AUTOCITS Pilot in Lisbon

Perspectives, Challenges and Approaches

Cristiano Premebida

, Pedro Serra

, Alireza Asvadi

, Alberto Valejo

, Ricardo Fonseca

, Rui Costa

Lara Moura

and Conceic¸

ao Magalh

aes

University of Coimbra, Coimbra, Portugal

Instituto Pedro Nunes (IPN), Coimbra, Portugal

National Authority for Road Safety (ANSR), Lisbon, Portugal

A-to-Be, Portugal

Brisa – Auto-estradas de Portugal, Lisbon, Portugal

{rui.silva.costa, lara.moura}@a-to-be.com, conceicao.magalhaes@brisa.pt

Keywords:

Autonomous Vehicles, Automated Driving, Cooperative Intelligent Transport System (C-ITS), Connected

Vehicles, Case-studies.

Abstract:

In this paper we describe the Cooperative Intelligent Transport System (C-ITS) framework, the case-studies

and the connected autonomous vehicles to be deployed in the AUTOCITS pilot in Portugal. AUTOCITS

project - which stands for Regulation Study for Interoperability in the Adoption of Autonomous Driving in

European Urban Nodes, has the main goal of contributing to the deployment of C-ITS in Europe, namely in

Spain, France and Portugal, by carrying out pilots using connected and autonomous vehicles and by contri-

buting to the regulations/legal framework on autonomous driving. The Lisbon Pilot will be conducted in a

motorway (A-9) and in an urban node (in Lisbon city), where autonomous vehicles (AVs) and instrumented

vehicles, all equipped with C-ITS instruments, will be evaluated according to three scenarios: dedicated lanes,

shared lane and road without restrictions. In the ﬁrst scenario, trafﬁc control vehicles will also be present

during the tests. In this paper we focus on the Lisbon Pilot: the main technical challenges for infrastructure,

test cases and scenarios, and the perspectives on the Portuguese legislation.

1 INTRODUCTION

Transportation is one of the essential factors of a

country’s progress, and the era of connected, coope-

rative and autonomous vehicles is bringing new ele-

ments to the transportation arena (Litman, 2018). In-

telligent Transportation Systems (ITS) make use of

information and communication technologies to im-

prove the performance of a transportation system to

obtain economic, social and energy beneﬁts. Coope-

rative Intelligent Transport System (C-ITS) (a.k.a.

connected vehicle technology in the United States)

is the term used to describe technology which allows

vehicles to communicate with other vehicles and with

the infrastructure (Lu, 2016), and vice-versa.

The potential and emerging possibilities, challen-

ges, issues and trends of connected car technology are

discussed by (Coppola and Morisio, 2016), (Jimenez,

2017), (Sjoberg et al., 2017), among other studies.

Therefore, it is a consensus that C-ITS and Autono-

mous Vehicles (AVs) will be major components for

increasing trafﬁc safety and efﬁciency of the future

ITS. In this regards, one of the key strategies of Eu-

rope is to use C-ITS as a catalyst for the implementa-

tion of autonomous driving (Parliament and UNION,

2010), (Festag, 2014), (Sjoberg et al., 2017), (Jime-

nez, 2017).

The AUTOCITS (Casti

neira et al., 2018) project

will carry out a comprehensive assessment of coope-

rative systems and autonomous driving by deploying

real-world Pilots, and will study and review regula-

tions related to automated and autonomous driving.

AUTOCITS

, co-ﬁnanced by the European Union

through the Connecting Europe Facility (CEF) Pro-

gram, aims to facilitate the deployment of autono-

mous vehicles in European roads, and to use C-ITS

services to share information between vehicles and

infrastructures to ensure safe coexistence of AVs with

http://www.autocits.eu/

488

Premebida, C., Serra, P., Asvadi, A., Valejo, A., Fonseca, R., Costa, R., Moura, L. and Magalhães, C.

AUTOCITS Pilot in Lisbon.

DOI: 10.5220/0006782904880494

In Proceedings of the 4th International Conference on Vehicle Technology and Intelligent Transport Systems (VEHITS 2018), pages 488-494

ISBN: 978-989-758-293-6

other (conventional) trafﬁc vehicles.

The AUTOCITS Pilots will be deployed in three

major European cities in ‘the Atlantic Corridor of

the European Network’

: Lisbon (Portugal), Madrid

(Spain) and Paris (France). This paper, however, aims

to describe the deployment of C-ITS services, the test

case scenarios, and the technology of the automated

cars to be used in the Lisbon pilot. Moreover, an

overview of the Portuguese legal framework related

to self-driving cars is also presented.

The paper is organized as follows. Related work is

presented in Section 2. The AUTOCITS project and

the Lisbon pilot are described in Section 3 and Section

4, respectively. Test case scenarios are explained in

Section 5. The legal framework and C-ITS infrastruc-

ture are described in Section 6 and Section 7. Section

8 brings discussions and concluding remarks.

2 RELATED WORK

Despite the remarkable progress that has been achie-

ved in recent years to develop AVs capability, ma-

king autonomous vehicles a day-to-day reality is still

a demanding challenge (Broggi et al., 2008) (Jimenez,

2017). According to ‘Connected Automated Driving

Europe’

, in recent years more than 60 research pro-

jects have been actively addressed autonomous dri-

ving in Europe to overcome hurdles of all sorts and

push forward boundaries. Some of the related pro-

jects on connected automated driving are summarized

below.

The ﬁrst European C-ITS project, the Eu-

reka PROMETHEUS, was initiated in the 1980s

using inter-vehicle communication. Thereafter, va-

rious projects and prototype implementations (e.g.,

CAR2CAR, DRIVE C2X, SeVeCom, SAFESPOT,

COMeSafety, etc) were developed that demonstra-

ted the technical and commercial feasibility of vehi-

cles and infrastructure communication for further de-

velopment of C-ITS technology. Recently, several

major projects (e.g., SCOOP@F, C-Roads, AUTOPI-

LOT, MAVEN, AutoMate, DigiTrans, etc) have been

initiated for large-scale ﬁeld-operational C-ITS de-

ployments across Europe.

In this framework, AUTOCITS aims to contribute

to the deployment of C-ITS and autonomous vehicles

in urban nodes by developing intelligent transport ser-

vices based on cooperative systems (C-ITS) that will

enable vehicles, users and infrastructures to commu-

nicate, exchange, and share information.

http://www.corridor4.eu/

https://connectedautomateddriving.eu/

3 THE AUTOCITS PROJECT

AUTOCITS involves partners and stakeholders from

Spain, France, and Portugal. The Pilots to be de-

ployed in Madrid, Paris and Lisbon, will include

the following main characteristics (Casti

neira et al.,

2018):

• Include different types of roads in urban envi-

ronments (such as urban-nodes roads, motorways,

connections and interfaces with motorways);

• Provide an open and connected urban environ-

ment, where C-ITS services can be tested with au-

tomated, autonomous and connected vehicles;

• Involve complementary parties and stakeholders

in Spain, France and Portugal, including but not

limited to: transport operators, trafﬁc authorities,

industry, academia;

• Demonstrate the maturity of C-ITS services in the

urban environments based on state-of-the-art C-

ITS deployments happening on European motor-

way networks;

• Evaluate the potential of C-ITS services in urban

environments to increase road safety and enhance

trafﬁc information and trafﬁc management.

The following general objectives are expected to

be achieved by AUTOCITS for the enhancement of

regulatory frameworks and also for interoperability

among the deployment of connected (CVs) and au-

tonomous vehicles (AVs):

• Demonstrate the potential of C-ITS services pro-

vided by Trafﬁc Management Centers that can im-

prove the reliability of AVs in terms of safety and

sustainability of transport, as well as to improve

the trafﬁc management;

• Develop large-scale implementation of C-ITS at

European level as a catalyst for a higher level of

automation of road transport, giving recommen-

dations for its deployment and analyzing the diffe-

rent regulations towards its circulation, including

the role of C-ITS, and addressing technical and

economic issues to demonstrate long term viabi-

lity and scalability;

• Deploy pilot activities within the TEN-T Atlan-

tic Corridor and evaluate the results in order to

validate the studies, draw recommendations and

practices, and analyze how legal regulations can

be improved at this particular scenario and at si-

milar urban/inter-urban nodes at European level.

AUTOCITS Pilot in Lisbon

489

4 THE LISBON PILOT

The Lisbon pilot will have a direct involvement of

all the Portuguese partners: Institute Pedro Nunes

(IPN)

, National Authority for Road Safety (ANSR)

and the University of Coimbra (UC)

. The other pro-

ject partners (Indra, INRIA, UPM) and stakeholders

(University of Aveiro, A-to-Be, BRISA) will collabo-

rate and participate in this Pilot as well. More spe-

ciﬁcally, and considering the scope of the Portuguese

Pilot, the activities to be carried out will be divided

into three main components:

• Technical and engineering aspects related to the

deployment of autonomous and connected cars,

and C-ITS services;

• Assessment and evaluation of the Pilot;

• Legal/regulatory framework and safety conditions

during the Pilot.

Finally, the company BRISA

(a motorway con-

cessionary) will join the pilot as the provider of C-ITS

infrastructure, and its related technology and services.

4.1 Pilot Location

The Lisbon pilot will take place on two environments,

a motorway and an urban-node. Depending on the lo-

cation and scenario, the vehicles’ technology differs:

autonomous and instrumented vehicles running at a

motorway; and autonomous shuttle running on a de-

dicated road at an urban node.

In the ﬁrst environment, the Lisbon pilot will be

deployed on the motorway called “A9 - CREL mo-

torway” (Circular Regional Exterior de Lisboa) and

will use two segments in both headings (see Fig. 1).

The ﬁrst segment will be located between the service

area, near A16 junction, and until Queluz toll plaza;

while the second segment will be located between this

toll plaza and the beginning of A9, near of National

Stadium. Along this pathway, autonomous and con-

nected vehicles will perform several tests in one loop

through the test site.

On the other hand, the autonomous Shuttles will

circulate on a dedicated road on an urban node in Lis-

bon, transporting people between parking and main

buildings. No other kind of vehicles will have access

to the dedicated road of the shuttles.

https://www.ipn.pt/

http://www.ansr.pt/

http://www.uc.pt/

http://www.brisa.pt/

Figure 1: Lisbon pilot location on the A9 motorway. The

blue line indicates the motorway scenario for AVs.

4.2 Autonomous and Instrumented

Vehicles & Shuttles Speciﬁcations

The Lisbon pilot will include vehicles with different

types of technology: autonomous, instrumented and

autonomous shuttles. All these vehicles should be

VEHITS 2018 - 4th International Conference on Vehicle Technology and Intelligent Transport Systems

490

equipped with OBU units (i.e., onboard communica-

tion units). The vehicles to be used on the A9 motor-

way comprise three technology types: AVs connected

to the C-ITS infrastructure; CVs equipped with OBUs

compatible with C-ITS infrastructure; trafﬁc control

vehicles equipped with OBUs; and some conventio-

nal vehicles which will be admitted under speciﬁc ci-

rcumstances. Fig. 2 shows some of the AVs and CVs

planned to participate in the Lisbon Pilot.

Figure 2: Autonomous (top) and Connected (bottom) Vehi-

cles.

In the urban-node scenario, two autonomous

shuttles developed by IPN, based on ITS technology

called MOVE, will be used. The MOVE, shown in

Fig. 3, is a driverless electric vehicle, designed for

small trips at low speeds, with the aim to be a ‘ho-

rizontal lift’ able to connect buildings of private or

semi-private spaces.

Figure 3: Autonomous shuttle MOVE.

4.3 The ‘Day 1’ C-ITS Services

The C-ITS provides ways to collaboratively share in-

formation about potentially dangerous situations on

the road. This information comes from road users

and trafﬁc managers. Thus, the connected-vehicle

(autonomous or not) has the opportunity to take the

best actions and adapt to trafﬁc conditions, towards

an overall positive impact on road safety, trafﬁc efﬁ-

ciency and comfort of driving.

Under the European strategy on C-ITS, and after

a study from the C-ITS platform, a set of priority

services (‘Day 1’ C-ITS services) was deﬁned that

must be deployed across the EU for end-users (EU-

Commission et al., 2016). The ‘Day 1’ C-ITS services

to be considered in the Lisbon pilot are the following:

• slow or stationary vehicle(s);

• trafﬁc ahead warning;

• weather conditions;

• other hazardous notiﬁcations.

4.4 Data Collection

For analysis and efﬁciency evaluation of the proposed

C-ITS for autonomous driving in the Lisbon Pilot, the

following data is expected to be recorded during the

Pilot: The GNSS path that autonomous and automa-

ted cars take from the beginning to the end of each

test; the speeds and accelerations that the vehicles un-

dergo; the chronological data for every action of the

vehicle or any changes in the present conditions; the

detected time and position of obstacles, or possible

obstacles, during each test; the distances from other

vehicles on the road, and every sent and received ITS

message.

5 TEST CASE SCENARIOS

This section describes the test case scenarios for the

Lisbon pilot with a focus on autonomous and con-

nected vehicles, followed by scenarios for the auto-

nomous Shuttle site.

5.1 Motorway Test Cases

A series of simulated and realistic tests will be per-

formed. In Simulated case, event messages are ge-

nerated virtually at the Trafﬁc Management Centre

(TMC), according to the event triggered, and broad-

casted by Road Side Units (RSU); while in Realis-

tic case on-site vehicles, positioned at the roadside,

AUTOCITS Pilot in Lisbon

491

will be used to generate event messages accordingly.

The experiments will be tested under three conditi-

ons (test-cases), where the target autonomous vehicle

is expected to be able to reduce its speed and change

lane according to the following cases:

1. dedicated lane;

2. shared lane;

3. road without restrictions.

Some common predeﬁned attributes are determi-

ned for test case scenarios. The target vehicle recei-

ves notiﬁcation in so called ‘Destination area’ for ta-

king the appropriate action. The ‘Destination area’

includes ‘Pre-event’, ‘Event’, and ‘Post-event’ zones

which are responsible for slowing down and/or chan-

ging lane, maintaining safe conditions, and returning

to the normal condition, respectively.

Depending on the type of test conditions on the

motorway, it will be used the right-most lane of each

carriageway, that is, in both directions. At some pre-

deﬁned road sections, there will be two lanes allowing

vehicles to change lane. These lanes will either be ex-

cluded from the normal trafﬁc or shared with conven-

tional vehicles.

Regardless of the type of the test, the road will be

signalized so that other road users are aware of what

is happening. For the real-world events, the vehicles

causing the event i.e., a trafﬁc control vehicle (TCV),

will stand on the roadside to ensure safe circulation.

5.1.1 Dedicated Lane

In this scenario, a dedicated lane (the right-most one)

will be segregated from normal trafﬁc by means of

vertical signs, Variable-Message Signs (VMSs) and

TCVs, as well as law enforcement agents from local

authority. Before each test, the AV will be driven to

the beginning of the dedicated lane manually and then

switched to automatic.

Three simulated events (‘Low road adhesion due

to ice on the road’, ‘Rock falls detected on the road

surface’ and ‘Big objects detected on the road’) will

be generated virtually and will be send to the target

AV. Also, a realistic event ‘Stationary vehicle due to

break down’ will be tested using a connected vehicle

stopped as an obstacle on the roadside (see Fig. 4).

5.1.2 Shared Lane

In this case the AV is not isolated from trafﬁc. The

current trafﬁc can use the shared lane but the AV must

only use the shared lane. This shared lane will be

sufﬁcient for reducing speed actions required for the

events chosen.

Ice on road

! ! !

(a)

(b)

(c)

Figure 4: Illustration of the test scenarios for the ‘Dedica-

ted Lane’ case: (a) ‘Low road adhesion due to ice on the

road’; (b) ‘Rock falls detected on the road surface’ and ‘Big

objects detected on the road’; and (c) ‘Stationary vehicle

due to break down’ scenario. The orange color-coded zone

indicates the ‘Destination area’.

Three simulated events (‘Low visibility due to He-

avy Rain’, ‘Awareness about Strong Winds’ and ‘Soft

Hail’) will be generated by TMC and will be send to

the target AV. The AV will reduce its speed and af-

ter passing the ‘Event’ zone accelerates again to the

normal speed.

5.1.3 No Restrictions

The road without restrictions (no restrictions) scena-

rio means that no physical barriers or other means of

constraints exist and therefore AVs are “mixed” with

current trafﬁc, changing lane or reducing speed whe-

never it’s necessary (see Fig. 5).

Figure 5: Illustration of the test scenario for the ‘No Re-

strictions’ case.

For the ‘No Restrictions’ scenario one simulated

and one realistic tests are proposed, as follows: Trafﬁc

jam volume increasing, and slow driving maintenance

vehicle.

5.2 Urban-node Test Cases

The following C-ITS services (one realistic and two

simulated) will be employed in the autonomous

shuttle tests: ‘Low road adhesion due to ice on the

road’; ‘Low visibility due to Heavy Rain’.

The ﬁrst test case (stationary vehicle due to a stop-

ped public transport) will be a real-world scenario.

The autonomous shuttle (as public transport) stops

VEHITS 2018 - 4th International Conference on Vehicle Technology and Intelligent Transport Systems

492

in a bus stop, broadcasts the cause code to alert ot-

her approaching shuttles with the same heading for

the risk associated to the potential dangerous situation

(vehicle as an obstacle on the road). The autonomous

shuttle with the same heading of the public transport

(the stopped shuttle) must reduce speed and change

lane according to its proximity to the place.

The services ‘Low road adhesion due to ice on the

road’, ‘Low visibility due to Heavy Rain’, simulated

by the TMC, are equal in terms of actions proceeded

by the autonomous shuttles.

6 REGULATION FRAMEWORK

Governance of Highly Automated Vehicles (HAVs) -

being it fully or partially autonomous - has been one

of the most problematic and studied legal issues in

the last years, whether you approach it from a na-

tional point of view, or when looking at it from an

international law perspective. Considering the level

of regulatory evolution for automated and/or autono-

mous driving, at this point and disregarding the re-

cent 2014 amendment to 1968s Vienna Convention

on Road Trafﬁc article 8th - which can inﬂuence the

interpretation of national legislation -, there is much

to be done in the Portuguese regulatory framework in

order to better accommodate this new reality.

Portuguese road legislation closely follows the

provisions of the international legal instruments that

bind the Portuguese Republic. In fact, like the provi-

sions of Article 8 of the Vienna Convention on Road

Trafﬁc of 1968 (“Every moving vehicle or combina-

tion of vehicles shall have a driver.”), the Portuguese

Road Code states:

Article 11

Driving vehicles and animals

1 - Any vehicle or animal that circulates on the public road

must have a driver, except for the exceptions provided in

this Code.

2 - During driving, drivers shall refrain from performing

any acts that are likely to jeopardize the safety of driving.

On the other hand, the driver of a motor vehicle

may only do so on the public road if he is legally li-

censed to do it:

Article 121

Driver’s license

1 - A motor vehicle may only be driven on the public road,

if its driver is legally licensed for it.

To this is added the liability of the driver concer-

ning all the infringements in which he/se incurs when

driving.

Article 135

Liability for misconduct

3 - The liability for the transgressions foreseen in the Road

Code and complementary regulations rests on:

a) driver of the vehicle with respect to infringements

relating to the driving of the vehicle;

Portugal has been following the different efforts

on several international forums where the debate has

been taking place, and there has been a recent deve-

lopment in this matter: a work group has been re-

cently created (October of 2017) and mandated with

the objective of evaluating, technically, legally and

operationally the introduction of autonomous vehicles

in Portuguese road trafﬁc as well as to prepare the

AUTOCITS test pilot to be conducted in the Lisbon

region, where autonomous vehicles will be deployed

in a real road environment in order to study its trafﬁc

impact and communications with the infrastructure.

The legal modiﬁcations necessary for allowing le-

vel 4 and 5 autonomous vehicles circulation, where

the person behind the wheel, or where the wheel used

to be, is no longer the driver, require the previous

modiﬁcation in the international legal instruments to

which Portugal is binded. After that modiﬁcation or

if a different interpretation of the terms “driver” and

“person” is achieved, then Portugal will be able to

make the necessary legal modiﬁcations in order to ac-

commodate the circulation of level 4 and 5 automa-

ted/autonomous vehicles.

7 C-ITS INFRASTRUCTURE

The capability to exchange information between vehi-

cles and between vehicles and roadside infrastructure

in cooperative vehicle systems creates many oppor-

tunities for innovation in the way in which the road

network is used and managed. This will not only in-

volve the introduction of new technologies, but also

changes in the way in which road operators, vehicle

manufacturers, service suppliers and other stakehol-

ders work together to provide services for travellers

using the road network.

The communication between vehicles and bet-

ween them and the road infrastructure is crucial to im-

prove road safety, trafﬁc efﬁciency and comfort to the

driver, helping autonomous vehicles (AVs), as well

as connected vehicles (CVs), to take the right deci-

sions at the right time. The real-time messages over

802.11p (ITS-G5) will be crucial to provide real time

decision making, as well as information to the vehicle

at the correct time.

For the deployment of Lisbon Pilot several scena-

rios will be carried out, as mentioned before. It is ex-

pected to test communications between vehicles and

AUTOCITS Pilot in Lisbon

493

the road infrastructure (V2I/ I2V). Two types of com-

ponents will be used for the Lisbon Pilot C-ITS de-

ployment. The ﬁrst one is a vehicle based hardware

while the second one is a non-vehicle based hardware,

that is an equipment located along roadside, on board

units (OBUs) and roadside units (RSUs), respectively.

Infrastructure to vehicle (I2V) and vehicle to in-

frastructure (V2I) communication will be evaluated

through wireless communication over IEEE 802.11p

(ITS-G5). Those communication systems require

components located in vehicles (OBUs) and along ro-

adways (RSUs) to enable complete system operation.

Thus, two OBUs equipped with 2 radios, one GPS

receiver and a processor unit will be installed on con-

ventional vehicles, as well as on AVs, and connected

with an Human Machine Interface (App for tablet).

As non-vehicle based hardwares, six georeferen-

cing RSUs, making use of ITS-G5 communications

technology, will be embedded on several roadside

cabinets, namely at 7+530, 6+300, 4+410, 3+700,

2+400, 1+600 kilometers. Those RSUs will broad-

cast messages, needed to support V2I/I2V applicati-

ons, through the ITS central platform, speciﬁed and

develop by A-to-Be (a technology company, part of

BRISA’s Group), making use of hybrid communicati-

ons, such as ITS-G5 (5.9 GHz) plus 3G cellular net-

works, either to the vehicles or to trafﬁc management

center (TMC).

8 REMARKS

This paper presents the expected scenarios, test-cases

and technology involved in one of the pilots to be de-

ployed in the AUTOCITS project: the Lisbon Pilot.

Some general and key technical aspects of the Lisbon

Pilot have been covered in this paper, with a parti-

cular focus on the expected scenarios (motorway and

urban-node), vehicles’ technology, C-ITS infrastruc-

ture, the test-cases that will be carried out, and also

the current regulation for the adoption of automated

and/or driverless vehicles in Portugal.

The AUTOCITS project is currently under way

and its technical and technological aspects are at a

very advanced stage. More details and up-to-date in-

formation is available at www.autocits.eu.

ACKNOWLEDGEMENTS

This work has been supported by “AUTOCITS - Re-

gulation Study for Interoperability in the Adoption

of Autonomous Driving in European Urban Nodes” -

Action number 2015-EU-TM-0243-S, co-ﬁnanced by

the European Union Innovation and Networks Exe-

cutive Agency - Connecting Europe Facility (INEA-

CEF). We also thank Prof. Vitor Santos (Univ. of

Aveiro) and the Institute of Systems and Robotics

(ISR-UC) Team for their collaboration in the project.

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