was composed of a concise literature review, expert discussions, working sessions, and stakeholder and authority workshops as well as of the editors’ own experience and knowledge of the domain. The design methodology was based on a phased work on various themes. During the first phase the knowledge gaps, which were identified during the literature review and expert discussions, were discussed in depth. Based on the results, specific action cards were developed and drafted. The action cards contained the title and generic use case and contents descriptions. The various draft versions of the action cards, with the detailed activities included, were thoroughly discussed in the project and the steering group meetings as well as in the stakeholder and administrative entity workshops. The final action cards contain information on detailed activities to be taken, the proposed agency in charge of the coordination of the action with the nominated supporting entities, and scheduled timing of the action and its activities, as well as drafted estimations of resources and budgetary reservations needed for the implementation. The action cards were finalised in the project group and approved by the steering group.

In order to proceed with planning and implementation of the action cards they were divided into five domains. The domains are: infrastructure, road superstructure and equipment, vehicle systems, services and functions, and driver.

The purpose of the action cards is to combine the related transport authority activities and resource needs for guidance to be used in the next few years. The detailed information has been presented to the authorities for their planning and implementation processes. This document provides an overall summary of the results.

During the first two years of the study period, 2016–2017, it is suggested to launch a total of 114 individual actions, either as part of an existing project, as combined to form a larger new project or as stand-alone projects.

The Safety Assessment for Automated Driving Systems (ADS) in Canada is a voluntary tool to help ADS developers review the safety of vehicles equipped with SAE level 3 to 5 ADS features, which they intend to manufacture, import, operate and/or sell in Canada.

Advanced Driver Assistance Systems (ADAS) are systems that assist the driver in carrying out the primary driving task. ADAS observe the environment using sensors and are able to take over control of speed or driving direction, subject to the responsibility of the person at the wheel. Systems of this kind are also able to warn the driver in situations that the system considers dangerous.

Automation in road traffic can help improve road safety, but also engender new road safety risks. On the basis of accident investigations, a literature review and discussions with experts, the Dutch Safety Board has identified a number of types of new risks that are not yet sufficiently recognized or managed.

When they are placed on the market, ADAS are not yet fully mature. This means that following permission for use on public roads, they undergo further development. Together with the lack of knowledge among drivers, situations in which drivers fail to understand why the vehicle responds or indeed fails to respond in a particular way can quickly arise. In addition, drivers in vehicles fitted with ADAS play a different role than drivers in conventional cars, namely the role of operator.

In all its investigations, the Dutch Safety Board operates a reference framework. This framework lays out the standards with which the various stakeholders are expected to comply, in order to manage safety risks in a given field. Essentially, this reference framework is a question of responsible innovation. Based on this framework, the Dutch Safety Board has identified bottlenecks in terms of design, policy, regulation and supervision, data availability and learning capacity. In addition, the Dutch Safety Board provides in total six recommendations to the automotive manufacturers and the OICA and ACEA umbrella organizations (1), to the BOVAG and RAI Association (1), and to the Dutch Minister of Infrastructure and Water Management (4).