تاریخ : شنبه, ۱ مهر , ۱۴۰۲ Saturday, 23 September , 2023
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فیلم سمپوزیوم خودکارسازی خودروها | شبکه حمل و نقل

  • کد خبر : 3720
  • ۱۷ آبان ۱۳۹۶ - ۱۶:۱۱
فیلم سمپوزیوم خودکارسازی خودروها | شبکه حمل و نقل

Title:Autonomous Vehicles Symposium | Transportation Network در ۶ اکتبر ۲۰۱۷، APA و سازمان های شریک آن – لیگ ملی شهرها، مؤسسه بروکینگز، مرکز حمل و نقل Eno، آزمایشگاه تحرک و دانشگاه جورج میسون/Mobility E3 – گرد هم آمدند تا یک کتاب بازی برای شهرها و مناطق در مورد همه چیزهای مستقل ایجاد کنند. وسایل نقلیه […]

Title:Autonomous Vehicles Symposium | Transportation Network

در ۶ اکتبر ۲۰۱۷، APA و سازمان های شریک آن – لیگ ملی شهرها، مؤسسه بروکینگز، مرکز حمل و نقل Eno، آزمایشگاه تحرک و دانشگاه جورج میسون/Mobility E3 – گرد هم آمدند تا یک کتاب بازی برای شهرها و مناطق در مورد همه چیزهای مستقل ایجاد کنند. وسایل نقلیه (AV). کتاب بازی و دستور کار برای تحقیقات بیشتر مشخص می کند که چگونه این جوامع می توانند مزایا را به حداکثر برسانند و پیامدهای منفی بالقوه مرتبط با استقرار وسایل نقلیه خودران را به حداقل برسانند. دومین پانل گفتگوی تعدیل شده به چگونگی تأثیر وسایل نقلیه خودران بر اکوسیستم حمل و نقل پرداخت. اعضای هیئت در مورد موارد استفاده، طراحی خیابان، حمل و نقل، ملاحظات دوچرخه/عابر پیاده، حمل و نقل، پیامدهای مالی و درآمد بحث کردند. اعضای هیئت این بحث شامل کیت وینسنت، مدیر امور نظارتی و ایمنی برای فارادی فیوچر، یک تولیدکننده جدید خودروهای الکتریکی مستقر در کالیفرنیا بود. استیو باکلی، AICP، مدیر منطقه شمال شرقی برنامه‌ریزی، محیط‌زیست و ترافیک WSP. و پل لوئیس، معاون سیاست گذاری و مالی در مرکز حمل و نقل Eno. پل مکی، مدیر ارتباطات آزمایشگاه موبیلیتی، به عنوان ناظر فعالیت می کرد. بحث پانل قبلی در مورد حقوق صاحبان سهام و دسترسی را تماشا کنید: https://youtu.be/fNn-cIdILL8

میزگرد بعدی در مورد کاربری زمین و محیط ساخته شده را تماشا کنید: https://youtu.be/EFY1M6RQh9o

درباره این رویداد و کاری که APA در مورد AVs انجام می دهد بیشتر بدانید: https://www.planning.org/research/av/

انجمن برنامه ریزی آمریکا: https://www.planning.org/
لیگ ملی شهرها: http://www.nlc.org/
موسسه بروکینگز: https://www.brookings.edu/
مرکز حمل و نقل Eno: https://www.enotrans.org/
آزمایشگاه تحرک: https://mobilitylab.org/
دانشگاه جورج میسون/Mobility E3: https://www2.gmu.edu/ (برچسب‌ها برای ترجمه


قسمتی از متن فیلم: How are you guys doing you ready to talk this is this is a really interesting gonna be a really interesting panel because we’re talking about transportation network how do we make a V’s work within this transportation network in this universe and Jeffrey’s told a lot of my talking points so

Thankfully for everyone I won’t talk much transit sucks transit agencies suck tell stories so I won’t belabor those points although you all are welcome to this is a really interesting universe because we nobody cares about a B yet this group we’re lucky that we’re sort of ahead of the curve because this group

Is ahead of the curve the media cares auto and tech companies care and the driver economy really cares but for the most part right now nobody else cares politicians don’t much care even businesses don’t much care and the public doesn’t much know what’s going on

So the benefit of that the good thing of that is we have a chance to really shape the conversation within this universe so I’m going to introduce each of our speakers and ask them a question right after I introduce them one at a time and then I have a few questions after that

And then hopefully we can open it up to the audience Paul Lewis first way down there is the vice president of policy and finance at the Eno Center for transportation and Paul Paul there’s a lot of great stuff but he wrote recently blog about ethics and the public sector is really the

Protector here of of ethics and that means safety in a lot of cases and keeping people safe within within the new policy policies that will be created so my question really to you and so I think that’s that’s really well worth keeping in mind my questions to you then along that are the

The public agencies like Congress and President Trump and the locals in the cities what what’s can you condense it into what’s happening now for us it seems like the feds are trying to keep the locals sort of out of the mix right now although some states are

Starting to have little tiny policies in place that don’t mean much long-range planning at cities is almost non-existent on this so so what’s happening can you sort of context choice and frame it for us sure yeah just working from a policy standpoint we’ve been following a lot that’s been

Going on here in Washington and around the country many of you know that that Congress has been very active and so is d-o-t Congress just passed two bills both one through the house one through the Senate or at least through the committee in Senate that are are looking

Kind of the first stab at regulations for automated vehicles at the federal level and they really focused on the safety aspects and and part of the reason why they they pass through committees and and through the the House floor with bipartisan support is that they really don’t do a whole lot the

Purpose of those federal laws is reaffirming the federal government’s role in the regulation of safety the federal government has long been involved in federal motor vehicle safety standards and and really regulating the safety of the actual product there is some preemption language that’s gotten a ton of attention both in the House and

Senate bills there there’s very similar it preempts states and localities from creating their own regulations that affect the design construction and performance of automated vehicles as it relates to the vehicle it’s actually not a preemption of traffic laws and managing streets and those kind of regulations where if four regions and

States that are concerned about preemption and not being able to control their roadways you actually should be looking at what states are doing there’s actually a bunch of state laws that are coming out that are prohibiting cities from passing their own laws or rules that would in here

It the deployment of automated vehicles Tennessee Nevada Texas Illinois North Carolina have all passed explicit state level legislation that includes preemption of city management of the roadways and so that’s that’s where we’re seeing a bunch of consternation and an action when it comes to preemption and so I’d I’d encourage you

To keep your ears open and in that regard um and you know it’s it’s really yet to be determined whether and how that preemption will play out in the long run because automated vehicles don’t exist yet and so we’ve got to keep that in mind as well but we’ll see the federal

Government continue to develop some kind of certification standard for the technology as it as it you know works through some of the hurdles and the challenges of doing so and then we’ll see the the locals and the states take on their own initiatives to do a lot of

The things that they’ve been doing perhaps in a slightly different way than they have before great I’m gonna skip over here to you Kevin Vincent cuz it’s the order of my notes here so just to keep myself in line Kevin Vincent was the chief counsel at the National Highway Traffic Safety

Administration working on policy and now he’s at Faraday future which if you don’t know what that is it’s thinking more than a thousand people work there on these Batman cars is that is that a safe car so we are producing an electric vehicle eventually we’ll have some automated vehicle functions on it

Eventually we will be developing autonomous fully autonomous vehicle but we are an electric vehicle manufacturer in the startup phase so we haven’t got anything on the market yet and we’ll be out hopefully in the next year is the plan well I was I was watching one of your videos and it was really

Interesting to me because mobility lab is very much like Faraday future only it’s much smaller but everybody for mobility lab comes from totally different sectors than transportation and there’s a lot of that going on at Faraday future so I think that that’s I think that’s one of the answers it’s

Let’s let’s not make this a just a transportation expert dialogue let’s let’s build community and branch it out so my question to you Kevin is really what what is it that auto companies need from cities in this whole picture and in our cities and states and the feds are

They just in in the way of auto companies or what what needs to happen here from the auto perspective so the first thing I like to say is do no harm so to contrast a little bit automated vehicles are actually here already fully everybody looks forward to level 5

Automation there’s there’s when you look at the definitions of automation there’s five different levels and when you take the driver out of the car and you get a driverless vehicle that’s fully autonomous level level five automation that’s not here yet that is a while before that becomes something other than

Just prototypes and a few test beds but what is happening right now is that the cars are getting much smarter they can operate on their own already in many circumstances probably shouldn’t be operating on their own in some circumstances because they haven’t worked out all the bugs yet but but the

Levels of automation are being implemented right now and all the cars are being released by all the auto manufacturers and every year more and more automation is being introduced into the cars and that is very much a good thing for the public because of the safety impacts from automation when I

Was at Nitsa we were very much focused on what what to do to foster the development of automated vehicles because of the 30,000 people killed a year statistic that was quoted earlier I think by Jeff Tomlin and it’s certainly true and unfortunately it’s even been creeping up in the last few years that

The driver and the car creates a huge threat to the public the car itself is just the tool that enables the driver to do dumb things that kill people but almost all the deaths that are resulting in a roadway or because the driver is doing something so when you you make the

Driver less in control the vehicle and you make a rational decision making in charge of the vehicle you get much more safety so I come from a standpoint just from my background at Nitsa and and today even as director of regulatory and Safety Affairs that’s my title at

Faraday future I’m focused on the safety equation and I think it’s really important that in trying to to look forward to the future where the driverless vehicles there and to avoid the dystopian outcomes that all of us want to avoid you don’t do something that would slow down the incremental

Adoption of safety which is occurring right now in the cars today so I would say first of all just think about the impacts of in doing something to control for the future of a driverless vehicle are you gonna make cars are you gonna loudly unsafe cars that are doing so

Much real havoc and our city streets and country roads and all across the country are you gonna allow that to continue longer and every day we can incrementally decrease that the more we’re gonna protect the public very nice okay and in the middle we have stephen buckley who is northeast regional

Manager of engineering and planning firm WSP and he’s been in top transportation positions in toronto and philadelphia so several of us have said it already transit has struggled so badly just one of many sort of not 100% successful transportation related things that we’ve worried about over the hundred plus

Years of modern society so it seems like a slam dunk that transit is a transit agencies in particular are a major player in here in especially making it so that these AVS plug in to core transportation systems that already exist how do we how do we get transit

Agencies involved is or is that even the right question I don’t think most are involved I don’t think most cities are at the table I don’t think most transit agencies are to table I think most regions are at the table right now most of the conversation particularly with the companies tends to

Be at the state and federal level and I understand that in the sense that they don’t want to deal with 10,000 municipalities but I also think that when that conversation occurs at that level we’re not thinking through all the details about how it’s going to on the ground and I do have some

Concerns that tree transit agencies sort of have their head in the sand about this not all of them but I think most of them do to pieces is that you know the you know sort of five ways they can really deal with this one they can sort

Of try to fight it I think that’s a loser it can put their head in the sand and sort of let it fall out and I think that’s not in their best interest but then they can look at whether they partner with these companies whether they perhaps partner and fund them or

They operate vehicles themselves so to me that’s the sort of three ways that you could really make this positive and I’m not seeing any conversation now I think some of it’s perhaps occurring behind closed doors because this is a sensitive subject it’s going to get into labor and I think most transit agencies

Probably just don’t want to have this flare up as a big distraction about what this is going to mean but they really need to get ahead of this because if not it’s gonna happen to them and again as a representative of city transportation organization I won transit to succeed

I’m skeptical of this first mile last mile talk currently this is all being driven by the private sector and their model is gonna be chasing the money and not that that’s a bad thing but ultimately they’re gonna go where the riders are and if that means that they

Start skimming the cream of transit ridership they will unless we have a conversation and put rules in place that ensure that they’re supportive of goals and I think the one way that cities and regions and transit agencies really need to start reframing this is at the end of

The day this is a technology AVS or a technology and there’s a lot of good benefits to them but technology is intended to improve quality of life and right now we’re so infatuated with the technology we’re sort of forgetting about what it it what it is we’re trying

To achieve is cities so I think we need to sort of step back and reframe this about what are our city plans say what does it say about livability sustainability quality of life economic development those goals and then how does the technology plug into that and how does the technology help us achieve

That so right now again the I think the technologists are have everyone Wow but I think you know as a planning sort of community we need to say how does this plug in to our planning goals well that’s a lot to to bite into how about let me ask this what what would

The perfect implementation or rollout look like now I know that’s that’s a difficult question it’s a big question and it could be different for every city but what how does this happen if it’s not the first mile connecting into the core transit system what might work

Somewhere any of you yeah I mean I I think the way to think about is is from whose perspective right is it are you BMW and you’re trying to think about the ultimate rollout of automated vehicles and that might be a very different outcome than if you’re City right which

I think a lot of us here are really thinking of and that’s you know we need to think about transportation as a system and a set of policies that guide what we’re trying to achieve the the vehicle the Model T of a hundred years ago or the the Buick LeSabre of the

۱۹۸۰s I mean that’s a that is a piece of technology and inherently it’s an amazing tool that we have when we talk about the fear of increased VMT and increased congestion and more emissions in sprawl you know that’s not the vehicle causing that that’s the policies that we’ve had in place for

Transportation for a long time that enable that kind of development enabled the kind of things that we want so I’m gonna tell a little story a couple weeks ago I was at a conference a world workshop about this size and in North Carolina with the central ina Co G and

We had little tables and we’re all sitting around and we’re talking about different issues as it relates to automated vehicles ethics and safety and there was one that was transportation planning and the the group there they they spent about an hour talking about what are some specific actions that the

Cities can take as it relates to transportation planning and they come up with a bunch of really interesting things like eliminating parking minimums and investing in first mile last mile and using HOV lanes to encourage greater use of vehicles and and and the when we had the report out the

Woman that was leading the table said you know these are all just good planning practices that we’ve been talking about for decades and it doesn’t matter whether automated vehicles are part of the equation or not it’s about thinking about our goals and developing the infrastructure and policies that

Shape no matter what technology comes out or when it comes out and so that was really kind of a interesting part of a conversation we were down there is that you know we should be doing some of the things that we know we should be doing and you know Jeffrey was talking about

About a lot of different really interesting things that cities and states should be doing and if you took out the first half of his presentation about automated vehicles and you just went through his recommendations that’s a that’s a presentation on good planning practices that we all know how to do

Regardless of a v’s and so the rollout I think is is a technology thing but when we’re thinking about how we want to shape our transportation system we should continue to press for the same goals that we’ve been pressing for for a long time you know i mean i think i

Think we view this is something that is gonna it should be complimentary not supplementary ways to integrate it in i think there’s steps we can take about setting the parameters about where and when it operates i mean the reality is that as was mentioned earlier this isn’t

You know if left of the market this will not be an equitable service so you know even if it’s stepping back to what are the basics we put in place in terms of regulations around a taxi industry it’s about safety and security well technology’s covered that a bit it’s about ensuring consumer protection

Let’s put in mandatory pricing structures now doesn’t necessarily mean there’s no longer surge pricing but we also don’t want the person who’s coming home from work at 2:00 in the morning because it’s raining out has to pay $30 for the trip because surge pricing has kicked in and we’ve sort of smoothed

Over this gouging and and reframed it in a way that’s now acceptable surge pricing what are the things we want to do ensuring that there’s equitable service in communities where it might not be the most lucrative so these are the general things that I think we could start telegraphing to the industry as

Principles as cities and regions that we want this is how we want you to operate to at least stimulate that conversation because right now they’re not engaged with us Kevon you want to add to that or I have a follow-up question I can just add real briefly is that

You’re right now in the early stages of automation you know nobody’s got any money in their budgets but but there’s not a huge public demand there’s a lot of public interest so I think there’s more public interest in then then maybe everybody recognizes but a lot of its skewed perception of what automated

Vehicles are so I think it’s more just following it as opposed to real interest in acquiring it so I think there’s an opportunity to actually shaped some market or for automated vehicles as part of transit acquisitions at the city level going forward you know as as you

Have a budget and you’ve got to do something in the transit if you are providing some money that would be looking for the acquisition of some automated capabilities are working with a company that’s developing automated vehicles that will then provide a market opportunity for those companies and they’ll be building vehicles that will

Fit those needs and right now when there’s nobody else actually thinking about spending money in this area because the public again is not thinking about spending money in this area it’s not going to be a matter of all the automated vehicle design is chasing after this market it’s already developed

And you would just be a an afterthought so I do think you know even at this stage you could be affecting the development of the vehicles by saying okay we are gonna need to buy last mile or first mile transport in our city and we’re looking for companies that can

Provide this to us and I think you can get a response and that’s really nicely into how the big question of how do we pay for this infrastructure but also as you all were talking thinking about pricing in the transportation realm has never gone so easily or so well when you

Think about you know the high cost of our free parking and and you think about that we really we just can’t seem to price anything right and gas prices and etc etc is there some way that pricing since AVS will be sort of this new and sexy and trendy sort of

Thing is there some way that maybe pricing is easier in that realm is that is that possible or is that I mean I think you got a confluence of two things here one a lot of the folks in this space we’re talking about going to Evie

So I mean you want to get your CFOs attention start talking about lost revenue and all of a sudden yours perk up so it’s a good good prod to sort of initiate the conversation within government but say gas price you know gas taxes start going away what’s our replacement model well the

Reality is we you know we had this the demo I think it was an R again it’s five thousand dollars to outfit every vehicle with GPS these things are coming with the technology so the idea of instituting pricing at some point comes pretty during easy and you know maybe

It’s as simple as that saying you know it right now its 2017 by 2040 there’s not gonna be a gas tax and I pay federal gas tax but we’re gonna talk about pricing and let’s just lay that out right now and say 2040 or 20 you know

That way it gives time for fleets to turn over but all these vehicles will be outfitted and and what we do with pricing in terms of time of day and facility and occupancy that’s on a table and I will say the one positive thing is that actually this conversation is

Starting to bubble up it’s not sort of the you know third rail of the conversation anymore yeah to add to that you know at you know we’ve we’ve been doing a lot of research into this and we feel like the the meet the mile traveled fee for automated vehicles is huge

Potential not only as a revenue source right I mean you mentioned potential decreases in fuel taxes but also in parking revenues which a lot of cities rely on or traffic violations phenomena made of vehicles always following the law you’re not going to have any kind of traffic violation and so that’s again

Another important resource for states and cities so a way to replace that is to put in something that planners and economists have been talking about for decades but we can’t do it because the administration of trying to set up a personal account with a hundred and fifty million automobile owners in this

Country is just far too large but if a private company is actually driving the vehicle they have a system where they’re charging the user for that use and there they have the technology to then pay it much like a distributor of fuel does right now and from an administration standpoint it becomes

Very easy and and why we’re talking about this right now is because it’s not right now a would be it would not be a tax on the middle class right if you increase the fuel tax people get very upset but if you put a one or two cent

Per mile fee on a automated vehicle you don’t have a built-in constituency that’s going to oppose this and once it if it gets established early then it just becomes part of how the system functions much like how our fuel taxes function today and if there’s some kind

Of base level at the state or the federal level then cities could be could have the flexibility to expand upon it to use it as a tool not just to raise revenue but to manage demand now I’m perhaps giving discounts to vehicles that have three or four people in them

Or they charge an extra penalty for vehicles that are circling the lot circling the streets with nobody in them and so you can use it as this really incredible transportation planning tool that we haven’t had the ability to use for a long time and so states are taking

A big interest in this Tennessee actually has a I think it’s a two point six cents per mile fee on automated driving Massachusetts is looking into this Oregon’s interested in it there’s a lot of discussion at the state and local level and when if you look back at the

Historical nature of the fuel tax fuel taxes were actually a state Levitan ishutin it wasn’t until the I think the 30s or 40s that the federal government said okay yeah we’re going to do this too but we have this ability for states and cities to be the testing policy for

This and then and then trickle up to the federal level and provide a revenue source and a planning tool so back to my do no harm’ Connor I’ve – two points one is back to do no harm be careful when ideas of like trying to create some revenue an automation that

You don’t grab the incremental improvements in cars you really don’t want to be taking a level to automation and all of a sudden be charging a fee on on that being implemented in a car you know if this is something again that you’re looking at driverless vehicles

And that’s you know the ultimate step and not the incremental progress we need to be seeing and and we’ve seen we’ve seen that from the auto industry and a lot of the initial state level level efforts and dealing with automated vehicles the terminology was very broad

And was sweeping in all sorts of stuff that was not even intended and just talking about automated vehicles so there’s policy reasons why you want to be dealing with the vehicles which don’t have the human in the car then you know there are there are some policy things

That you want to address then that’s fine but make sure you don’t do that by accident the other point I want to make about pricing is pricing in the auto industry is completely in the state of flux right now it’s not just the technology where the driver is getting

Reduced out of the equation all the auto companies are looking at different pricing models instead of just selling a car how do you sell transportation as a service every single auto companies focused on that right now which which actually creates opportunities for the customers and creates opportunities for

Public bodies to figure out how to do something other than just buy a fleet of vehicles and how to do something other than just deal with an individually owned cars because there’s going to be lots of other lots of other transportation incurring on the streets that is occurring in these different

Models that is going to be based on how many miles or based on how much time or whatever it’s based on but that but that pricing crux I think creates a lot of opportunities to maybe not spend so much money to achieve some of your goals on public transport I think one more

Question before we open it up or we saw plenty time we break it 10:50 so everybody know that she gets to stretch our weddings great so we’re gonna take a break in just a few but this this last question of mine sort of goes into the next panel a

Little bit I think the next panels on land use and but how can we it’s my questions more about PR and and how do we communicate this to the public how do we bring the public along at this stage now as these start to roll out we hear a

Lot of talk about bicycles and pedestrians needing to stay safe they’re they’re vulnerable still it’s at a point with the technology in na vi’s do pilots need to just keep rolling out in places to bring people along and show them that these these will be safer than human driven

Machines and that that’s one of the benefits and that there aren’t as many negatives as there might be other than perhaps traffic which is another topic we could touch on but how do we how do we bring people along so I want to jump on that right away because that’s really

What motivates me as much as anything else are many vehicles are safer for the bicyclists and pedestrians you know they’re not going they’re gonna they’re gonna always sense the bicyclists and pedestrians there and they’re not gonna run over them so the simple and humans do that it happens all the time so the

The lack of safety in our streets for bicyclists and pedestrians I think is a real problem but that’s because humans do things like Drive way too fast and they don’t pay attention while they’re driving the automated vehicles won’t do and even if it’s not fully autonomous

There’s the sensors on a car that can take over the car and the humans not paying attention are gonna make streets lot safer and make are making them safer right now today when those technologies are there so I think the public needs to understand is even if there are some

What-ifs that people are thinking about those are extremely rare instances where that automated vehicle can do something that is less safe and is already occurring right now with the human behind the wheel so and unfortunately I think the public doesn’t understand that message they’re all focused on all the things that could

Go wrong with hacking and it’s I persecuted I don’t want to dismiss it’s it’s a really important issue there are threats thought and maybe vehicles that are different different threats then when you have a human controlled vehicle that’s not tied incidence or a network but those those threats are right now

Theoretical threats as opposed to the very real threat of people doing dangerous things when they’re controlling your cars so I think that the public bodies dividing this room everybody’s following this auto focus on the safety message and make sure the public understands the safety message which comes from automated vehicles yeah

We didn’t get in time you know one piece of doing I agree with you continuing to do things like pilots I think the biggest thing is is developing knowledge and capacity particularly the public sector again I ran a transportation department in a city this is just not you know

Let’s be clear in government we know don’t necessarily pick operate maintain invest in technology very smartly or well or quickly so we didn’t talk about it but there’s a CV sort of side and AV side and I guess I’m skeptical of anything that’s going to be dependent upon connection to government

Infrastructure just I don’t think we’re gonna get our act together all that quickly so I think a lot of this will be sort of developed sort of by sort of companies that can do self contained vehicles that said I do think the public sector needs to sort of develop some

Knowledge and awareness around this and right now they just most public sector organisations particularly municipal transportation departments don’t have that expertise so doing things like pilots gives you the opportunity to kick the tires gives the public the chance to sort of touch and feel it and there has

Been some studies around this that public is very skeptical of this until they get into it and then they get a comfort level and then typically they’re skeptic scepticism fades away rather quickly is this neighborhood associations or bids that that sort of champion these pilots yeah I mean I

Think most of these you’re gonna see probably on low-risk environment settings college campuses low speed places braking – low speed low risk I think that’s where a lot of the testing he’s want to do this as well you’ll probably see them at you know ballparks and shuttles that run you between

Stadiums those sorts of environments are probably not gonna be Road Road ready for a while but but I thought interstates sort of a slightly different question I think the freight industry is gonna be driving that and it’s gonna be sort of you know doing them in the middle of the deserts probably much

Different than sort of having them operate on arterioles and downtown cores so I think you’ll see opportunities to test out in those environments as well but for a sort of the the urban passenger transport I think it’s going to start as low-speed shuttles and safe environments all right let’s open it up

One more from the from a technical standpoint the two environments are actually easiest for automation or actually the controlled-access highway interstates are actually easy for automation a matter of fact most of the cars out there today have got the ability to actually operate I mean the

New models that are rolling out in that interstate environment it’s the when you don’t have a controlled access high where you have pedestrians you can walk out in the street you have a lot of cars that’s the complexity that creates a problem so the low-speed environment

Where you just you can react the car quick enough to to always you know protect the occupants in the pedestrians is relatively easy for automation and the controlled-access highway are the two easy once it’s the high speed areas where you don’t have control to access the complexities get really hard I’m

Gonna throw it first to my colleague don’t don’t hate me for it but I know he’s gonna ask the really question important questions and I think we need to hear so Howard Jennings okay good thanks I’d like to take Kevin’s do no harm’ mantra and turn it around in a friendly

Way and suggest that we need to apply that not just to government intervention that might slow down AVS and apply that to the whole complex of issues and dystopian outcomes that that Jeff Tumlin so eloquently Outland this morning because we can’t just sweep those out of the way in the name of

Safety because many of those really negative outcomes are going to happen and they’re going to blow up to the disadvantage of the public as well as the tech companies if we wait until rollout and don’t solve them in advance and so just as the tech companies are in relentlessly working on incremental

Improvement of technology and safety our whole society government and private needs to be focusing on these other issues with the same level of intensity to incrementally solve those because they’re much more difficult than the tech and safety issues because of the human involvement so through the panel

How can we get the complex society focused on the whole complex of issues and not just by the hype of safety and efficiency with all due respect because that’s going to be a loser for the transportation system and the people it’s sort of Paul’s question how do we

Get people engaged in the story I’ll probably will yeah I mean I would I would get at the the point at you know what is the purpose of governments and regional governments planning agencies it’s to plan and develop the transportation system and land-use patterns that we want to see and I think

We need to continue to focus on that totally regardless of whether or win a v’s rollout and if we put in good policies that that shape the kind of outcomes we want to see technology will then be challenged to fit into that whether it’s safety whether it’s sustainability whether it’s livable

Communities whatever goal our region or our community has yeah I mean I’ll go back to I think we have an opportunity right now unfortunately you know are these things going to land in our lab fully autonomous vehicles in the next two years three years even five years

Five years is kind of a blink of an eye so but we do have a window here to get ahead of this and I think that’s the key part and that’s why I’m excited to sort of see National League of Cities and Necto and Conference of Mayors

Starting to talk about this because at some point and this is the old joke I used I was dealing with uber at that time in Toronto I said someday my biggest concern was it Google is gonna figure this out and then all of a sudden dump 10,000 of these on city streets and

You’re like oh god what the hell you know and then you’re reacting so we have it we do have a chance to get ahead of this but I think we have to start proactively communicating what it is we want and sort of set the boundaries and

Set the rules because right now it’s the Wild West there are no pollution and the rules are being set by the feds and the state and we got to make sure they don’t carve us out of this conversation cuz the cities are the ones that are going

To feel this on the ground so he just made some of the points I want to make and that is the there’s a there is time I don’t know plenty of time because you know for planning purposes it takes a long time but the driverless car is not

Around the corner it is on some test beds it’s around the corner but the the deployment of you know thousands of Google cars way mo cars is not going to happen tomorrow and so groups like this thinking about those dystopian outcomes you want to control for you have the opportunity to

Do so what my plea is that I ask is that in trying to think about those dystopian outcomes you don’t feed two things and that is a distrust of the incremental improvement by the public of the concept of automation in the incremental improvements which I see almost no

Downsides that are happening to the car there’s some issues with human machine interface and handoff between when you’re driving an automated car and when it goes from automated back to human control that the auto industry that are really sticky in the auto industry has to work out but there’s still from a

Policy standpoint I see little reason to be concerned about the incremental improvements are going to happen to cars for automation and the drivers still in there in the in the behind the will so if your concerns is that the dystopian outcomes that you’re concerned about loss of jobs you know all the various

Tuitions with you know how do you control for cars circling around with no driver on them they adding the congestion those issues are all dependent upon having the driver out of the equation so so make sure it’s part of your planning process one you don’t feed the public mistrust because public

Mistrust is huge on this I mean I talk to highly educated people who haven’t focused on this and say why how in the world can it ever be safer to have the car driving rather than me I would never give up control to my car and then I

Have to point out to him about look all the stupid things you’ve done behind the wheel you know you’ve done it the car can make up for that and they when they think about it they they you know recognize that’s true but the public a driver at least people my age and

Probably a little bit younger me they mistakenly think that they are going to be in control or their car when in fact having them in control the car it creates the risk for themselves and the rest of the public just add one little thing to that I think I don’t know who

Really handles this but I think maybe there’s there is a role for the private side and the public side to work together because the private side maybe can tell a good get out in front by telling a good story I think we really need a good story about this the private

Side is better at telling stories about cities why you should visit cities tourism bureaus they’re not great I think I personally think they could be better but so that might be a place where we could get out in front with a good story then the second equation is just another fundamental just like

Stories is public is customer service public agencies aren’t so good at customer service because transit agencies aren’t so good at that and so I think if we essentially tell stories and have really good customer service across all kinds of things not just ABS but that is that’s part of the formula for

How a v’s could work do you have time for one one more we can take one more question and one more answer how about right back here in the middle blue shirt well we have to actually write there if we can be really fast maybe we can get you both

Okay Ryan Snyder Transpo Group and I want to throw out a concept that actually responds to both your panel as well as the equity panel and some of the things that Jeff said earlier um autonomous vehicles are computerized transportation and once we’ve got good vehicle to vehicle communication and good vehicle to infrastructure

Communication there’s a lot of things we can do with the system if we decide we want to do it for example the issue that Darnell brought up with bus lanes being politically difficult to get we could have for example lane clearance technology that says when the public bus

Is coming along you don’t have to have a full-time dedicated bus lane but the cars automatically move out of the way and we can say that single occupant vehicles can only go on certain streets and they have to go slow and there’s a lot of ways we can kind of control the

System I just wanted to get your reaction to that sort of one of the premises of today is that everyone here has something to contribute so what I’d like to do is maybe hold that for the afternoon session for further conversation and and take them one more

Question that you had Flags over here which was a another blue shirt I think actually my question was really about the kind of things that cities are paying attention to now so they’re paying attention to how do they regulate TNCs transfers and lifts and and on in

Some ways the regulation of that could be a transition to how they regulate automated vehicles but if we’re looking at automated vehicles as wanting to as having a great concern about vehicle miles traveled so how do we make sure that cities in the regulation of TNCs are not being counterproductive to what

Might follow with with regulation of automated vehicles no I mean I think that’s a legitimate question I think you know it’s this sort of issue right now we have is in the absence of rules it we’re just being permissive about however it wants to run right now and I

Think we do have to have a conversation about how do we how do we put policies in place and I and I’m very sensitive about the political pressures to of you know trying to not prohibit new and innovative but at the same time I think we could all sort of coalesce around

Some basic principles that we think are important and this you know again is the fundamental underpinning of you know taxi regulations which might have gone off to off the deep end a bit but but you know we’re trying to provide the public a safe secure service we’re trying to provide them an equitable

Service we’re trying to provide them a reasonably priced consumer protection and we’re trying to ensure that you know that there’s a quality service out there so you know let’s let’s you know some of those things have been teased out by TNC so the the fact that everything’s

Geo-located sort of gives you a security piece the fact that you can rate a driver and it factors into whether nuts are selected takes care of the quality piece a bit so but I think there’s an element here about managing the rules around which they operate that we

Haven’t quite layered yet and and again to your point making sure we get engaged in this conversation as cities before it fundamentally gets stripped away from us by state legislators so you know and I’ll just add real quick I mean that point is I think a really good way to

Think about self-driving cars and automated vehicles because you know you talk to somebody about the future right and they say well you can pull out your smartphone you can hit this app and then this car is going to show up and it’s gonna take you where you’re gonna go and

It’s going to be pretty cheap and you just described in the uber and that exists today and so there’s a ton of parallels to what the future of autonomous vehicles will look like and it’s uber and left today and I think that we can try to think about that you

Know been in the same thing and the last numbers that came out were from the National League of Cities themselves on that so I’m not sure that we can assume that cities will long-range plan for autonomous vehicles or ubers because I think when they came out last year they

Said the top cities had six six percent had something about a v’s in their long-range plans but it was even fewer than that like three percent for ubers and lyft’s so maybe just to draw telling us Steve just crazily it’s been a strong personality he when we were

Preparing for this he said if you think this is all gonna be a nice guy deal then let me talk to you about managing uber in the context of the community and so what I would say Ellen is that the lesson we learned from Tian C’s is that

We haven’t set our priorities and then also to steal again from Steve he said the way to get the city’s attention is to talk about the revenues they’re gonna lose and so that is perhaps an answer to your question Howard how do we get to talk

About the positive pieces of it to get that attention on the table thank you so much so let’s give it up [Applause] you

ID: 25EBRfzLyTM
Time: 1510144909
Date: 2017-11-08 16:11:49
Duration: 00:45:21

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