A Look at the Legal Environment for Driverless Vehicles

Improving Quality of the Railway Transport Through the Application of the Theory of Constraints

“…This platform addresses the following five basic issues of autonomous vehicles: The scale defined in 2014 by the Automotive Industry Association SAE International can be used to assess the level of automation. It consists of a six-point scale and is applied to the railway transport environment as follows: 4,5 -0no automation, the automatic system only warns the driver in the event of danger or other non-standard situations, but does not control the locomotive itself; -1 -driver assistance ("hands on"), more complex functions can be performed automatically, eg automatic speed control, automatic speed change after a certain distance calculated based on the number of train axles, the system only makes driving easier; -2partial automation ("hands off"), automatic control, acceleration and braking, but the driver must always monitor the operation, control system operation and be able to intervene and take control at any time (automatic train driving it only gives its consent for the train to move); -3 -conditional automation ("eyes off"), in a defined environment the driver does not have to devote himself to driving, but must be prepared to take control within the time limit set by the manufacturer; -4 -high automation ("mind off"), with the exception of dangerous or non-standard environment (dangerous weather conditions, track closures), the train is controlled by the machine and the driver does not intervene; -5full automation ("control optional"), the automatic system controls the train completely autonomously, the driver is not needed. In the current conditions of Czech and Slovak railways, only automation levels 0 -2 are used.…”

Redes vehiculares : servicios, oportunidades y retos

“…Las tecnologías incluidas en el vehículo sin conductor se pueden organizar en cinco grupos, de acuerdo con la combinación que se hace de estas (Glancy et al, 2016), las cuales se describen de la siguiente forma:…”

When Autonomous Vehicles Are Hacked, Who Is Liable?

“…15 First, car manufacturers have historically had significant assets. Second, "the vehicle manufacturer, as the party ultimately responsible for the final product, will be the most likely party 15 See also Marchant and Lindor, 2012;Duffy and Hopkins, 2013;Funkhouser, 2013;Garza, 2012;Glancy, Peterson, and Graham, 2016;Graham, 2012;Gurney, 2013;Hubbard, 2014;Mele, 2013;Swanson, 2014;Vladeck, 2014;Wu, 2015;Gasser, 2012;Roberts et al, 1993;and Villasenor, 2014. to be found liable" (Marchant and Lindor, 2012). With respect to the second point, Marchant and Lindor (2012) notes:…”

“…As noted in a 2016 Transportation Research Board report on the legal environment for driverless cars (Glancy, Peterson, and Graham, 2016), the connected vehicle environment may rely more heavily on communications between AVs and roadside infrastructure than experts currently anticipate. This would require significant municipal and state engagement in infrastructure development, which would open the door for negligence claims against state and local authorities (Glancy, Peterson, and Graham, 2016). This potential liability may explain state and municipalities' reluctance to participate in infrastructure development.…”