[SystemSafety] Driver assist, diesel emissions and British law

[Martyn Thomas]

In GB, the law (HSWA 1974 Section 3 (1) ) states: "It shall be the duty
of every employer to conduct his undertaking in such a way as to ensure,
so far as is reasonably practicable, that persons not in his employment
who may be affected thereby are not thereby exposed to risks to their
health or safety."                  [Section 2 covers employees].

To what extent is this relevant to discussions about driver assist
functions and diesel emissions? Discuss ...

Martyn


On 23/01/2017 06:47, Peter Bernard Ladkin wrote:
> On 2017-01-20 13:47 , Martyn Thomas wrote:
>> All true, but if you sell it as an autopilot ...
> It seems to me that there is already a chance to have things straighter for customers. NHTSA has
> autodriving function classifications. There is a function called Automatic Emergency Braking, AEB.
> "Automatic Emergency Braking includes the following crash avoidance technologies: Forward Collision
> Warning (FCW), Dynamic Brake Support (DBS), and Crash Imminent Braking (CIB)" (Section 2, p1, of the
> Tesla-crash report).
>
> From 2007 to 2011 there was a NHTSA-sponsored project undertaken by the "Crash Avoidance Metrics
> Partnership" to evaluate CIB. "The final report from this project, released in September 2011,
> validated the effectiveness of radar, camera and radar/camera fusion systems as rear-end collision
> mitigation or avoidance technologies. The report also identified several crash modes that were not
> validated by the project, including straight crossing path (SCP) and left turn across path (LTAP)
> collisions."
>
> The Tesla crash was an SCP scenario, as far as I understand it. "Not validated" in 2011. "Validated"
> in 2016? Who knows? There is an opportunity. There is a partnership, a classification of scenarios,
> and a historical attempt at evaluation. Why not introduce that vocabulary and start on standardised
> tests with a requirement to advertise your autodriving functions in terms of test results? It won't
> be perfect. But a manufacturer could say "our AEB scored X/Y on CIB in SCP". Purchasers would be
> introduced to the difference between avoiding a collision during a merger, avoiding an Auffahr
> collision, and avoiding an SCP collision.
>
> Compare with the situation with emissions and fuel efficiency. Manufacturers can't just say what
> they like in advertising. There is a standard set of tests, and they can use those results. The
> tests can be and were gamed, as we know. But gaming manifestly has its costs. Because of the tests,
> the public is regaled with details about NOx and carbon and particles and can chat about it over a
> beer at the pub.
>
> One can imagine something similar for autodriving functions. Teenagers awaiting their licence and
> lusting after "performance" could chat about FCW, DBS and CIB performance on SCPs and LTAPs. Just as
> today there are different licensing and age requirements for mopeds, low-power motorcycles and
> general motorcycles, one could imagine they could be different classes of licence for four-wheeled
> vehicles with different speed and CIB performance. You could get a licence at 15 to operate a
> vehicle with validated CIB/LTAP and CIB/SCP and ..... Young Joe Smith could boast at 17 that he has
> just passed his CIB/LTAP and CIB/SCP exemption test.
>
> PBL
>
> Prof. Peter Bernard Ladkin, Bielefeld, Germany
> MoreInCommon
> Je suis Charlie
> Tel+msg +49 (0)521 880 7319  www.rvs-bi.de
>
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