Vendor Newsmaker Q&A Peter Sweatman

Aug. 11, 2015
Peter Sweatman is director of the University of Michigan’s Mobility Transformation Center (MTC), which conducted a July grand opening ceremony for its Mcity project, a public/private partnership that aims to speed along development and widespread adaptation of connected and automated vehicles.

Peter Sweatman is director of the University of Michigan’s Mobility Transformation Center (MTC), which conducted a July grand opening ceremony for its Mcity project, a public/private partnership that aims to speed along development and widespread adaptation of connected and automated vehicles.

He recently answered a series of questions from Aftermarket Business World about the technology and its practical applications:

Q: Regarding these vehicle intelligence systems being developed, will most of these be solely installed on new vehicles, or do you see opportunities for aftermarket units being deployed on existing vehicles?

A: Both. There is tremendous opportunity in aftermarket/retrofit of this technology.

Q: As these systems become commonplace, what are some of the challenges for repairers in maintaining and replacing the units?

A: There will certainly be a need for technicians to install, manage and maintain this technology.

Q: How would you describe your Mcity project? How will this benefit vehicle intelligence research and its practical applications?

A: Mcity is a one-of-a-kind facility that will include a network of roads with up to five lanes, intersections, roundabouts, roadway markings, traffic signs and signals, sidewalks, bus facilities, benches, simulated buildings, streetlights, parked cars, pedestrians and obstacles like construction barriers. Mcity will allow for the safe testing of connected and automated vehicles and technology.

Q: How do you assess the developments in V2V (vehicle to vehicle) technology? How soon until V2V technology becomes prominent on American roadways?

A: We are progressing quickly. General Motors announced in September that it would be including certain aspects of intelligent transportation including connected in production of certain vehicles beginning in 2017. I would expect others to follow quickly.

Q: Is the U.S. government taking an active and effective role in speeding along V2V to widespread applications?

A: We are working closely with the government to bring this technology to vehicles and roads across the country. In August the U.S. Department of Transportation announced they are taking the next steps in the rule making process.

Q: How much progress is being made in in-cabin traffic signal information (current signal phase and countdown to change), speed suggestion, school zone information, weather conditions, etc.?

A: These are all aspects that need further study and proving out.

Q: What are the barriers to progress?

A host of advances in such areas as connected and automated vehicle systems, multi-modal transportation, traffic performance management, fractional vehicle use, as well as in new fuels, novel engine design, alternative energy sources, and advanced materials, offer great promise to address the challenges and, in the process, to truly revolutionize mobility in societies worldwide.

Individually, none of these advances will have the impact needed; we must look at our mobility system as a whole. To date, there has been little work on how to integrate the technical, economic, social, and policy considerations to create a viable mobility “system” that meets the dynamic needs of a changing society.

While the technology is compelling, this new “mobility package” needs to be highly attractive to users throughout society and needs to be commercially successful, creating many new business partnerships and opportunities.

Q: How are researchers addressing privacy concerns in that some motorists may have issues with their driving habits/destinations being tracked?

A: We have nearly 3,000 individuals on the roads of Ann Arbor driving equipped vehicles and privacy does not seem to be a concern.

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