Understanding the implications of autonomous vehicles

Sep 17, 2019

Written By Tuula Petersen

The history of autonomous vehicles (AV) dates back to 1962. An Ohio State University team built a vehicle with an inbuilt computer, capable of controlling steering, braking and speed—believed to be the first AV. The size of the computer was huge, occupying the trunk, back seat and most of the front passenger seat. However, it is only since 2008 that commercial AVs surfaced in controlled environments when Japan’s Komatsu manufactured a dump truck for Chile’s Gabriela Mistral copper mine.

There is no question as to the benefits society is likely to reap from the adoption of autonomous vehicles. The efficiency of getting from point A to point B, the possibility of using the travel time to complete other tasks, the absence of traffic, and the chance to address an ageing workforce in the case of autonomous maritime vehicles, are all changes to look forward to in the event of a fully autonomous transport system. Yet, there are still several hurdles to overcome.

An introduction to autonomous vehicles

The SAE International (formerly the Society of Automotive Engineers) has established five levels of automation. This categorisation is used across the industry as an effective tool to harmonise an understanding of AVs.

Level One vehicles have driver assistance, meaning that the vehicle will assist with some functions, however, the driver still handles the accelerating, braking and monitoring of the surrounding environment. In vehicles with Level Two automation, or partial automation, the vehicle assists with steering or acceleration functions, but the driver must always be ready to take control of the vehicle. This is the current level most automakers are developing.

Then there is Level Three or conditional automation. The vehicle controls all monitoring of the environment, so the driver can disengage from “safety-critical” functions like braking. At Level Four high automation, the vehicle can steer, brake, accelerate, monitor the vehicle and roadway and respond to events. At this level, the autonomous driving system would notify the driver when conditions are safe to proceed to automation.

Finally, we have Level Five – complete automation. This level of driving requires no human attention.

Different types of autonomous vehicles

There are reportedly two emerging models of car ownership: privately-owned autonomous vehicles, which is likely to better serve the needs of specific social groups, and shared autonomous vehicles, a trend that is already emerging in urban centres.

It is important to note, AVs are not limited to cars. The technology is being transposed across the entire transport sector, with maritime vehicles and aviation equally affected by such changes. For example, late last year, Rolls-Royce and Finferries combined expertise to successfully navigate the car ferry Falco autonomously during its short voyage off the coast of Finland.

Regulatory challenges

It was only in 2016 that the 1968 Vienna Convention on Road Traffic was amended to accommodate AVs. The treaty had originally stated, “every driver shall at all times be able to control his vehicle”. Following the amendment, it now explicitly allows autonomous features that can be overridden or switched off by the driver.

However, an update of a road safety legislation is not the only legal hurdle autonomous vehicles are required to overcome.

The eventuality of an accident is a prime scenario that needs to be clearly outlined within the law—especially concerning liability. The burden of responsibility in an eventual accident will fall accordingly depending on the level of automation. In the case of full automation, insurance legislation is likely to transfer the risk from the individual driver to the manufacturer. Insurers will have to work with the original equipment manufacturers (OEMs) and will have to communicate effectively regarding the sharing of data. However, in the case of partial automation, a need for personal insurance will still be required since the human risk is not eliminated, so in the case of an accident the liability would fall back to the driver.

The UK has been quick to develop a legislative framework that addresses these liability issues. The Law Commission of England and Wales and the Scottish Law Commission’s consultation on automated vehicles has recommended that the UK Government should consider how to establish a safety assurance scheme and a forum for the collaboration on the application of road rules when it comes to self-driving vehicles.

An important question worth considering in the event of an accident relates to the ownership of the data. A report published by Kennedys highlights the importance of establishing whether the data belongs to the vessel owner or the company who managed the original equipment, as well as its storage. To answer such questions, all implicated parties must collaborate and share the necessary data through the means of a common digital platform.

In terms of autonomous maritime vehicles, its use will be most prominent to ship cargo containers. By its very nature, shipping is a cross-border sector. Maritime vehicles are subject to regulations issued by their registered state and any port regulations. This international jurisdiction is further supported by the United Nations’ International Maritime Organisation (IMO) which develops global maritime standards.

Public perception

Kennedys’ report also compares public reception to autonomous vehicles. One major benefit identified by all countries included in the analysis (Australia, China, Singapore, the UK and the US) was the shift in liability and the reduced cost of motor insurance.

Further, only 3-4 % of respondents fully support Level 5 automation, in which a driver does not have the option to take back control of the car.

When presented with the prospect of pilotless planes and ships, only 13-18% of respondents across the six markets are comfortable with the idea of pilotless civilian aircraft and 17-23% are comfortable with automated maritime vehicles.

This lack of confidence in automated aircraft is particularly remarkable considering commercial flying the safest way to travel and already incorporates significant levels of automation.

Why is it taking so long for autonomous vehicles to become mainstream?

Ford Motor CEO, Mark Fields, originally revealed the company plans to have a Level 4 vehicle in circulation by 2021. However, they have since extended that deadline due to technological shortcomings and safety concerns.

Understandably, public safety concerns are partly to blame for the lack of autonomous vehicles on our roads at the moment. It does not help that most people are sceptical of the accuracy of the technology and hold greater trust in human judgment than in that of a computer. Another concern relates to data protection and data sharing with the potential ability to hack into an autonomous vehicle’s computer. Nevertheless, this sentiment is likely to change as the technology becomes more advanced and the use of automation in individuals daily lives becomes more common.

Enabling a shift towards a greener future

Such a shift to autonomous vehicles also presents a possibility to serve as part of a systemic shift towards a greener economy. This is particularly the case if governments look to include autonomous vehicles as a means to promote shared yet efficient travel, reducing the need for private ownership vehicles.

Whether the transition to autonomous vehicles is seamless remains open for conjecture, but what can be said with relative confidence is the technology is changing the way we understand travel with increasing speed.

Commercial Insights