1. Automated and connected
vehicles: EU regulatory and
policy actions
Eugenio Stoppani
European Commission
DG GROW
Automotive and Mobility industries

2. Definitions
• Automated vehicles have technology available to assist the
driver so that elements of the driving task can be transferred to a
computer system.
• Autonomous vehicles are capable to perform all driving
functions without any human intervention.
• Connected vehicles are equipped with devices to communicate
with other vehicles or the infrastructure.
• Cooperative – Intelligent Transport Systems (C-ITS):
systems where vehicles communicate between themselves and a
communication and sensor infrastructure.
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3. Levels of automation
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Source: Automated and Autonomous Driving, OECD/ITF, 2015 (adapted
from SAE Standard J3016, SAE International 2014).

4. Examples for the different levels of
automation and deployment periods
• Level 0: Park Distance Control (already deployed)
• Level 1: Park Assist (already deployed)
• Level 2: Traffic Jam Assist (possible deployment 2016)
• Level 3: Traffic Jam Chauffeur (possible deployment 2017-2018)
• Level 4: Highway Pilot (possible deployment 2020-2024)
• Level 5: the fully automated vehicle should be able to handle all
driving tasks, without any input from the passenger. Estimated
possible deployment: 2026-2030.
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5. Potential benefits
• Decrease of road fatalities and improvement of road safety
• Reduction of congestion and increase of fuel efficiency
• Creation of new transport services
• Improved comfort and convenience for passengers
• Creation of new business models
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6. Challenges
• Legal framework for road safety: determine appropriate
safety requirements, traffic rules, vehicles testing, driving
education
• Infrastructure and technical standards: determine
infrastructure investments, analyse types of communication
between V2V and V2I, develop standards for interoperability
• Data processing: determine how and who will manage
data privacy and cyber security
• Liability issues: determine who will be liable for which
situation
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7. Responsabilities within the European
Commission
• DG GROW: vehicles legislation, competitiveness
of the automotive sector, Galileo, product
liability, KETs, intellectual property
• DG MOVE: traffic management and road safety
• DG CNECT: opportunities/synergies with the
IT/telecom sectors
• DG RTD: research and funding
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8. EU regulatory framework
• Road safety, traffic rules and driving license: national
traffic rules, Directive 2006/126 on driving license
• Insurance, liability and defects: national rules, Directive
2009/103 (Motor insurance Directive) and Directive 85/374
(Product liability Directive).
• Vehicle approval, readiworthiness and maintenance:
Directive 2007/46 on vehicles type approval, Directive
2014/45 (Readiworthiness Directive) and national legislation
• Connectivity, data protection and cyber security: national
laws, ITS Directive 2010/40, Directive 65/46 on data
protection, Directive 2002/58 on privacy in electronic
communications
• Infrastructure: national laws and Directive 2008/96 on
infrastructure safety management 7

9. International regulatory framework
• International governance: United Nations Economic
Commission for Europe (UNECE), the Working Party on
Road traffic safety (WP1) and the World Forum for
Harmonization of Vehicle Regulations (WP 29)
• Traffic rules: Vienna Convention on road traffic of 1968
• Technical requirements of motor vehicles and type
approval: UNECE 1958 Agreement and UNECE 1998
Agreement.
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10. DG GROW initiatives
• High Level Group GEAR 2030: launched in 2016 for 2
years, composed by industry, NGOs and Member States.
• Objective: build a coherent approach on the industrial
development of connected and automated vehicles.
• Dedicated working group (WG2) on automated and
connected (CA) vehicles.
• Objective: develop a roadmap for the deployment of CA
vehicles. Focus on policy, regulatory and financing issues.
• First recommendations for upcoming systems (2020) by the
end of 2016 and final long-term (2030) recommendations
by September 2017.
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11. GEAR 2030 roadmap objectives
 Develop a shared vision on CA vehicles: broader
view including aspects on infrastructure,
connectivity, traffic management, safety and
societal acceptance.
 Carry out a list of actions: review the existing
legal and policy framework, coordinate research
and financing tools, develop international co-
operation and support competitiveness.
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12. GEAR 2030 vision
• The shared vision will focus on progressive
introduction of CA vehicles and address societal
challenges, such as:
- driver acceptance,
- data issues,
- interactions driver/vehicle/others,
- ethical, environmental and economic issues
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13. Upcoming systems (2020)
 Upcoming systems are: mass market 2020
systems at SAE level 2-3-4 such as:
- motorway (high speed): highway pilot, platooning
- city (low speed): traffic jam assist, manoeuvres
at low speed, trips in some dedicated/secured
areas.
• First macro-recommendations developed for these
systems, to be completed by the end of 2016
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14. Review of existing legal/policy
framework: road safety
• 1968 Vienna Convention as recently amended
seems sufficient for upcoming systems provided
that a driver is present and can take control of
the vehicle. Importance of Human Machine
Interface (HMI).
• The tasks of the vehicles and the driver will need
to be clarified/regulated; discussions will be held
within WP1/WP29 as soon as possible.
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15. Review of existing legal/policy
framework: liability and data storage
 Motor insurance and product liability directives
are sufficient for upcoming systems.
 Data storage should be included in type-approval
legislation to clarify liability. It shall cover the
minimum set of data needed to clarify liability
(e.g. who is driving). A mechanism to regulate
access to data is needed.
 Different national liability regimes are difficult to
harmonize for 2020.
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16. Review of existing legal/policy
framework: connectivity for
automation
• Connectivity can enhance the effectiveness of
automated systems in terms of road safety,
traffic efficiency and communication with the
environment.
• However, connectivity is not a prerequisite for
automation for 2020 systems except for
platooning.
• Type of connectivity technology needed and the
related performances depend on the automation
use cases. 15

17. Review of existing legal/policy
framework: testing on open roads
• No need for harmonization on testing
requirements at this stage
• Vienna and Geneva conventions are sufficient for
testing as long as there is a driver/operator
• Exchange on lessons learnt needed (exchange on
best practices). A mechanism should be put in
place.
• Member States should identify common building
blocks for possible mutual recognition for cross
border testing. 16

18. Research and funding for CA vehicles at
EU level
• Better co-ordination of national and multi-national funding
programmes and projects is necessary.
• Development of large scale projects involving the
automotive, telecom and digital sectors.
• Within the 7th Framework Programme for Research and
Technological Development, the EC has launched several
research projects.
• Horizon 2020 has a dedicated call for automated road
transport, with a budget of over 100 million Euros over 2
years.
• The Connecting Europe Faiclity (CEF) and the Investment
Plan for Europe have important targets to stimulate C-ITS
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19. International cooperation
• Study launched on the international competitiveness for
automated and connected action support
• Work at UNECE:
• Guidelines on cybersecurity issues to be adopted in November
2016
• Discussion on the interaction driver-vehicle for the different
levels started in June 2016
• Amendment to the Vienna Convention for driverless vehicles:
discussion started last November 2015,
• Amendment to UNECE Regulation 79 on upcoming systems
like motorway autopilot, traffic jam pilot, remote parking
(Target for adoption : March 2017)
• Need for an EU position on these topics
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20. • Thank you for your attention!
• For further information, please write to:
• eugenio.stoppani@ec.europa.eu
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