Social aspect of anthropogenic adaptation to autonomous vehicles

Abstract

For the last 15 years, the assessment of consumer properties of products at the automobile market has been considering multimedia system specifics instead of dynamic properties or design safety. Is this new global trend anomalous or is this another step towards autonomous control? To answer this question, the authors analyzed the evolutionary development of automobile control systems where adaptation, automation and synthesis were defined as three primary trends. The authors determined several stages of technical and man-made adaptation. Some associated issues are formulated, in particular, an inverse effect of implementing vehicles with automatic control.

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Transportation Research Procedia 36 (2018) 480–486
2352-1465  2018 The Authors. Published by Elsevier B.V.
This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
Peer-review under responsibility of the scientific committee of the Thirteenth International Conference on Organization and Traffic Safety
Management in Large Cities (SPbOTSIC 2018).
10.1016/j.trpro.2018.12.132
www.elsevier.com/locate/procedia
10.1016/j.trpro.2018.12.132 2352-1465
© 2018 The Authors. Published by Elsevier B.V.
This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
Peer-review under responsibility of the scientic committee of the Thirteenth International Conference on Organization and
Trafc Safety Management in Large Cities (SPbOTSIC 2018).
Available online at
www.sciencedirect.com
ScienceDirect
Transportation Research Procedia
2352-1465© 2018 The Authors. Published by Elsevier B.V.
This is an open access article under the CC BY-NC-ND license (
https://creativecommons.org/licenses/by
re
sponsibility of the scientific committee of the Thirteenth International Con ference on Organization and Traffic Safety Manage
Large Cities (SPbOTSIC 2018).
Thirteenth International Conference on Organization and Traffic Safety Management in
Large Cities (SPbOTSIC 2018)
Social aspect of anthropogenic adaptation to autonomous vehicles
Mikhail Malinovsky*,
Andrey Vorobyev
Moscow Automobile and Road Construction State
Technical University (MADI), 64
Abstract
For the last 15 years, the assessment of consumer properties of products at th
multimedia system specifics instead of dynamic properties or design safety. Is this new global trend anomalous or is this ano
step towards autonomous control? To answer this question, the authors analyzed the ev
control systems where adaptation, automation and synthesis were defined as three primary trends. The authors determined sever
stages of technical and man-
made adaptation. Some associated issues are formulated, in part
implementing vehicles with automatic control.
©2018 The Authors. Published by Elsevier B.V.
This is an open access article under the CC BY-NC-
ND license
Peer-
review under responsibility of the scientific committee of the Thirteenth International Conference on Organization and
Traffic Safety Management in Large Cities (SPbOTSIC 2018)
Keywords:evolution
of control systems; autonomous control; adaptation; synthesis; intelligent transport
environment system.
1. Introduction
In 2015–
2016, a boom took place in the automobile society. Optimists claimed that we would soon have an
autonomous taxi and then we would all have automatic vehicle control. Today, we keep hearing opinions of sober
minded specialists in various areas who e
xplain amateurs why we are still far from it.
Major problems that impede implementing autonomous control are presented in Figure 1
* Corresponding author. Tel.: +0-000-000-0000 ; fax: +0-000-
000
E-mail: ntbmadi@gmail.com
www.sciencedirect.com
ScienceDirect
Transportation Research Procedia
00 (2018) 000–000
www.elsevier.com/locate/procedia
https://creativecommons.org/licenses/by
-nc-nd/4.0/)Peer-review under
sponsibility of the scientific committee of the Thirteenth International Con ference on Organization and Traffic Safety Manage
ment in
Thirteenth International Conference on Organization and Traffic Safety Management in
Large Cities (SPbOTSIC 2018)
Social aspect of anthropogenic adaptation to autonomous vehicles
Andrey Vorobyev
, Sergey Pakhomov
Technical University (MADI), 64
Leningradskiy Prosp., Moscow, 125319, Russia
For the last 15 years, the assessment of consumer properties of products at the automobile market has been considering
multimedia system specifics instead of dynamic properties or design safety. Is this new global trend anomalous or is this another
step towards autonomous control? To answer this question, the authors analyzed the evolutionary development of automobile
control systems where adaptation, automation and synthesis were defined as three primary trends. The authors determined sever
made adaptation. Some associated issues are formulated, in particular, an inverse effect of
ND license
(https://creativecommons.org/licenses/by-nc-nd/4.0/)
review under responsibility of the scientific committee of the Thirteenth International Conference on Organization and
Traffic Safety Management in Large Cities (SPbOTSIC 2018)
.
of control systems; autonomous control; adaptation; synthesis; intelligent transport
ation systems; driver–vehicle–
road
2016, a boom took place in the automobile society. Optimists claimed that we would soon have an
autonomous taxi and then we would all have automatic vehicle control. Today, we keep hearing opinions of sober
xplain amateurs why we are still far from it.
Major problems that impede implementing autonomous control are presented in Figure 1
.
000
-0000 .
www.elsevier.com/locate/procedia
Social aspect of anthropogenic adaptation to autonomous vehicles
e automobile market has been considering
ther
olutionary development of automobile
control systems where adaptation, automation and synthesis were defined as three primary trends. The authors determined sever
al
icular, an inverse effect of
review under responsibility of the scientific committee of the Thirteenth International Conference on Organization and
road
–
2016, a boom took place in the automobile society. Optimists claimed that we would soon have an
autonomous taxi and then we would all have automatic vehicle control. Today, we keep hearing opinions of sober
-
Available online at
www.sciencedirect.com
ScienceDirect
Transportation Research Procedia
2352-1465© 2018 The Authors. Published by Elsevier B.V.
This is an open access article under the CC BY-NC-ND license (
https://creativecommons.org/licenses/by
re
sponsibility of the scientific committee of the Thirteenth International Con ference on Organization and Traffic Safety Manage
Large Cities (SPbOTSIC 2018).
Thirteenth International Conference on Organization and Traffic Safety Management in
Large Cities (SPbOTSIC 2018)
Social aspect of anthropogenic adaptation to autonomous vehicles
Mikhail Malinovsky*,
Andrey Vorobyev
Moscow Automobile and Road Construction State
Technical University (MADI), 64
Abstract
For the last 15 years, the assessment of consumer properties of products at th
multimedia system specifics instead of dynamic properties or design safety. Is this new global trend anomalous or is this ano
step towards autonomous control? To answer this question, the authors analyzed the ev
control systems where adaptation, automation and synthesis were defined as three primary trends. The authors determined sever
stages of technical and man-
made adaptation. Some associated issues are formulated, in part
implementing vehicles with automatic control.
©2018 The Authors. Published by Elsevier B.V.
This is an open access article under the CC BY-NC-
ND license
Peer-
review under responsibility of the scientific committee of the Thirteenth International Conference on Organization and
Traffic Safety Management in Large Cities (SPbOTSIC 2018)
Keywords:evolution
of control systems; autonomous control; adaptation; synthesis; intelligent transport
environment system.
1. Introduction
In 2015–
2016, a boom took place in the automobile society. Optimists claimed that we would soon have an
autonomous taxi and then we would all have automatic vehicle control. Today, we keep hearing opinions of sober
minded specialists in various areas who e
xplain amateurs why we are still far from it.
Major problems that impede implementing autonomous control are presented in Figure 1
* Corresponding author. Tel.: +0-000-000-0000 ; fax: +0-000-
000
E-mail: ntbmadi@gmail.com
www.sciencedirect.com
ScienceDirect
Transportation Research Procedia
00 (2018) 000–000
www.elsevier.com/locate/procedia
https://creativecommons.org/licenses/by
-nc-nd/4.0/)Peer-review under
sponsibility of the scientific committee of the Thirteenth International Con ference on Organization and Traffic Safety Manage
ment in
Thirteenth International Conference on Organization and Traffic Safety Management in
Large Cities (SPbOTSIC 2018)
Social aspect of anthropogenic adaptation to autonomous vehicles
Andrey Vorobyev
, Sergey Pakhomov
Technical University (MADI), 64
Leningradskiy Prosp., Moscow, 125319, Russia
For the last 15 years, the assessment of consumer properties of products at the automobile market has been considering
multimedia system specifics instead of dynamic properties or design safety. Is this new global trend anomalous or is this another
step towards autonomous control? To answer this question, the authors analyzed the evolutionary development of automobile
control systems where adaptation, automation and synthesis were defined as three primary trends. The authors determined sever
made adaptation. Some associated issues are formulated, in particular, an inverse effect of
ND license
(https://creativecommons.org/licenses/by-nc-nd/4.0/)
review under responsibility of the scientific committee of the Thirteenth International Conference on Organization and
Traffic Safety Management in Large Cities (SPbOTSIC 2018)
.
of control systems; autonomous control; adaptation; synthesis; intelligent transport
ation systems; driver–vehicle–
road
2016, a boom took place in the automobile society. Optimists claimed that we would soon have an
autonomous taxi and then we would all have automatic vehicle control. Today, we keep hearing opinions of sober
xplain amateurs why we are still far from it.
Major problems that impede implementing autonomous control are presented in Figure 1
.
000
-0000 .
www.elsevier.com/locate/procedia
Social aspect of anthropogenic adaptation to autonomous vehicles
e automobile market has been considering
ther
olutionary development of automobile
control systems where adaptation, automation and synthesis were defined as three primary trends. The authors determined sever
al
icular, an inverse effect of
review under responsibility of the scientific committee of the Thirteenth International Conference on Organization and
road
–
2016, a boom took place in the automobile society. Optimists claimed that we would soon have an
autonomous taxi and then we would all have automatic vehicle control. Today, we keep hearing opinions of sober
-

Mikhail Malinovsky et al. / Transportation Research Procedia 36 (2018) 480–486 481
2 Mikhail Malinovsky, Andrey Vorobyev/ Transportation Research Procedia 00 (2018) 000–000
Fig. 1. Problems of implementing autonomous control.
There are three trends in the evolution of vehicle control systems:
1. Adaptation.
2. Automation.
3. Synthesis.
Historically, they occurred in this precise order.
Two adaptation trends can be distinguished:
1. Technical.
2. Anthropogenic.
Anthropogenic adaptation includes legal and social aspects.
Technical adaptation was the primary reason for new systems and devices to occur in vehicles. As soon as by the
1930s the modern design of vehicles had been formed, a desire was there to simplify the control process and
facilitate the driver's work, which can be achieved in engineering through automation. Implementing microprocessor
technologies in the 1970s promoted the development of active safety systems which further evolved through
synthesis.
Occurrence of vehicles late in the 19th century required the legal system to respond with a code of laws, standards
and rules regulating all related processes — manufacturing, maintenance, repair, inspection, driving on public roads,
etc. Implementation of autonomous control requires thorough revision of all international legal acts and this process
is already underway. Such organizations as the United Nations Economic Commission for Europe, European
Committee for Standardization (CEN), International Organization for Standardization (ISO), European
Telecommunications Standards Institute (ETSI), Institute of Electrical and Electronics Engineers (IEEE), as well as
such national technical committees as TK 57 established at the premises of the Moscow Automobile and Road
Construction State Technical University (MADI), are involved in this process.

482 Mikhail Malinovsky et al. / Transportation Research Procedia 36 (2018) 480–486
Mikhail Malinovsky, Andrey Vorobyev/ Transportation Research Procedia 00 (2018) 000–000 3
2. Anthropogenic adaptation to vehicles
In 130 years of history, several stages of development in vehicle/driver relations can be distinguished.
1. The first automobiles of the 19th century required having a unique set of knowledge as those vehicles could be
controlled only by those who designed them, constantly seeking for elegant engineering solutions. Not only
mechanisms, but also controls were not unified among different models.
The first half of the 20th century was characterized by a more complicated design. Only rather well-off people or
state structures, including the army, could afford owning a vehicle; therefore, a category of such professionals as
driver mechanics was formed, who not only controlled cars but also could fix their malfunctions on the road.
3. In the middle of the 20th century, vehicles became more widely spread (at a different pace in different
countries), and controls simplified which was promoted by an invention of a hydraulic and pneumatic braking drive
with a single-pedal control, an automated and automatic transmission, and a steering hydraulic booster (Gorobtsov et
al., 2017; Maksimychev et al.,2016; Ostroukh et al., 2016). It became obvious that it was much simpler and less
costly to have a courier mastering driving a vehicle than provide a driver mechanic for each courier. The mechanic
and driver jobs got split since it was impossible to teach couriers to repair the equipment that grew more
complicated. It is only the army where driver mechanics are still present.
4. Implementing active safety systems (the first one to be an anti-lock braking system in 1978 (Ivanov et al.,
2017)) increased safety of driving, but also provoked an increased number of driver mistakes and efforts to
overshoot the limit of system actuation. If road accidents had been previously associated with complex controls, now
they were caused by insufficient driver skills, since it became simpler to control vehicles: this is an inverse effect of
implementing active safety systems.
5. The beginning of the 21st century saw a breakthrough in the areas of computer technologies and mobile
communications. Almost everyone gained an access to a pocket-size gadget having computer capabilities. The
popularity of gadgets (at least, in developed and developing countries) shadowed television, Beatlemania, and even
drug addiction, alcoholism, and smoking. The automobile market capitalized on the trend and now almost every
driver is occupied with a mobile or vehicle-integrated gadget instead of staying focused on driving (both in traffic
jams and while driving). The denser is the flow and the longer is the red interval of traffic lights, the keener drivers
are occupied with their gadgets. As a consequence, the response time to the green light grows longer, the street-and-
road network traffic capacity decreases, and the number of small accidents increases due to the lack of attention. The
theories of flow movements and traffic signalization developed by Babkov, Silyanov, Kremenets and others did not
take this factor into account (Chubukov et al., 2017a; Kotov and Pospelov, 2017).
6. The second decade of the 21st century became pivotal in the area of intelligent transportation systems (ITS): the
first real models appeared, which brought about the approach to vehicles to a new level (Vlasov et al., 2017;
Zhankaziev, 2017; Zhankaziev et al., 2017a, 2017b). First of all, this allowed implementing automated systems of
vehicle renting, so called car-sharing, which is understood as something similar to internet-cafés. Modern models of
sustainable urban development suggest drifting from individual vehicles towards collective ones through, for
instance, setting up automobile clubs (Akimov et al., 2017; Donchenko et al., 2016; May et al., 2010; Trofimenko et
al., 2017). Secondly, a specific potential barrier has been overcome that allowed implementing rather successful
projects in partial autonomous vehicle control for specific scenarios or traffic modes (parking, driving along a
highway or in a traffic jam, following a leader in the column) (Akimov et al., 2016; Shadrin and Ivanov, 2016a,
2016b; Shadrin et al., 2016, 2017).
3. Modern trends of ITS development
The revised ITS development concept is intended to reshape people's opinion of freight transportation
management in general and control over individual vehicles in particular (Figure 2).

Mikhail Malinovsky et al. / Transportation Research Procedia 36 (2018) 480–486 483
4 Mikhail Malinovsky, Andrey Vorobyev/ Transportation Research Procedia 00 (2018) 000–000
Fig. 2. General vector of ITS development.
At the current stage of development, the ITS consists of various subsystems (automated traffic management
systems, systems to monitor road and road infrastructure conditions, road-user information systems, active driver
assistance systems, etc.) operating in the autonomous mode and providing one-way communication between the
infrastructure and the vehicle. It is the main disadvantage of this stage. In other words, in the best-case scenario,
ITSs are forced to predict response, and in the worst-case scenario, they simply do not take it into account. This
disadvantage significantly limits ITS functions and does not allow using the entire potential of the street-and-road
network traffic capacity. It makes no sense to consider the level of individual ITS subsystems as they can be
observed in everyday life. However, the next levels of the ITS concept are of great interest. Currently, actives studies
are conducted and prototypes are tested in this field.
Design of cooperative intelligent transportation systems (C-ITS) represents an intermediate but undistinguished
stage of the ITS development. It mainly includes the development of various communication channels providing
feedback from the vehicle to the infrastructure as well as intervehicular communication. This can result in an
increase of the ITS efficiency and, consequently, in an increase of the road network use efficiency.
Full-scale implementation of such technologies imposes rather strict requirements to vehicle-borne equipment. At
the present time, C-ITS technologies are extensively tested. The following C-ITS prototypes can be provided as an
example:
 a vehicle weigh-in-motion subsystem;
 a road accident information subsystem;
 a subsystem of coordinated traffic lights control;
 a weather information system.

484 Mikhail Malinovsky et al. / Transportation Research Procedia 36 (2018) 480–486
Mikhail Malinovsky, Andrey Vorobyev/ Transportation Research Procedia 00 (2018) 000–000 5
With the use of the science and technology infrastructure of the Moscow Automobile and Road Construction
State Technical University (MADI), a Smart Road ITS pilot section was constructed. Here, C-ITS engineering
solutions are being developed and tested (Figure 3).
Fig. 3. Smart Road ITS.
It should be noted that it would be perfect for the ITS not only to analyze response to control actions and vehicle
behavior in the road network but to efficiently plan routes and manage traffic flows. This aspect led to the next stage
of ITS development: design and implementation of autonomous vehicles and coordinated autonomous vehicle
control. Within the framework of the concept described, an individual vehicle does not represent an independent
unit, i.e. movement is carried out in a single information field providing various interaction between vehicles, driver,
road infrastructure and other road users.
4. Social aspect of implementing autonomous vehicles
There are two approaches to driving:
1. Hedonistic.
2. Utilitarian.
Adepts of the first approach find it joyful to control a vehicle and they will hardly deprive themselves voluntarily
of the luxury. Some run to extremes buying a modern vehicle and illegally switching off active safety systems.
Transition of adepts of the hedonistic approach to autonomous control will require reshaping their mindset.
Most drivers are between two extremes using a combined approach: they like driving a vehicle on a highway, but
in a traffic jam they would prefer switching on the autonomous control mode. In long trips when fatigue is growing,
attention is declining and the accident probability increases, it is also practical to switch to autonomous control
(Malinovsky et al., 2017).
For those advocating the second approach, a vehicle is just a means to reach the destination. They are growing in
numbers: they sit at the wheel nuzzling into gadgets, paying little attention to the road. While it has been previously
believed that the reason behind this behavior is traffic jams where people have nothing to occupy themselves with,

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now it is getting clearer that the phenomenon is not that simple. These drivers do not try to perfect their driving skills
and are not very well aware of the road traffic regulations. In Russia, the average level of driver training has been
falling down, despite the driving education reform, but the major thing is that there is no desire to master the art of
driving.
People belonging to this category would prefer handing over control over the vehicle. And this has several
positive aspects. First of all, it would be safer for the wider public (Nikolaev et al., 2016a, 2016b, 2017; Chubukov et
al., 2017b). Secondly, it would improve the vehicle efficiency. Thirdly, this would decrease the negative
environmental impact.
Modern vehicles have become rather reliable and easy to operate. Young people’s attitude towards vehicles is not
the same as that of their fathers and grandfathers who spent hours and days in garages repairing cars. Thanks to the
fuel injection and automated engine control system, we have no fear of starting engines in winter at -25ºC
(Golubchik et al., 2016). A modern young man wants just to reach the destination instead of taking care of the
vehicle every day. The generation is growing up in whom authorities instill that a vehicle is just another gadget.
First of all, it is reasonable to apply autonomous control for the following categories of risk:
1. Taxi drivers. Earlier they were professional drivers who knew Moscow by heart. Now any amateur can become
a taxi driver who looks for new orders while driving, getting bearings using a smart phone navigator. According to
the mayor of Moscow, more than 60,000 taxis are registered in the city for 12,380,664 people at the population
density of 4,834.31 people/sq. m. For comparison: in Tokyo, there are only 50,000 taxis serving 13,735,582 citizens
at the density of 6,279.11 people/sq. km.
2. Car sharing. Vehicles of this service can be easily equipped with advanced active safety systems but operators
do not do it for money-saving purposes. The driving style of users is below average: first of all, there is no constant
practice; secondly, people driving these cars do not take care of borrowed vehicles. No one is testing the knowledge
of road traffic regulations before the trip. This also applies to bicycle sharing which has become very popular in
Moscow (Rozenblat, 2016; Trofimenko and Shashina, 2017).
5. Problem-solving Procedure
Many problems go beyond the above aspects:
1. Cyber-security, including protection against hacker attacks (as a social issue).
2. The budget will be deprived of one of the main income items, since fines for violating road traffic regulations
will become history.
3. Standardization issues.
4. Psychophysiology of interaction between the human and the autonomous driving system (in particular, the
issue of control transfer).
5. Training drivers will require a fundamentally new approach.
6. Drivers have different thresholds for nervous breakdown when waiting in traffic jams and at traffic lights as
well as different tolerance levels to errors made by other drivers. However, do not expect that autonomous control
will solve this issue. After the initial excitement, passengers will get angry that the vehicle goes too slowly, since,
with the fifth paradigm, overtaking will become irrelevant, for everyone will drive along highways with the same
maximum permitted speed as train cars. This will provide an inverse effect of implementing autonomous vehicles.
6. Conclusions
In principle, neither of the problems is of antagonistic nature. But their solution will require much time, probably
several decades. At the early stage of implementation, autonomous vehicles will pose risk for the wider public. On
the contrary, at later stages, vehicles with traditional control will be hazardous for autonomous vehicles.
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