Intelligent Vehicle Technology And Trends Episode 1 Part 2 pptx

injury-producing crashes, over four million crashes resulting in property damage, and an estimated 10 million crashes total on an annual basis. Over 100 people die every day on average. Road crashes consume a greater share of national heath care costs than do any other single cause of illness or injury—in fact, the U.S. Department of Transportation has estimated the overall societal cost of road crashes annually in the United States at greater than $230 billion [4]. Furthermore, human limitations in sensing and control of individual vehicles mul - tiplies when hundreds or thousands of vehicles are sharing the same roads at the same time, leading to the all too familiar experience of congested traffic. Traffic congestion undermines our quality of life in the same way air pollution undermines public health. Sources of air pollution have been attacked with a wide variety of government policies and new technology—why has the same not occurred with traffic congestion? The answer lies in the fact that traffic flow consisting of cars controlled by people is doomed to inefficiency due to our very human aspects of delayed response to traffic conditions. When we detect brake lights ahead, time is expended as we assess the situation and pro - ceed to apply our own brakes, if needed. When traffic ahead accelerates, a similar lag time is incurred to sense that condition and follow suit. The aggregate effect of these factors creates “accordion effects” or “shock waves” in dense traffic flows, as well as the relatively slow clearance time for intersections controlled by traffic signals. Traffic congestion is also caused by the sheer volume of vehicles attempting to use roadways, exceeding physical capacity limitations. Around 1990, road transportation professionals recognized the emergence of affordable information, computing, and sensor technologies and began to apply them to traffic and road management. Thus was born the intelligent transportation system (ITS). Starting in the late 1990s, ITS systems were developed and deployed, providing transportation authorities with vastly increased information on real-time road network conditions, which they in turn provided to the public through Web sites and other means. In developed countries, travelers today have access to signifi- cant amounts of information about travel conditions, whether they are driving their own vehicle or riding on public transit systems. Further, ITSs have greatly enhanced the ability of authorities to respond to crashes or other incidents on the road, so that delays are minimized. Since one minute of lane blockage typically translates to 10 minutes of congestion, the benefits of such efficiencies are clear. Regarding safety, both government researchers and engineers within automo - tive industry laboratories have been developing technology to help drivers avoid crashes. In Japan, a significant amount of work actually occurred in the 1980s, with initial systems introduced in that market, but the costs and capabilities of the tech - nology limited the extent of these systems. Research and development (R&D) accel - erated in the early 1990s via government-industry partnerships—in Europe, the Prometheus program was initiated, producing initial prototypes for many types of functions, including lane monitoring, electronic copilots, and autonomous vehicles [5,6]; the Japanese initiated the advanced safety vehicle program to develop advanced crash avoidance technologies; and in the United States, both crash avoid - ance research and the National Automated Highway System Consortium (NAHSC) programs were initiated [7]. Beginning in the latter half of that decade, systems introduced to the market in all three regions were, to some degree, the fruits of these research programs. Called advanced driver assistance systems (ADAS), product 2 Introduction introductions continue and R&D is in full swing for even more advanced systems. The net result is that we are beginning to see systems within cars, buses, and trucks that are capable of sensing dangerous situations and responding appropriately in circumstances where the driver is not. Intelligent vehicles are a reality, and they will steadily become a welcome part of the central fabric of society in coming years. Further, the advent of cooperative systems—in which vehicles exchange information with one another and roadside systems—will open the way toward smoother and more efficient traffic flows, as the human inefficiencies noted above are gradually replaced by machine sensing and control. On the scale of several decades, in fact, most automotive technology profession - als agree that this technology will progress to the point that self-driving vehicles, robust in handling a wide variety of traffic conditions, will be available. Various forms of automated vehicles have been successfully prototyped and demonstrated in Europe, Japan, and the United States, and fully automated bus transit systems are now in operation within special facilities. Automated cars may not be coming soon to a showroom near you, but they are on the far horizon. At the same time, however, it must be acknowledged that computers are not the ultimate saviors of humanity in any domain, and certainly not on the roadway. The significance of technology’s role lies in its ability to complement human intelligence. Essentially, driving a vehicle consists of four basic functions: monitoring, perception, judgment, and action. Electronic sensing and computing is superb in monitoring, as 360-degree coverage is possible and attention never wavers. Perceiving the important dynamics within a traffic situation and judging the best response is classically a human strength, although machine perception is steadily making strides—in fact, this is a core pacing factor in intelligent vehicle (IV) product introductions. Last, for actuation of vehicle functions such as braking, computer-controlled subsystems can respond in a small fraction of the time a human would require. So, the ideal IV system appropriately allocates functionality between the driver and the supporting technology. 1.2 Definition of Intelligent Vehicles Because the term “Intelligent Vehicles” is somewhat generic, a definition is in order for the purposes of this book. Simply put, IV systems sense the driving environment and provide information or vehicle control to assist the driver in optimal vehicle operation. IV systems operate at the tactical level of driving (throttle, brakes, steer - ing) as contrasted with strategic decisions such as route choice, which might be sup - ported by an on-board navigation system. IV systems are seen as a next generation beyond current active safety systems, which provide relatively basic control assist but do not sense the environment or assess risk. Antilock braking systems, traction control, and electronic stability con - trol are examples of such systems. 1.3 Overview of Chapters Intelligent Vehicle Technology and Trends is intended to provide an overview of developments in the IV domain for engineers, researchers, government officials, and 1.2 Definition of Intelligent Vehicles 3 others interested in this technology. Readers will gain a broad perspective as to the overall set of activities and research goals; the key actors worldwide; the functional - ity of IV systems and their underlying technology; the market introductions and deployment prospects; the user, customer, and societal issues; and the author’s prog - nosis for the future rollout of products and integrated vehicle-highway systems. The book opens with “big picture” considerations, introduces the major players in the IV domain, and then addresses key functional areas in-depth. The latter por - tion of the book is devoted to addressing some nontechnical issues, and a view toward the future is offered in conclusion. The chapters are summarized as follows: • Chapter 2 reviews government safety goals and takes a look at long-term visions that have been developed by researchers and government agencies in the Asia-Pacific region, Europe, and the United States. • Chapter 3 reviews the key IV application areas of convenience, safety, produc - tivity, and traffic assistance. • Chapter 4 examines major government IV R&D programs and strategies. Government-sponsored programs in the Asia-Pacific region, Europe (pan-European and national), and the United States (federal and state) are discussed. • Chapter 5 examines the stance of the vehicle industry with respect to IV sys- tems. The philosophies and key priorities of both vehicle manufacturers and major suppliers are discussed to provide both a “reality check” and a context for following chapters. • In the first of five chapters examining functional areas, Chapter 6 focuses on lateral/side sensing and control systems. These are systems that assist drivers in steering and monitoring the areas to the side of the vehicle. Examples are lane departure warning systems, “blind spot” monitoring, and roll stability. Each system type is described, followed by a discussion of market aspects and reviews of ongoing R&D. This format is followed for each of the functional area chapters. • Chapter 7 focuses on longitudinal sensing and control systems. These systems assist drivers in longitudinal control and speed-keeping. Examples are adap - tive cruise control, forward collision warning, and pedestrian detection and avoidance. • Chapter 8 addresses integrated systems, the next logical step beyond stand-alone lateral or longitudinal systems. These are more comprehensive systems that assist drivers in both longitudinal and lateral aspects. Examples are omnidirectional sensing and lane change assistance. • Chapter 9 extends the system concept to cooperative vehicle-highway systems (CVHS). The ability of vehicles and the roadway to work together as a system offers opportunities for enhanced performance. CVHS can make safety sys - tems more effective and will act as a key enabler for traffic-enhancing IV sys - tems. Major CVHS application areas are described, including intersection collision countermeasures, intelligent speed adaptation, and traffic perfor - mance enhancement. As CVHS relies on vehicles communicating with the 4 Introduction roadside and each other, relevant communications issues are discussed. The chapter also speaks to business case issues and deployment initiatives, includ - ing the major new initiative in the United States called Vehicle Infrastructure Integration. • Fully automated road vehicles, a dream long-held by futurists, are the focus of Chapter 10. Many average drivers as well have wondered how long it would take for technology to advance sufficiently such that their car takes over driv - ing on those long, boring stretches of road. This chapter describes the major research areas in autonomous driving and particular areas of focus. Examples include cybercars, low-speed automation, truck automation, and military unmanned urban vehicles. Potential deployment paths are reviewed as well. • Chapter 11 speaks to floating car data (FCD) systems, a relatively near-term IV application that can extend the “information horizon” for both drivers and automatic crash avoidance systems. FCD systems use wireless communica - tions techniques to collect data relevant to traffic, weather, and safety from individual vehicles (probes) and then assimilates that data and distributes it to travelers, other vehicles, and road authorities. Relevant projects and their status are discussed. • A review of IV systems would be incomplete without examining the interac- tion of drivers with IV technology. Chapter 12 addresses IVs as human-cen- tered systems. This is an intentionally brief overview of the human factors that arise with IV systems and how they are being addressed. The full range of the human aspects of IV systems involves in-depth expertise and complex ques- tions that are beyond the scope of this book. Instead, the intent is simply to introduce the reader to the issues. • Chapter 13 moves beyond the technology to examine challenges in product introduction. IV system design must be responsive to customer and societal issues to be successful in a market-driven arena. This chapter deals with nontechnical issues that affect market penetration, such as public perception, regulatory, and legal issues. Development of a code of practice for design and testing of IV systems, as well as relevant standards activity, are discussed as well. • Chapter 14 looks forward to identify enabling technologies important to future progress. The author also takes the bold (and possibly foolhardy!) step of speaking to future trends and estimating product introduction timelines. • For those still with us after 14 chapters of “IV-dom,” Chapter 15 offers a brief synthesis of the overall IV domain and some observations on the part of the author. Intelligent Vehicle Technology and Trends endeavors to provide a thorough treatment of the topic, yet it is not intended to be completely comprehensive. The book is intended to provide perspective and, for readers new to the field, to provide a “jumping-off point” for deeper investigations. Projects described are illustrative, and, regrettably, many worthy projects could not be included due to space limita - tions. Further, it is not the intent of this book to offer significant depth as to the 1.3 Overview of Chapters 5 sensor technologies, subsystem designs, and processing algorithms—for this level of detail, the reader is referred to the voluminous technical literature available from a variety of sources. The obvious must be stated, as well. Significant private R&D to develop future products is under way within automotive industry laboratories; while general infor - mation is available on some activities, large portions are kept confidential for com - petitive purposes. Nevertheless, I believe this book presents a reasonably accurate picture of industry activity. Many references refer to articles on http://www.IVsource.net, which is an infor - mational Web site I publish. Videos of many of the systems and technologies in oper - ation are available for download at the site, as well as additional supporting information. References [1] 2003 Early Assessment Estimates of Motor Vehicle Crashes, National Center for Statistics and Analysis, U.S. National Highway Traffic Safety Administration, May 2004. [2] “Statement by Prime Minister Junichiro Koizumi (Central Traffic Safety Policy Council chairman) on Achieving a Reduction to Half the Number of Annual Traffic Accident Fatali- ties,” Japanese government, January 2, 2003. [3] United Nations Stakeholder Forum on Global Road Safety, April 15, 2004, http://www. globalroadsafety.org. [4] “Economic Impact of U.S. Motor Vehicle Crashes Reaches $230.6 Billion New NHTSA Study Shows,” NHTSA Press Release 38-02, May 9, 2002. [5] Antonello, P. C., et al., “Road Lane Monitoring Using Artificial Vision Techniques,” Pro- ceedings of the 3rd International Conference on Vehicle Comfort and Ergonomics, Bolo- gna, Italy, 29–31 March 1995. [6] Hassoun, M., et al., Towards Safe Driving in Traffic Situations by Using an Electronic Co-Pilot, LIFIA-INRIA Rhone-Alpes, 1993. [7] “Demo ’97: Proving AHS Works,” Public Roads, Volume 61, No. 1, July/August 1997. 6 Introduction CHAPTER 2 Goals and Visions for the Future As noted in Chapter 1, the early portion of Intelligent Vehicle Technology and Trends is intended to provide a “big picture” view before going deeply into the func - tional areas. Therefore, this chapter provides an overview of safety goals and long-term visions for the road transportation network in which IVs are expected to play a pivotal role. This information serves to frame the problem space and provide a sense as to how the solution space may evolve. With over one million people killed worldwide in traffic accidents each year, road safety is an ever-present concern on the part of governments and interna - tional organizations. Curiously, though, the level of concern (and funding) has historically been modest at best. I offer two reasons for this conundrum. First, although it is politically correct to emphasize road safety, in practical terms it tends to get overshadowed by more politically volatile issues. Second, the public seems to accept, at least to some degree, that road fatalities are a necessary price to pay for a highly mobile society. In fact, as a review of the newspapers will attest, public outcry focuses more on traffic congestion than road safety, particularly at the local level. Nevertheless, even modest attention at a national level translates into major programs. In the last two decades in particular, substantial road safety and traffic programs have made for better road design and vastly improved crashworthiness and occupant protection in automobiles. Even more promising is the recent trend to bring a fresh emphasis on preventing road fatalities, and crashes in general, which has taken hold in the industrialized nations. High-level working groups are active in Europe, significant government research investments are occurring worldwide, and bold goals have been pro - nounced by all. As one indication of this heightened attention, the World Health Organization (WHO) devoted the 2004 World Health Day specifically to road safety—the first time in WHO history. IVs play a key role in achieving these goals. As Dr. Jeffrey Runge, National Highway Traffic Safety Administrator within the U.S. Department of Transporta - tion (DOT) said in 2003, “crash avoidance is ‘fertile ground’ for reaching these goals, as the ‘easy gains’ have already been made in traditional safety areas such as seat belt usage and prevention of impaired driving during the last 20 years.” [1] Beyond safety, the need to improve mobility remains a vital societal need. Yet, many pronouncements lament that road congestion is an unavoidable fact of life. This may be true to some degree, but there is reason for hope. The promise of IVs is to provide a degree of driving efficiency so that roads can better handle the travel demand placed upon them. IVs, working in conjunction with traveler information 7 systems and market-based road pricing approaches, can potentially form a vastly improved milieu. Although not the topic of this book, another primary technology focus for advanced vehicles is in the area of fuel consumption and emissions. Driving is seen as bad for society when fossil fuel is burned and emissions are produced, yet road travel is essential to the quality of life for millions of people and a fundamental part of their economic life. Fundamentally, it seems that society wants the option to drive in an unimpeded manner without destroying the Earth’s future. Most would say this combination is not possible (i.e., one must choose between mobility or the environment). However, a daring alternative is the concept of green mobility—high-quality lifestyles based on ease of movement and environmental sustainability. Fortunately, as fuel cell technology surges forward, the environmental aspect may indeed be solved over time. Moreover, as noted above, IVs can make a major contribution to mobility. In this vein, the following sections provide a review of IV-oriented goals and visions. This information will provide a context for the reader as to the increased importance placed on these topics by governments and international organiza - tions. A variety of views toward safer, more connected, and more efficient travel is offered. 2.1 Government Safety Goals A sampling of road safety goals worldwide follows. Not all developed countries are listed, as defining quantitative goals is not a universal strategy. Further, some coun- tries are more active in publicizing their goals than others. As can be seen from this brief review (summarized in Table 2.1), some are much more specific than others, and different measures are used. The degree to which specific and measurable goals are published tracks more or less directly with investments in IV safety systems R&D, as will be seen in Chapter 4. 2.1.1 Asia-Pacific Region Australia A national road safety strategy for 2001–2010 and corresponding action plans were adopted by the Australian Transport Council in 2000 [2]. The council comprises federal, state, and territory ministers with transport responsibility. The target of the strategy is to reduce the annual number of road fatalities per 100,000 population by 40%, from 9.3 in 1999 to no more than 5.6 in 2010. The council estimates that achieving this target will save an estimated 3,500 lives by 2010 and reduce the annual road toll in 2010 by approximately 700. Active safety systems are seen as one of several components in achieving these reductions, with their role expected to be modest in the current period and becoming more significant after 2010. Japan In 2003, the Japanese prime minister announced an objective to cut the number of traffic accident fatalities in half within 10 years, enabling Japan to become the safest nation in the world in terms of road traffic [3]. A focused approach to addressing elderly drivers was mentioned as a key component of 8 Goals and Visions for the Future 2.1 Government Safety Goals 9 Table 2.1 Road Safety Goals—National and Regional Road Safety Goals—National and Regional 2007–2008 2010 2013 2015 Long-term Asia-Pacific Australia 40% reduction in fatalities Japan 15% reduction in crashes 50% reduction in fatalities 50% reduction in all crashes Europe European Commission 50% reduction in fatalities ERTICO 20% of new cars equipped with ADAS Netherlands 10% reduction in fatalities 40% reduction in fatalities by 2020 Sweden 50% reduction in fatalities compared to 1996 (2007) No road fatalities United Kingdom 40% reduction in fatalities and serious injuries (for nonmotorways) 10% reduction in minor injuries (all roads) 50% reduction in fatalities/serious injuries of children (all roads) North America United States Reduce crashes per 100M vehicle miles from the current 1.51 to 1.0 (2008) Deployment of intersection collision avoidance systems (ICA) at 15% of the most hazardous signalized intersections nationally Reduce large-truck related fatality rate 1.65 per million truck miles (2008) In-vehicle ICA support in 50% of the vehicle fleet reaching this goal, given the aging society in Japan. The Japanese government further set the goal of implementing advanced cruise-assist highway systems (AHSs) to address 75% of crashes. From AHS introduction, the goal is to reduce the number of crashes by 15% by 2010 in high crash locations. The long-term aim is to reduce all traffic crashes by half. To this end, the Japanese Ministry of Land, Infrastructure and Transport (MLIT) is overseeing the building of a strategic monitoring system and implementa - tion of measurable goals to determine the step-by-step progress toward the national goals. Crash rates, as well as time lost and financial impacts resulting from conges - tion, are being monitored. A major initiative called Smartway is under way for research and implementation of safety and road efficiency measures, including the work of the AHS Research Association (AHSRA) and the advanced safety vehicle (ASV) program. See Chapters 4 and 9 for more information on these activities. 2.1.2 Europe Pan-European As noted in the introduction, a significant new level of attention to road safety has emerged in recent years. This is particularly true in Europe. Within the context of the European Road Safety Action Program (RSAP), the European Commission (EC) has set a goal of reducing road fatalities by 50% by 2010 [4]. Further, ERTICO, the ITS industry association for Europe, echoes the EC goals and has set a goal of 20% of new cars equipped with some form of driver assistance system by 2010 [5]. Netherlands From the current level of just over 1,000 deaths annually, the Dutch government aims to reduce traffic fatalities by 10% (to 900) by 2010. The goal is to reach a level of 640 or fewer fatalities by 2020. Sweden Sweden instituted the Vision Zero initiative regarding traffic deaths in 1995; this program is further described in Section 2.2. Quantatively, the nation’s goal is to reduce fatalities by 50%, compared to 1996, by 2007 [6]. United Kingdom Based on average crash figures for the period 1994–1998, the U.K. Department for Transport has set safety targets for 2010 as follows [7]: • A 40% reduction in the number killed and seriously injured (for nonmotorways); • A 10% reduction in slight casualties (both motorways and nonmotorways); • A 50% reduction in the number of children killed or seriously injured (all roads). 2.1.3 North America United States [8] The overall U.S. DOT goal is to reduce crashes per 100 million vehicle miles from the current 1.51 to 1.0 by 2008. Within the U.S. DOT, the Federal Highway Administration has set a target of 2,292 fewer road departure crashes, 860 fewer fatalities at intersections, and 465 fewer pedestrian deaths by this date. Also, the Federal Motor Carrier Safety Administration aims to reduce the large truck–related fatality rate from 2.8 per million truck miles (1996) to 1.65 by 2008. 10 Goals and Visions for the Future The U.S. DOT has also set goals with regard to the deployment of cooperative intersection collision avoidance systems (CICAS) [10]. (See Chapter 9 for a full description of ICA approaches.) The goals call for the deployment of ICA systems at 15% of the most hazardous signalized intersections nationally, with in-vehicle sup - port in 50% of the vehicle fleet by 2015. Government data from 2003 provides a context for these goals. A total of 43,220 fatalities occurred as Americans drove 2.88 billion miles. Both the death rate and the mileage were up by an almost identical degree (just under 1%) from the pre - vious year. This translates to an overall road fatality rate of 1.5 per 100 million miles. During this time, 217 million vehicles were operating on U.S. roads. It is use - ful to note that, of the fatalities, approximately 40% were alcohol-related and 43% occurred to unbelted occupants—situations where travelers increased personal risk significantly due to their own careless choices. Due to vehicle crashworthiness and collision mitigation features such as airbags, fatality rates have tended to level off in recent years. A more complete pic - ture is gained by looking at all crashes, rather than just fatalities. In 2003, over 6 million nonfatality police-reported crashes occurred in the United States. This is the domain in which IV safety systems can have their greatest impact. Similar data for 2001 is shown in Figure 2.1. 2.2 Visions for the Future How do we achieve these safety goals? What are broader visions for the entire road transport network? The following sections describe some visions being promoted by research institutes and governments worldwide, beginning with safety-focused visions and then expanding into more holistic visions. 2.2 Visions for the Future 11 > 10,000,000 crashes 4,282,000 Property damage only 2,003,000 Injury crashes 37,795 6,800,000 Police reported crashes Fatal crashes Figure 2.1 U.S. crash data for 2001. (Source: U.S. DOT.) [...]... 2 010 through 20 20, creating the opportunity for intelligent road -vehicle interaction 18 Goals and Visions for the Future Effect of traffic management Phases of growth Vehicle- vehicle interaction Self-regulation Interaction Integration and coordination Road -vehicle interaction Road -vehicle information Roadside traffic management Management Popularization In -vehicle traffic management Initiation 20 20... function 2. 2 Visions for the Future 19 Target 1 Current maps 2D geometry/decametric resolution Detection/perception Autonomous systems Short-distance One lane Communication Vehicle/ vehicle− Specific alerts Figure 2. 7 French ARCOS target 1 (Source: LIVIC.) Target 2 (Figure 2. 8) increases the sensing perimeter and introduces vehicle- highway cooperation Here, digital maps are at the submetric level, vehicles... safer vehicle design in terms of crashworthiness and occupant protection The continued development of IV safety systems by domestic car manufacturers Saab and Volvo is also supported 2. 2.3 ITS America’s Zero Fatalities Vision [ 12 ] The Intelligent Transportation Society of America (ITS America) was established in 19 91 to coordinate the development and deployment of ITS in the United States A 14 Goals and. .. sector, etc.) 16 Goals and Visions for the Future 2. 2 Visions for the Future 17 Effect of traffic management Phase of growth Integration and coordination Real-time coordination of measures Management Combination of measures Popularization Separate measures Initiation 20 00 Figure 2. 4 2 010 2 015 Evolution of roadside traffic management (Source: TNO.) Investment (costs) Phases of growth Integration and coordination... each 2. 2.5 The Netherlands Organization for Scientific Research (TNO) [15 ] TNO is a central figure in developing practical short- and long-term implementations of cooperative vehicle- highway systems TNO experts see separate road and vehicle developments gradually integrating, moving first to a coordination phase and then to full road -vehicle interaction This progression is shown in Figures 2. 4 2. 6 In... growth Integration and coordination Road -vehicle interaction possible ADA Management Popularization Initiation Current situation → separate instruments and 5 km of copper wire in vehicles Car radio, car phone, motor management system, ABS ……………… Figure 2. 5 Car area networks, component-based design 20 02 2 010 20 20 Evolution of the IV (Source: TNO.) In Figure 2. 4, the evolution of roadside traffic management... (sensing, processing, and provision) Advanced messaging support safe driving Next generation DRMs (detailed, accurate, and dynamic) Messaging VICS Data transfer Car navigation system Internet access etc Vehicle identification Read/write of IC cards Toll and payment 20 05 Figure 2. 2 Japanese Smartway evolution (Source: NILIM.) AHSs Figure 2. 3 GPS Vehicle- to -vehicle communication (future) Use of vehicle information... were to be detected Road -vehicle interaction of this type would culminate around 20 20, at which time vehicle- vehicle interactions would come into play, such as cooperative adaptive cruise control 2. 2.6 France [16 ] A more detailed vision of an intelligent road -vehicle future has been developed by French researchers within their ARCOS program (described further in Chapters 4 and 9) They have defined... cameras (visible light and infrared), in -vehicle radar systems, digital maps, GNSS satellites for location information, vehicle- infrastructure communication, information from other vehicles and the like The information collected by these sensors is verified by the in -vehicle control unit, integrated, analyzed and processed, and presented to the driver 2. 2 Visions for the Future 13 The driver is aware... begin in 20 06, with full deployment in vehicles by 20 08 Figure 2. 2 sums up the following progression A comprehensive picture of the services to be provided is shown in Figure 2. 3 Road -vehicle communications will be key to providing critical safety information to vehicles, as well as private-sector information services Road management is enhanced by data coming from vehicles These services and enabling . of 8 Goals and Visions for the Future 2 .1 Government Safety Goals 9 Table 2 .1 Road Safety Goals—National and Regional Road Safety Goals—National and Regional 20 07 20 08 2 010 2 013 2 015 Long-term Asia-Pacific Australia. Roads, Volume 61, No. 1, July/August 19 97. 6 Introduction CHAPTER 2 Goals and Visions for the Future As noted in Chapter 1, the early portion of Intelligent Vehicle Technology and Trends is intended. Chapter 4. 2 .1. 1 Asia-Pacific Region Australia A national road safety strategy for 20 01 2 010 and corresponding action plans were adopted by the Australian Transport Council in 20 00 [2] . The council comprises