Cars of the Future - Page 9 of 28

Malcolm Wilkinson, Head of Connected and Automated Vehicles (CAVs) and Energy at National Highways, talks future mobility.

National Highways: Making CAVs Work For The UK

Malcolm Wilkinson, Head of Connected and Automated Vehicles (CAVs) and Energy at National Highways, on intelligent infrastructure, freight platooning, hands-free zones and more…

National Highways has completed several major CAV studies recently – what are the most significant findings?

MW: “Our connected corridor project on the A2/M2 was very successful, certainly an important steppingstone. It was a joint project with Kent County Council (KCC), Transport for London (TfL), the Department for Transport (DfT) and others. We demonstrated that cellular and WiFi connectivity can be used to put highway information into vehicles, for example, signage, warnings and green lights. We also demonstrated that data can transfer the other way – to us from vehicles. The project informed our Digital Roads vision and Connected Services roadmap, influencing elements of our Digital for Customer programme.

“The Connected and Autonomous Vehicles: Infrastructure Appraisal Readiness (CAVIAR) project used both simulations and real-world data collection. The number one recommendation was the need for further study to determine how CAVs can best navigate roadworks – that’s the next step. This potentially includes infrastructure-based solutions, such as smart traffic cones, and OEMs developing ‘cautious’ behaviours, to be triggered once a CAV enters a work zone.

“The HelmUK freight platooning trial, that we led, working closely with DfT, was another really valuable exercise. We demonstrated real-world use of platooning on the M5/M6, although the fuel savings were very modest, and didn’t replicate what we were seeing on the test tracks. This was largely due to the geography and the need to break up the platoon at many of the junctions.

“We recognise the challenges with rolling out something like this, even the difficulties in ensuring that vehicles from different logistics companies – from the large suppliers to two-lorry outfits – were travelling at the same time. It is one of those technologies you can see working brilliantly on long outback roads in Australia, but the advantages of putting it into every cab in the UK are far less obvious. It’s important to learn from initiative like the ENSEMBLE multi-brand truck platooning project in Europe.”

What are the most pressing CAV issues facing National Highways?

MW: “My feeling is that car manufacturers aren’t going to want to develop completely different models for the UK market, so we need to understand our role as a highway authority. What do we need to think about in terms of highway designs, data/information provision and maintenance standards? What do we need to be investigating and researching to make sure that we as the highway authority are playing our part, doing what motor manufacturers and the public expect of us?

“There’s been a lot of talk about the need for the white lines to be readable by automated vehicles. Is that still the case? If so, what does that mean for our maintenance schedules? Can we use the data from vehicles to inform our congestion management? Is there data we can use for asset management purposes?

“It’s understanding what we need to put into the equation and what we’re going to get back out. Particularly over the next few years, with a mixed fleet with different levels of autonomy, that’s going to present new scenarios, new risks. As a highway authority we need to be conscious of those – how they’re going to affect our operations and the safety of the travelling public.”

How did you identify which parts of the network could be hands-free blue zones?

MW: “The Centre for Connected and Autonomous Vehicles (CCAV) and the Vehicle Certification Agency (VCA) led the discussions with Ford regarding authorisation of their technology on public roads. Although we liaise closely with both, we weren’t involved in the detailed discussions with Ford, but to be clear, BlueCruise is an advanced driver assistance system, so the driver has to remain alert and able to take back control.

“Going forward, we need to move closer to organisations developing these systems to understand when they are coming to market and in what numbers. That’s part of our role as a highway authority – to keep our customers safe and to inform our traffic officers, so everyone knows what to do in the event of an incident.

“We’re reaching out to Ford, to see what data they can they share with us and to develop a more collaborative relationship. It’s very exciting times. We want people to embrace CAV technology and enjoy the benefits.

“We’re some way off self-driving vehicles, but my personal view is that they will probably be available more quickly than many people think.”

Please note: a shorter version of this article was first published in the Institute of the Motor Industry’s MotorPro magazine.

CAVForth success: The UK’s first self-driving bus service

The UK’s first self-driving bus service: AB1 in Scotland

Congratulations to all involved in the CAVForth project. The UK’s first self-driving bus service (with a safety driver) is up and running – operating, according to the Stagecoach Bus website, a “frequent timetable from Monday 15th May with the capacity for around 10,000 passenger journeys per week”.

Officially still a trial, a fleet of five Alexander Dennis Enviro200AV buses will travel at up to 50mph from Ferrytoll Park & Ride in Fife to Edinburgh Park Transport Interchange – crossing the iconic Forth Road Bridge.

Self-driving success

When we interviewed Jim Hutchinson, CEO of Fusion Processing – the company behind the CAVstar software platform – back in 2021, he predicted that CAVForth would put the UK on the self-driving map. And it has.

Scotland’s Transport Minister, Kevin Stewart, and Ray O’Toole, Executive Chairman for Stagecoach, were among those at the media launch, with David Webb, Head of Innovation at the Centre for Connected and Autonomous Vehicles (CCAV), heralding it “a global first”.

The local Dunfermline Press carried this great video of CAVForth in action.

CAVForth self-driving bus

Future expansion

What next? In February, we reported that CAVForth2 had won a healthy share of £81m in combined government and industry funding in the Commercialising Connected and Automated Mobility competition.

Alexander Dennis have confirmed that the project will extend the existing 14-mile route, taking it on to Dunfermline city centre. The additional five-mile section will feature more complex driving scenarios on busy A and B roads, including mixing with city centre traffic.

We still have the words of Jim Hutchinson ringing in our ears: “We developed the CAVstar platform as a scalable solution – a drive system we could put into pretty much any vehicle, from small cars up to HGV.”

Pictured L-R: Jim Hutchinson, CEO Fusion, Scottish Transport Minister, Kevin Stewart, Regional Director Stagecoach, Sam Greer, and Alexander Dennis President and Managing Director, Paul Davies.

Tom Leggett of Thatcham Research did an epic round of media interviews to explain what BlueCruise is – assisted driving – and isn’t – self-driving.

Not self-driving: Thatcham media marathon to clear up BlueCruise capability confusion

Few were expecting it, but 13 April 2023 will go down in British motoring history. It was the day Ford announced that the Department for Transport (DfT) had approved the use of its BlueCruise assisted driving system on parts of the UK motorway network, making hands-free legal for the first time.

Initially, only a select few gained the ability to go ‘hands off, eyes on’ – drivers of 2023 Ford Mustang Mach-E cars who activate a subscription. Even then, use is restricted to 2,300 miles of pre-mapped motorways in England, Scotland and Wales – the new ‘Blue Zones’. Be in no doubt though, this is momentous.

One foot in the future

“It’s not every day you can say you’ve placed one foot in the future,” said Martin Sander, General Manager at Ford in Europe. “BlueCruise becoming the first hands-free driving system of its kind to receive approval for use in a European country is a significant step forward for our industry.”

UK Transport Minister, Jesse Norman, agreed: “I am delighted that this country is once more at the forefront of innovation. The latest advanced driver assistance systems (ADAS) make driving smoother and easier, but they can also help make roads safer by reducing scope for driver error.”

One of the main themes at the recent Zenzic Connected and Automated Mobility (CAM) Innovators event was the need to do more to establish the UK as a global leader. This embracing of hands-free will be noted around the world.

Ford describes BlueCruise as Level 2 driver assistance, with Lisa Brankin, managing director of Ford in Britain, telling the BBC’s Today programme that, in the case of an accident, the driver will still be responsible as the technology is “not autonomous driving”.

BlueCruise combines intelligent adaptive cruise control and lane-centering with an in-cabin camera monitoring eye gaze and head position. If necessary, alerts in the instrument cluster and audible chimes will prompt the driver to return their eyes to the road.

Assisted not self-driving

Unfortunately, and rather predictably, much of the UK media again confused assisted driving and self-driving. The Guardian went with “First hands-free self-driving system approved for British motorways”, The Sun with “Huge car firm is launching the UK’s first-approved self-driving technology”.

Huge credit to Tom Leggett, vehicle technology specialist at Thatcham Research, for doing a marathon round of media interviews to explain what BlueCruise is – assisted driving– and what it isn’t – driverless or self-driving.

“The sudden introduction of this technology did catch the industry a little off-guard, as it was not anticipated that it would reach UK roads for another 18-months or maybe even two years,” he said.

“It has been approved by the Vehicle Certification Agency (VCA) under Article 39 for a new and innovative technology, albeit based on current technology. Basically, the VCA were convinced by evidence from Ford, and their own on-track and on-road testing, that BlueCruise is as safe as, and not fundamentally different to, existing assisted driving technologies.

“The key point to emphasise is that it is assisted driving. What makes it slightly different is that it permits the driver to take their hands off the steering wheel. However, the driver is always responsible for driving. Any input from the driver, such as braking or changing lane, and the system will essentially turn off.

“The hope is that the driver monitoring will make it even safer. It is a camera system which looks at the driver’s direction of gaze to ensure they’re concentrating on the road, not looking out of the window or checking their phone.

“At Thatcham Research, we believe direct driver monitoring will have a significant role in addressing drowsiness and distraction. Currently in the UK, about 25% of all accidents involve some sort of distraction.

“It is vital that drivers using BlueCruise are aware of their responsibilities, and we’ll also be very interested to understand how they feel about using it.”

Please note: a version of this article was first published in the Institute of the Motor Industry’s MotorPro magazine.

Related story: Barrister Alex Glassbrook says approval of hands-free driving is a radical development in UK motoring, and should be accompanied by effective official guidance, training and information to the public and affected organisations.

New self-driving consumer opinion survey identifies continuing negativity and gender and age divides.

New self-driving survey finds 45% of Brits are “Not AV’ing it”

We’ve covered self-driving consumer opinion surveys since the earliest days of Cars of the Future.

From the University of Greenwich study which found that 43% of 925 respondents “felt positive” towards the concept of connected and autonomous vehicles (CAVs), way back in 2018, to last year’s Insurance Institute for Highway Safety research, in which 35% said self-driving technology was “extremely appealing” while 23% said it was “not at all appealing”. Is that progress?

A new survey by Go.Compare car insurance has found that 45% of the UK population don’t like the idea of autonomous vehicles, they are, apparently, “Not AV’ing it”.

What’s more, it found a gender divide too, with 26% of men actively liking the idea, compared to just 13% of women, and an age divide, with more younger Brits, 32% of 18-24-year-olds, keen on the idea.

Ryan Fulthorpe, of Go.Compare, said: “While we’re still a way off AVs being an everyday occurrence on UK roads, it appears that may actually suit a lot of motorists for the moment, as they’re not quite ready for this type of travel.

“It’s understandable that there’s some reluctance as the use of AVs has always seemed like a futuristic idea, but with Ford and Nissan both making significant in-roads with the technology, and other manufacturers undoubtedly looking to the future, it’s fast becoming a reality.

“However, if we want to promote mainstream adoption of this type of travel, the general public will understandably need to see more proof that the technology is sound and is a safe way to travel, as well as it having other benefits, such as easing congestion in cities.”

The most famous example in the ‘Ave it! genre is, of course, the John Smiths advert starring Peter Kaye’s no-nonsense approach to football training. Enjoy!

The legendary Peter Kaye John Smiths advert – ‘Ave it!

Motor law expert on hands-free – ‘hands off, eyes on’ – driving becoming legal in the UK.

Quiet regulation of a radical step: Barrister raises concerns about lack of guidance on hands-free driving

Alex Glassbrook, a barrister at Temple Garden Chambers, says that approval of hands-free driving is a radical development in UK motoring, and should be accompanied by effective official guidance, training and information to the public and affected organisations.

Where does the Ford hands-free announcement sit in the shift to self-driving in the UK?

AG: “The first question many of us asked was: Is this the first automated vehicle under the Automated and Electric Vehicles Act (AEVA) 2018? It appears that it’s not. First, because it hasn’t been listed under Section 1 of the Act by the Secretary of State for Transport. Second, because it seems not to fulfil the criterion of a system that does not need to be monitored by the driver, which is part of the legal definition under Section 1 and Section 8.

UK Government list of self-driving vehicles (3 May 2023)

“So, what we’re looking at is a vehicle with advanced driver assistance, but not a driverless vehicle. Equally, what we’re looking at is something that does represent a culture change, because the driver is allowed to remove their hands from the steering wheel. It’s described as a ‘hands off, eyes on’ system, although this hasn’t prevented the media reporting it as a driverless system, which has implications for safety.”

What do you note about the roads which have been designated ‘Blue Zones’?

AG: “A Blue Zone seems to be the marketing name for an area in which this system can work. I’m not an engineer and I’ve not seen the technical details of the permission that has been given by government for this to operate. However, I note the description of the system as being limited to pre-mapped motorways.

“In a regulatory sense, there is broad symmetry between this and the e-scooter trials, in that they both appear to be based upon government permissions on a set of conditions and restricted to certain areas. But there are plenty of dissimilarities too. For example, that motorised scooters and mopeds (as e-scooters are classified) have been with us for over 100 years, whereas computer mapping technology is relatively new.

“What’s new about a ‘hands off, eyes on’ system is the relinquishing of physical control of steering by the human driver, which is a radical step. The technology itself is a progression of cruise control, which was introduced in the 1950s and came to prominence in the 1970s during the fuel crisis in the US. But relinquishing control of steering at motorway speeds is different – a profound step in both regulatory and practical terms.”

What needs to be considered now that hands-free driving is a legal reality in the UK?

AG: “Let’s begin with some historical context. Driver assistance systems have been accumulating for some time, but the legal standard for driving has not really altered since 1971. It was then that Lord Denning, in the case of Nettleship v Weston, set what can be summarised as the standard of the reasonably prudent human driver.

“It’s a largely objective test, and there are some exceptions, but since established it has never been substantially altered. That’s quite surprising because cruise control is now in such common use that you might have expected the standard of care to have been particularised in relation to it. Now we have a system that explicitly allows the driver to let go of the steering wheel while the car is in motion at motorway speeds. In the coming years, a court might face the question of what standard of attention is required of a driver using a ‘hands off’ system.

“For good reasons, namely the need to plan future laws, we have become very focused on fully driverless vehicles. That’s not a complete strategy, as it can mean that we’re looking to the horizon rather than at what is actually in front of us. To go back to the history for a moment, it took quite some time after the introduction of the motor car for The Highway Code to be introduced. The first edition was published in 1931, written guidance which many of us will have looked at.

“The Highway Code isn’t meant to be specialist guidance to industry, it’s meant to be comprehensible guidance to the public. Advanced driver assistance systems (ADAS) have been regulated ‘quietly’, mainly settled by negotiation at international level and then applied as industrial standards by national approval authorities. ‘Hands free’ driving seems too significant a step for that trend to continue without better official education about advanced driver assistance systems, and what they can and cannot be relied upon to do.”

So how does the guidance need to change?

AG: “The number of driver assistance systems has increased over time, and the quantity of such systems alone can be confusing. I saw an article recently on the most irritating modern vehicle features! Meanwhile, The Highway Code is still largely a text document, not very friendly to mobile devices, and there are plenty of situations it simply doesn’t deal with.

“At the moment, the guidance on driver assistance systems, rule 150, says in essence that those systems are only assistive, that you have to be careful while using them and not let your attention be distracted. Is that guidance too general, for a ‘hands off, eyes on’ system which allows the driver to take their hands off the wheel while driving a car on a motorway? Then there’s rule 160 – “Once moving you should… drive or ride with both hands on the wheel or handlebars where possible” – which will presumably need revision.

Hands-free but Highway Code says "both hands on the wheel" (3 May 2023) — Hands-free but Highway Code says “both hands on the wheel” (3 May 2023)

“We need to think practically about the information which people need to use these systems safely, and how best to communicate it. For example, a feature of this and other systems is that their announcement is often accompanied by explanatory YouTube videos. The Secretary of State for Transport has wide powers to provide guidance and road safety training and information, not only by the Highway Code, under sections 38 and 39 of the Road Traffic Act 1988. He is not limited to one means of providing that information.

“There’s also an argument that we focus too much upon the user of the system. Should road users around a vehicle be made aware that it might be being steered by a computer rather than a human?

“Others affected include those who enforce driving laws and who respond to road traffic collisions, particularly the police and National Highways officers. Then other public authorities, such as the judiciary, and businesses, such as driving instructors and insurance companies – those who form part of the wider motoring ecosystem. All of these people need to be aware.

“So, as well as the issue as to its content, I come back to the question of whether the Highway Code, coming up for its 100th birthday, and still a text document, represents the best or only available form of communication.”

Advanced, Automated and Electric Vehicle Law, 2023

The author of 2017’s “The Law of Driverless Cars: An Introduction” and co-author of 2019’s “A Practical Guide to the Law of Driverless Cars”, Alex Glassbrook’s new book “Advanced, Automated and Electric Vehicle Law” is available for pre-order now.

Dr Daniel Ruiz on self-driving, the internet of transport and more.

Rough seas make stronger sailors: Former Zenzic CEO Ruiz on navigating peak self-driving hype

Non-executive director at the Office of Rail and Road (ORR), and reviewer of major projects for the Cabinet Office, Oxbridge engineering graduate Dr Daniel Ruiz has had a stellar 40-year career in public transport.

He was previously head of real-time operations at Transport for London (TfL), notably set up the Transport Coordination Centre for the 2012 Olympics, founded the Transport Technology Forum (TTF), and was head of Zenzic, tasked with accelerating self-driving in the UK.

We started by asking him about the hype surrounding self-driving cars…

DR: “Hype can be the enemy of progress. I think in connected and autonomous mobility (CAM), it’s certainly the case that hype held things back. People became interested in just driverless cars, and that narrow interest resulted in a focus on the wrong things – not the best outcomes for society, the economy or the environment.

“Robotaxis have long been the sex symbol of the autonomous vehicle parc, but they’re not necessarily going to make the biggest, or soonest, impact. There’s an emerging realisation that there are greater opportunities in autonomous freight.

“This is partly because freight doesn’t complain about how fast it goes around corners. It’s also because of the many off-highway opportunities for freight movements. This enables you to prove safety and efficacy.”

How do self-driving cars fit into the future of transport?

DR: “You can easily conclude that driverless technology is expensive, therefore it will only be for multimillionaires. The reality is that much of the technology has been proven on buses and low speed shuttles – public transport services. These are going to proliferate much faster than private autonomous vehicles, not least because the regulations still need to be established.

“The driverless car that sits in your own garage is a bit of a distraction because it reflects the current transport paradigm – take one thing out, a driven car, and put something else in, a driverless car. It implies that everything else remains the same.

“We need to be thinking in more dimensions about what we want in terms of mobility. To deliver the ultimate transport system you need to satisfy the collective requirements of society. There’s not enough looking forwards, then working back.

“Michael Hurwitz, formally Director of Transport Innovation at TfL, often draws attention to the fact that, until recently, there were very few modes of transport. Now there’s electric scooters and bikes, hire schemes, ride sharing and more.

“We need to put less emphasis on the mode and think more in terms of getting from A to B in the most efficient and comfortable way. Maybe you’d be happy to walk to a scooter station, get that to the train, then pick up a cab. It’s the dwell times that inject frustration and inefficiency; that lead many to say: “It’s too complicated, I’m going to jump in the car”.

“Autonomous vehicles are part of the equation, but the C in CAM, ‘connectivity’, is also vital. The Internet of Transport (IoT) is probably the most important thing to be considering right now. How do we make sure that data and knowledge are flowing safely, securely, anonymously? Then there’s the financial side – how do you charge for stuff?

“At one point the UK was ahead of the game, certainly amongst the front runners. It isn’t as obvious that we are today, but the prize is still there. Legislation is the blocker. We haven’t moved on from the 2018 Automated and Electric Vehicles Act, although the excellent Law Commission review has recently pointed the way.”

Finally, tell us about your new job at the ORR…

DR: “The ORR is the independent regulator for Britain’s railways, and also monitors the performance of the Strategic Road Network. It has proven itself to be one of the better regulators, trusted to do a job in everyone’s best interest, and this is a very exciting time for both rail and road.

“The ORR has an obvious focus on safety and value of money, but to do this we’re increasingly involved with data – how intelligence can be brought to bear on improving the flow of traffic and the movement of people and goods.”

Please note: a version of this article was first published by the Institute of the Motor Industry’s MotorPro magazine.

Profile: Delivers.ai – the London-based last-mile self-driving delivery specialist.

Ford-backed Delivers.ai targets last mile self-driving deliveries

In this Cars of the Future exclusive, we talk last mile self-driving delivery robots with Michael Lacy, Chief Strategy Officer at Delivers.ai

In October, the London-based on-demand autonomous delivery service reached the final round of the Zenzic CAM Scale-Up selection process, with Programme Director Mark Cracknell praising “The quality and range of the finalists – testament to the innovative solutions that will make future mobility cleaner, safer and more efficient”.

Chief Strategy Officer

ML: “The market we’re targeting is last-mile for emission free, restaurant food, grocery and parcel delivery to the doorstep. Our robots work on camera-based technologies and low-cost sensors, travel at pedestrian speeds – up to about 6km/h – and, for safety, they give way to other pavement or cycleway users.

“We’ve been in R&D for the last 2 years and are now working with partners right across Europe on various pilot schemes. We’ve recently had investment from Ford, which is really important to us. Our long-term view is that our platform will ultimately be device agnostic – in that there will be different types and sizes of robots relative to the use case.

“Our business model is solely B2B, so our initial target partners include multi-site restaurant and grocery groups as well as parcel delivery operators. We looked at the volumes and average weights of grocery deliveries and developed our robot to have this capability. It can take a 30kg payload, enough for a multiple-item 3-day shop, with internal volume dimensions designed to take a stack of 14-inch pizza boxes.

Self-driving vehicle or robot?

“In terms of hurdles, it is taking time for the governance to catch up to the technology. It’s difficult to get a definition from a government body as to what is a robot and differentiate it from what is a vehicle – it seems open to interpretation, with different authorities taking different views. Some of the more progressive, like Milton Keynes and Northampton, are very clear that ours is a device, not a vehicle

“Raising awareness is a big part of this – demonstrating robots in practical use to the public and authorities to let them know that the safety angle has been carefully considered and educating businesses and local providers about the benefits of these devices. Not least in terms of cost savings, but also the drive to net zero and the substantial impact such a service has for those with mobility issues. Organisations such as Zenzic are very helpful to us in this regard and we again hope to be part of the CAM Scale-up this year.

“We’re also looking at other routes to market, for example, operating on private land. We’re discussing a pilot in the Queen Elizabeth Olympic Park in London, as well as approaching various other universities and business parks.

“The more places we can operate, the more we can raise awareness and help people to understand that these robots are going to be helpful, the better. Much of our R&D is focused on safety, making sure that the robot behaves appropriately in relation to all kinds of challenges – from curious dogs to busy road crossings.”

For further info visit delivers.ai

BlueCruise is good, but it’s not self-driving.

Bolt from the blue oval: hands-free Ford is UK 1st but NOT self-driving

Big news! The Department for Transport has approved the use of Ford’s BlueCruise assisted driving system on parts of the UK motorway network. Be in no doubt, this is momentous – the first time UK drivers will legally be able to take their hands off the wheel. But what does it mean for self-driving?

The scope

As we sit here today, only a select few have gained the ability to sometimes go hands-free – drivers of 2023 Ford Mustang Mach-E cars who activate a subscription. They can then use the “hands-off, eyes-on” tech on 2,300 miles of pre-mapped motorways in England, Scotland and Wales – the new ‘Blue Zones’.

UK motorway blue zones - April 2023 — UK motorway blue zones – April 2023

The Ford video below explains how it works, with the voiceover saying: “BlueCruise combines with your intelligent adaptive cruise control and lane-centering systems, allowing you to take your hands off the steering wheel while it maintains cruising speed and keeps you in your current lane.

“An infrared camera monitors your eye gaze and head position to ensure that you’re paying due care and attention to the road ahead. If the system finds you’re not looking at the road it will notify you either with an alert message displayed in the instrument cluster or by sounding an audible chime to remind you to return your eyes to the road.

“If you do not react to the warnings the system will cancel, gently pump the brakes to get your attention and slow your vehicle down while maintaining steering control.”

Ford assisted driving video

The legalities

Last year the government seemed to be planning to class cars equipped with Automated Lane Keeping Systems (ALKS) as self-driving. That hasn’t happened, which is a very welcome shift.

The UK government’s website confirms: “At present, there are no self-driving vehicles listed for use in Great Britain”.

Ford itself describes BlueCruise as Level 2 driver assistance, and Transport Minister Jesse Norman made clear: “The latest advanced driver assistance systems make driving smoother and easier, but they can also help make roads safer.”

Jesse Norman, Minister of State in the Department for Transport

Lisa Brankin, managing director of Ford in Britain and Ireland, told the BBC‘s Today programme on Friday that, in the case of an accident, the driver will still be responsible as the technology is “not autonomous driving”.

The beeb also noted that other vehicle manufacturers offer similar systems – Tesla has Autopilot and Mercedes has Drive Pilot. Interestingly, the latter announced last year that it will accept legal responsibility for accidents caused by its system.

One of the main themes at the recent Zenzic Connected and Automated Mobility Innovators event was the need to do more to establish the UK as a global leader in CAM. This embracing of hands-free will be noted around the world.

Self-driving headlines

Unfortunately, and rather predictably, much of the UK media has again confused assisted driving and self-driving.

The Guardian went with the headline “First hands-free self-driving system approved for British motorways”.

The Sun went with “HANDS OFF Huge car firm is launching the UK’s first-approved self-driving technology”.

Various outlets, including ITV, even regurgitated the line from the press release that BlueCruise can operate up to 80mph. Not on UK roads presumably as that’s 10mph above the motorway speed limit!

Let’s be clear – this lack of clarity is dangerous. Lives are at stake and road safety should be paramount.

Eyes on the road

This Ford video shows a driver happily gazing out of the window and being warned to “watch the road”.

Ford hands-free video

As the All-Party Parliamentary Group on Connected and Automated Mobility stated in its red lines: “A statutory definition of self-driving must be established to distinguish this technology from assisted driving”.

The final word goes to Tom Leggett, of Thatcham, who emphasised: “For the first time ever drivers will be permitted to take their hands off the wheel. However, their eyes must remain on the road ahead. Crucially, the driver is not permitted to use their mobile, fall asleep or conduct any activity that takes attention away from the road.”

Microsoft co-founder blogs about his self-driving trip around London with Wayve CEO Alex Kendall

Bill Gates enjoys a surreal self-driving ride around London, 2023

Microsoft co-founder Bill Gates has posted a great blog about the “surreal” experience of being driven around London in a self-driving Wayve.ai car with a safety driver.

“I give you credit for picking one of the most difficult situations I’ve seen,” he tells Wayve CEO Alex Kendall in this video:

Bill Gates in a Wayve self-driving car in London

Bill Gates self-driving blog

In his Gates Notes blog “The rules of the road are about to change”, he offers further thoughts, with this graphic explaining the SAE levels:

Bill Gates posted this graphic on the SAE self-driving levels 1-5

“Right now, we’re close to the tipping point—between levels 2 and 3—when cars are becoming available that allow the driver to take their hands off the wheel and let the system drive in certain circumstances,” he says.

“The first level 3 car was recently approved for use in the United States, although only in very specific conditions: Autonomous mode is permitted if you’re going under 40 mph on a highway in Nevada on a sunny day.

“Over the next decade, we’ll start to see more vehicles crossing this threshold. AVs are rapidly reaching the point where almost all of the technology required has been invented.

“As AVs become more common, we’re going to have to rethink many of the systems we’ve created to support driving. Car insurance is a great example.

“Governments will have to create new laws and regulations. Roads might even have to change. Will AVs eventually become so popular that you have to use the “human drivers only” lane if you want to be behind the wheel?”

On the Wayve test, he said: “The car drove us around downtown London, which is one of the most challenging driving environments imaginable, and it was a bit surreal to be in the car as it dodged all the traffic. (Since the car is still in development, we had a safety driver in the car just in case, and she assumed control several times.)”

New mobility aggregator Karfu launches Crowdcube campaign

Investment drive for mobility comparison website

If you’ve attended industry events like MOVE recently then you’re probably familiar with Karfu, the all vehicle comparison website.

They’ve officially been in stealth mode but now, with the launch of a new crowdfunder, we can finally talk about them.

The USP is compelling – compare the lifetime financial cost and environmental impact of different vehicles. The aim is to be a Moneysupermarket for mobility.

“In the last few years there’s been a surge of new types of vehicles, from electric cars to scooters, as well as new ways of accessing them, including subscription, sharing and rental,” explains Co-founder & CEO, Sam Ellis.

“This overload makes it hard to directly compare and choose. A lack of trust in providers, along with consumers’ environmental concerns, make the decision-making process more complex. People are confused.”

Co-founder Dominic Thomas picks up the story: “This is where Karfu comes in. It’s an impartial mobility comparison website designed to save people time, money, and help them to make more sustainable choices.

“It brings every vehicle-based product or service into one place, helping consumers to make the best choice for them.”

As of 2.30pm on Tue 28 March, the Karfu campaign on Crowdcube was up to 86% of the £300k target.

For further info see this short video or visit Karfu.com

Introducing mobility comparison website, Karfu