|P1||Legal framework for introduction of connected/automated vehicles to the transportation system|
|Numerous regulatory regimes are worldwide in place to manage and control traffic. National governments around the world have settled regulations in national legal frameworks. Regulatory regimes are more or less different among countries. This is adding unnecessary burden to vehicle supply manufacturers to homologate and for the national administrations to enforce. UN-ECE has taken action in order to coordinate cross-acceptance among regulatory regimes and to gain harmonization. Do we need to work out a joint policy road map for the introduction of connected vehicles into the transportation system? On what policy level is action necessary to gain cross-acceptance and harmonization? Who is expected to take the leading role? How to avoid institutional barriers slowing down the deployment of cooperative ITS systems?|
|P2||Evolution or revolution (= radical change) of the global mobility/transport system by deployment and implementation connected/automated vehicle technologies and autonomous driving. Are partnership and cooperation between public and private sector organizations ready to achieve implementation?|
|Currently there is a broad discussion regarding the technology readiness level of connected/ automated vehicles. How and how fast are these technologies expected to reach a level of maturity and robustness that the deployment of functionalities substantial for autonomous driving can be easily obtained. Will the introduction of connected/ automated vehicle technologies gain the expected improvements on road safety and road capacity efficiency? Will technological change towards connected/ automated vehicles happen by radical change or in a stepwise approach (SAE Level 0-4?)?|
|P3||Which technologies will pave the way to automated vehicles? - Which industry sector is expected to take a leading role?|
|The recent years have shown incredible progress in the development of sensors and communications to be applied in the connected/automated vehicle environment. Quite a number of this components are developed in competition to each other. Which technologies will finally pave the way for safe, efficient, reliable and cost effective automated vehicle driving? Can we achieve an attractive cost benefit ratio to convince customers?|
|P4||Industrial standards - what global harmonization regarding technology standards do we need. Will respective standards be available in time? How will the experiences made in FoT´s be collected to improve standards?|
|At least 7 standards organizations are active in organizing deliberation on technology standards. Will we achieve a common set of technology standards allowing to drive around the globe without restrictions? Will we be able to enhance technology standards by systematically collecting evidence gained in the FoT´s executed in US, Asia and Europe? Are technology standards regarding communication and transmission profiles already sufficient? Do we need global harmonization?|
|P5||Automated vehicle driving on digital roads: Connected/automated vehicle technologies will change the way of future road transport. How will these technologies enroll? What potentials and risks are involved with such technologies, in particular in a transition phase with automated and non-automated vehicles are using the same infrastructure.|
|Connected/automated vehicle technologies will change the way of future road transport. How will these technologies enroll? What potentials and risks are involved with such technologies, in particular in a transition phase with automated and non-automated vehicles are using the same infrastructure. New demand will occur to manage traffic flow and incidents, real time availability, data reliability and quality, etc. What will be the role/responsibility of Infrastructure Operators/Traffic Managers in an automate vehicle environment?|
|P6||Societal impacts and expectations introducing automated vehicles. Connected/ automated vehicles are expected allowing to use road vehicles by many more persons than today: the very old-, young people as people limited to driving. What will be consequences for the overall mobility and transport systems (economy, ecology, individual mobility, public responsibility, etc.)?|
|Automated vehicles will allow almost everybody in the age between 1 and 100+ years to use road vehicles including persons today limited to driving. This technological utopia as a prominent vision to easily access individual mobility may further increase the number of vehicles on road infrastructure. Assisted driving and in a longer term perspective autonomous driving will increase comfort and accessibility of car use even in congested areas. Roadside capacity shortages are expected to increase, but on the same time congestion is expected to be balanced by traffic control. A policy regime allowing access to road infrastructure only along with available roadside capacities may be expected in a far horizon future. This will induce a completely new legislation to rule out access rights to road infrastructure.|
|S1||NHTSA decision to move towards regulation on V2V – What’s the real impact (policy / business / standards)?|
|With the announcement by NHTSA earlier this year, all US vehicles will someday have DSRC technology on board. While it will take several years before a substantial market penetration, benefits will start accruing early and build up as penetration increases. V2X communications will provide many new opportunities for travelers. Any regulation NHTSA creates, affect future production vehicles, have substantial impact on infrastructure, as well as to aftermarket and mobile devices. Will NHTSA making a similar decision for trucks in 2014?|
|S2||Framework of standards in the connected/automated vehicles environment - enabler or burden for fast introduction into real traffic?|
|Proper standardization is a key issue for successful market penetration specifically in the area of transportation/mobility. Those standards affect technical/functional level as well as operational and legal level. Actually standard development organizations focus technical/technological level. How can we assure the results are complete, seamless and there is no overlap in a contradictory way for fast deployment? Are the results scientifically sound and do they provide evidence on systems stability and performance? Are they meaningful enough to prepare decisions for full deployment? Are they rock solid to transform the transportation industry?|
|S3||Connected/automated vehicles field trials – are the results meaningful enough to transform the vehicle/transportation industry?|
|Actually a number of field trials on connected/automated vehicles are established in Europe, USA, Japan, etc. They are mostly operating in a 'protected environment' (e.g. dedicated motorways, university campus, rural areas, etc.). Can we really transform these results to worst case scenarios in densely congested/high populated areas in the big cities? How do we manage the transformation process?|
|S4||Roadmap for deployment of connected/automated vehicles on road. Who takes the leading role: industry or government?|
|Industry and public institutions all around the world have spent a vast amount of money already for the development of V2X technology and automated driving. Should there be more co-operation between countries and between the vehicle industries? Does this limit the competition between the industry players? Cooperation between the global regions (USA, EC, AP) is already established on level of information exchange and some coordination within some R&D program. More effective instruments should be established to efficiently utilize available public funds for R&D and industrial development with the goal to achieve faster, more coordinated deployment to gain the positive effects expected from these technologies in the overall transport/mobility system.|
|S5||What standards are required for the introduction of connected/automated vehicles on road?|
|In February 2014 the EU has released the Version 1 of Cooperative System standards following the mandate M453 to standards development organizations (SDO´s) in 2009 and the completion of the first phase of their work. From the basic message sets for C-ITS but also for specific applications for traffic information like SPAT/MAP in cities or In-Vehicle-Signage (IVI) a starting point for deployment in first corridors is now available. How are the next steps for standards supporting robust roll out schemes planned and who is regularly contributing to these in the future?|
1) Are the main cornerstones for roll out fixed, or do we need additional efforts?
2) What are the open topics? When is a revision of the current standards needed?
3) Do we need local, regional, national or global standards?
4) Will standards follow technological development or vice versa?
|S6||Field operational trials on connected/automated vehicles - USA, Europe, AP - what can we learn? Can we achieve a wide user acceptance near term?|
|There have been several connected vehicle field trials around the world (using DSRC), including Safety Pilot (US), DRIVE C2X (Europe), and so on (Japan…). Have these field trials been meaningful enough to transform the transportation industry and user behavior? What do this mean in terms of deployment of systems? What more is needed to justify widespread deployment of a connected vehicle environment (for DSRC)? Do we have so far a common understanding which functionalities we need for first deployment? How far do we need to address drivers to change their behavior in a connected vehicle environment? Subtopics:|
1) Discussion of results of regional field trials (system effectiveness);
2) Lessons learned for future deployment;
3) Future Activities
|S7||Who takes the lead in future connected/automated vehicles environment: Automotive OEM or IT supplier?|
|Observing actual industry activities on new functionalities for the next generation of road vehicles one can observe that the 'big data industry' like Google, IBM… aggressively interfere into the mobility market. Will there be a change from 'physical mobility providers (OEM)' to 'virtual mobility providers ('big data operators')? Automotive industry is facing a new challenge in the perception of their products and in the overall customer relation to vehicles and brands versus changed mobility behavior and regular patterns that rely on mobility services as a commodity not depending from an own car. If the “connected lifestyle” is the ultimate condition of being mobile what are the ways to support these trends and how is interaction with customers generating new insights and overall brand loyalty on the long run. Which are threat to our society? Subtopics:|
1) Change/Loss of customer relation because of using instead of owning a vehicle?
2) Mobile device preferences in my car?
3) Fun of driving and common experiences
4) Insurance included and shared between drivers
|S8||Traffic management in a connected/automated vehicles environment - Traffic Management 2.0|
|Traffic management has been installed by local, regional, state governments about 100 years ago where the increasing number of vehicles (either moved by horses or combustion engines) required common rules how to move on public road in order to reduce accidents and moreover to ensure safe and efficient traffic on roads.|
Within the next 3 decades, we can expect a significant share of connected/automated vehicles on roads without a driver behind the steering wheel. A major part of traffic management would be performed by vehicles independently in the future. Which tools and technologies will be required by the infrastructure operator in a connected vehicle environment? What will be the future responsibility of public authorities in this area? What will be the task of infrastructure operator in a connected vehicle environment? Which other players will be integrated in future traffic management? Are we able to communicate traffic management changes and adaptations to large numbers of mobile users quickly and effectively? How can they feedback their mobility experiences?
Is Traffic Management 2.0 optimizing by self-learning or highly centralized and rule based or something else?
|S9||Real-time transportation data - so what? Access to data, value, cyber security|
|Currently traffic managers communicate to travelers their short term reactions and consequences of traffic management efforts based on the short term predictions based on distributed sensor networks or elaborated traffic management plans for specific periods of the day. If the concept of the connected driver and traveler is becoming widely accepted and adopted how will this task change in the future? Are large distributed communication networks necessary on corridors and in urban areas to accomplish or is traffic information only one additional mobile application for most travelers and drivers on their way? What options need to be discussed from a technical and organizational point of view? How are the relevant data for my personal mobility decisions collected , processed and delivered to me in a customer friendly way?|
|S10||Smart Cities and Connected Vehicles collaborating as teams|
|The challenge for safer and more efficient mobility for all travelers are tackled from vehicles and cities alike. Both car manufactures and their suppliers as well as municipalities and their respective suppliers of intelligent road infrastructures will act in their quest for Smart Cities. While communication technologies are utilized for many years, recent activities concentrated on proper interoperability and joining forces to foster participation and collaboration between all stakeholders. What are the current findings and the next steps for a fast deployment?|
|S11||Consumer Devices and Applications - Driving the Connected Vehicles Environment and Technologies?|
|Will the mobile device (tablet, any handheld device, etc.) the central steering element to move the future automated vehicle? Will that be the end of CRM (customer relationship management) OEM to user? Will there be a full transition to Google, TomTom, etc. as main contact point for supporting mobility of individuals/transport industry?|
|S12||Satellite navigation and positioning in a connected/automated vehicle environment|
|Satellite positioning in cars is already implemented either as in-built system or 3rd party navigation devices. In all the cases the driver has final responsibility to keep the car on road not following any obstruction may be shown in the navigation display. Once driverless cars on road using satellite based positioning the requirements on precision, update rate, etc. are much higher for automated vehicles to ensure precise positioning even in worst case scenarios (urban canyoning, narrow valleys, etc.). Will reliable applications available under all conditions near terms?|
|F1||Mobile devices - will they play a key role operating automated vehicles? Mobile apps for transportation: system integration, business models, and social impact|
|The device need to identify the user, the mobility request (e.g. destination), additional services requested by the user, payment and protect privacy (tracking, tracing, encryption, etc.). Almost all this functionalities could be provided by mobile phone. Will there be new functionalities required? Will they be significantly different from today’s application? Which role ‚Mobile Apps will play inside a connected vehicle? Will they replace in-car navigation systems?|
|F2||Transportation big data: opportunities and challenges. Applications? Who will benefit most?|
|V2X communication will generate a huge amount of data due to the highly repetitive character of messages exchanged specifically for V2V communication. Does it really make sense to collect, store and process all these data to enrich content? For which purpose will they be required? Which services will be supported by this data? Will they interfere with privacy issues of the car users? Is there a new role for infrastructure operators for compilation of data? Will new service providers penetrate the market?|
|F3||Connected vehicle propulsion consideration, electrification and grid readiness and required services|
|Which propulsion system will be most appropriate for connected vehicles? Technology screen and vehicle concepts. Which technology will take the lead? Will there be an impact to extend the range of the electric vehicle by more economic driving? Can we achieve a reduction in CO2 emissions? Will we expect new vehicle concepts (light weight structures)?|
|F4||Wireless Sensor Networks and convergence of telematics and DSRC applications: solutions, value chain, and ecosystem (Automotive, Rail, Aeronautics)|
|Internet of Things in the transportation industry.|
|F5||New use cases, services and business models enabled by connected/automated vehicles|
|Will there be a paradigm change from the user perspective: car use vs car possession? Standard vehicles vs luxury cars? Will the high class cars and luxury vehicles disappear from the market?|
|F6||What disruptive changes in the transportation industry will be enabled by next-gen ICT technology (5G, etc.)?|
|USDOT has recently announced their strategy for the implementation of 5.9GHz into the transport system. This will push developments an applications to exchange data in the V2X environment. But there are also other technologies on the screen to support wireless data exchange V2X. Will they have a significant impact to change processes and operation of the transportation industry? On which areas will they appear, which processes will be impacted?|
|F7||Traffic management in the future|
|Role of the Infrastructure Operator in a connected/automated traffic environment on local, regional, national, global level. Are network operators only smart data collectors and distributing this information to mobile users and drivers is not part of their duties and future task´s or do infrastructure operators have the view that pre- and on-Trip information needs to cover different channels to communicate with travelers and that consistency and correctness of this information has to be monitored and validated regularly? Is this also the case for the presentation of traffic management information on end user devices in cars or on phones? Is there a cooperation model available how private and public organizations collaborate to achieve this? Legislative Frame work – how to adapt the Vienna Convention|
|F8||Connected vehicles from an practitioners view between vehicles and infrastructure|
|Defining cooperative infrastructure in the current phase of pre-series development exposes product designers towards interesting challenges. While technology solutions somehow find their way, the spectrum of addressed benefits as requested by stakeholders is heterogeneous. Matching the solutions with the actual needs is an important aspect for any practitioner developing as well as deploying and operating cooperative infrastructure solutions. This summit shall highlight the range of positions as held by different stakeholders and discuss the potential roles that individual actors can and should play in deployment and operations. Is it possible to reach a consensus, which promises the development of solutions that are welcome and accepted by drivers, implemented and paid by the different road operators as well as service providers? Is it possible to paint a roadmap that promises real progress in this innovative field – a roadmap that describes the roles of current and future stakeholders as well as technological building blocks?|
|F9||Connected/automated vehicles - safety, efficiency, and the cost/benefit aspect|
|Today the number of fatalities in transportation count to around 800,000 every year growing to possibly 1.2 million by 2025 globally. In 2013, UN-ECE has launched a ‘Decade of Action’ to countermeasure this unacceptable trend in road transportation.|
The upcoming implementation of V2X communication together with the developments of Advanced Driver Assistant Systems (ADAS) in next generation vehicles finally will enable automatic driving with the potential to avoid almost 100% of fatalities as well as any other crashes between vehicles, vehicles and vulnerable persons or with fixed infrastructure installations. This will save hundreds of billions USD. At these very moment, all technology developments pushed by vehicle industry as a matter of customer relationship strategy and necessary competition between automotive industries.
Isn’t safety not also the core responsibility of governments of all states? Why do they not push mandatory safety functionality as a matter of certification of vehicles? The session shall discuss role of vehicle manufacturer versus mandatory safety functions defined by public bodies to ensure zero fatalities as soon and avoiding almost all accidents as soon as possible in a coordinated way. What are the drivers for this development? Is there a chicken and egg problem?
Who has to start with what and when? Public bodies? Private organizations? Vehicle industries? Insurance companies? Car Users? Will there be a balanced business case for all groups involved?
The session will discuss the these topics with respect to the technical aspect, the financial aspect, emotional aspect (driver), legal aspect (mandatory equipment), organizational aspect (traffic management) and the operational aspect with respect to the transition phase from ‘zero’ penetration rate to 100%)
|F10||Coordinating R&D activities and funding for the development of automated vehicles across the global regions|
|Countries and Regions, like EU, USA, Japan, spend a huge amount of money every year for the technological development in the area of connected/automated vehicles. Cooperation between regions has already been established on this subject since several years. Is there room for improvement on this cooperation? Which areas are already addressed? Which areas still have room for improvement? Is there a common roadmap for deployment or just competition between these areas?|
|W1||End-to-end quality management for connected car information services|
|User experience: Success factors for connected cars|
Today’s use of in-car interactive technology is not any more restricted to a central built-in driving support unit. Instead, drivers and passengers are benefitting from various pervasive communication and entertainment services offered by an increasing number of internet-connected devices, such as fully customizable dashboards, smartphones, and tablets. Furthermore, so far vehicles have been ignorant of (or not able to be aware of) the driver’s behavior - it has been mainly the individual drivers with their desires, intentions, preferences, or usage patterns that were responsible for (unpredictable) traffic behaviors. With the emergence of global vehicular networks and the market launch of self-driving vehicles in the near future, today’s challenges in Intelligent Transportation Systems (ITS) lie in problems related to advanced visualization concepts (Augmented Reality), multimodal dialog systems (visual, auditory and tactile interaction), interaction design for enhanced driver/user experience, and socially-inspired interaction concepts (collective information sharing, negotiation, decision making).
The proposed special interest session aims to discuss underlying problems and highlight the potentials and beneficial effects coming along with these trends.
The expected contribution is to propose ways for bridging the gap between providing valuable services to the user and preventing distraction from the primary driving task from both, local and macro view. The invited speakers are leading academics and practitioners from the Automotive user interfaces research community.
|W2||Reference architectures and required standards for connected/automated vehicles|
|Reference architectures have been proposed on the level of testing- there seems to be some overlapping between standard developing groups- which may cause additional effort for vehicle OEM and supplier industry. How far do we need Reference Architecture to ensure coordinated deployment, interoperability and the integration of future extended functionalities in the connected vehicle environment?|
|W3||New business models and ecosystems enabled by connected/automated vehicles. Visions of the industry|
|Introduction of automated vehicle into the road transport system will introduce new services provided by new actors. There will be conflicting areas between new service providers and traditional infrastructure operator or transport operators|
|W4||Consumer experience and acceptance of connected/automated vehicles|
|Individual mobility supported by automated vehicles will be a new experience for the users. What's about acceptance and how will consumers explore new activities while moving?|