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France. Direction générale des infrastructures, des transports et de la mer

Auteur secondaire

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<span style="color: rgb(17, 17, 17); font-family: -apple-system, Roboto, SegoeUI, "Segoe UI", "Helvetica Neue", Helvetica, "Microsoft YaHei", "Meiryo UI", Meiryo, "Arial Unicode MS", sans-serif; font-size: 14px; font-style: normal; font-variant-ligatures: normal; font-variant-caps: normal; font-weight: 400; letter-spacing: normal; orphans: 2; text-align: left; text-indent: 0px; text-transform: none; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; white-space: normal; background-color: rgb(243, 243, 243); text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial; display: inline !important; float: none;">Ce document méthodologique explore les approches pour la sélection de scénarios de conduite afin de démontrer la sécurité des systèmes automatisés. Il présente deux méthodes principales : une approche déductive basée sur la génération de scénarios et une approche inductive basée sur l'expertise. L'objectif est de garantir la représentativité et la gestion des scénarios critiques.</span>

Descripteur Urbamet

véhicule ;conduite automatique

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1 DGITM/DMR/TUD January 29, 2024 Driving scenarios for safety demonstration of automated systems: from generation to selection Methodological document, initialization version Preamble The demonstration of safety of automated systems gives a fundamental place to driving scenarios, which is illustrated by the regulatory, normative and academic bodies on the subject. In this context, the French safety demonstration approach has already proposed methodological elements on scenario generation, which constitutes the first step of the approach. One of the main challenges now lies in the scenario selection process for the purpose of feeding testing or simulation procedures carried out or prescribed by the regulator, evaluator or approved qualified body (OQA). Behind this issue of scenario selection lies in particular the question of the number of manageable scenarios, a number necessarily constrained for tests in real conditions, or even in simulation, or quite simply by the simple constraint of a formulation in a regulation. The objective of a scenario selection approach for safety demonstration is to best represent the situations encountered by the system in its ODD and to ensure that the system's responses are also well represented by the choice of these selected scenarios, thus giving confidence in the fact that, if the safety assessment was made on all the scenarios potentially encountered, it would not be significantly degraded compared to that made on the selection of scenarios. For this selection process, we can very schematically conceive two types of approaches: ? One explicitly based on the scenario generation stage, which would then aim to extract from the scenarios thus generated those which would best meet the desired objective (representativeness, particularly of the most severe situations); we could qualify this approach as deductive in relation to the generation stage ? The other, which could be described as "inductive", consists of drawing up a list or several lists of scenarios (a priori to say by expert): this approach appears to underlie a certain number of works already carried out in the subject, in particular the scenario proposals from the NHTSA in the United States (2007 and 2018), or the list of functional scenarios cited in the EU-ADS regulation1. This document provides some elements for exploring these two approaches. Concerning the deductive approach based explicitly on the generation stage, the first part of this document recalls the principles of the scenario generation stage, and in particular the importance of the combination of possible axes of scenario description. , in order to move towards the completeness of the covered space, which constitutes one of the expected virtues of this generation stage. This part then opens three main questions related to the transition from generation to scenario selection: a) taking into account the area of employment (ODD); b) the search for representativeness in the statistical sense, when some of the scenarios are quantifiable (by severity and frequency); c) the question of ?edge? scenarios. This part does not conclude with concrete scenario proposals. 1 By analogy, we could say that the choice of situations in which a candidate for a driving license is confronted to obtain his license also falls under this inductive approach of experts. 2 a) Regarding the consideration of the ODD, it insists on the need to distinguish, among the dimensions of the ODD, the axes in relation to the scenario definition layers (static traffic environment and nominal maneuver), as opposed to ?addressable? hazards, that it is preferable to go beyond the definition of the ODD in order to make the best use of the scenario approach2. b) Regarding the search for representativeness, the suggested approach is to search for a set of scenarios discretizing the (continuous) space of scenarios, making it possible to reflect as faithfully as possible the object of the safety demonstration that is being is the residual risk of the system evaluated in its field of use. c) Regarding ?edge? scenarios, after recalling that this concept can cover three main notions (limits of the field of use, extreme severity, extremely low and non-measurable frequency), the proposed approach consists of focusing on two families scenario descriptors which appear to group together these three notions quite well: the speeds of the different actors (ego vehicle; other users who are precursors of collisions); the problem of visibility, i.e. in particular of masks: combined together, these two families of descriptors fit well with the intuitive conception of the ?hypercritical? situation: high speeds in an environment of low vision, which more or less corresponds to the concept under - current to the time-to-collision once the collision precursor event is detected. Concerning the inductive approach according to experts, the second part recalls the related work, and particularly the list of functional scenarios of the EU ADS regulation. a) This second part first proposes to complete the scenarios underlying the EU-ADS regulation, while retaining its logic, by identifying the areas (or the combinations of axes of description) in which these lists still appear insufficient. These complements are based on a logic of combination, inherited from the scenario generation approach: the idea is, from scenarios of the EU ADS regulation mainly focused around two actors (an ego vehicle and another actor, event precursor of collision), to enrich the perimeter of the relevant actors according to the types of scenarios (e.g.: lane change, intersections, roundabouts, parking): vehicles masking the other actors or vehicles obstructing the successful completion of the maneuver aimed. b) Then, this part adopts an approach consisting of producing ex nihilo scenarios representing three families of situations in which the responses expected from automated systems are not of the same nature: nominal driving; response to immediate pre-collision situations; increased caution in the face of an environment indicative of increased risk. c) This second part further explores the question of ?enhanced caution? scenarios: these scenarios are not simply characterized by an interaction between an ego vehicle and a precursor event of collision (called ?pre-crash logic?), but by a ?wider scene revealing signs of danger that should call for caution. The appropriate axes of description to describe these scenes can be inspired by those already proposed, by combining a static layer (e.g. presence of a bus stop); a predictable contextual layer (e.g. class release time); a maneuver layer (e.g. arrival of a bus); a layer of observable indices (e.g.: density and agitation of pedestrians around the bus stop); mask descriptors. d) In this approach of "a priori" selection of functional scenarios, this part also returns to the link between the scenario approach and the highway code: here it takes up the list of highway code 2It is important to point out that the approach of intersection of a space of scenarios obtained generically by combination of descriptors, does not only lead to reducing the space of scenarios: it can also widen it by confronting in particular the ODD ?generic? with a path or a zone determined to instantiate it. Thus, the intersection with instantiated ODDs can highlight new scenarios, through previously unidentified axes of description or parameter values which could have been too quickly limited in a ?generic? approach to the ODD. . 3 obligations that could be in theory quite simply characterized by a scenario, but whose parameterization is not possible (and is not the subject) of the highway code3. This document, even if it embarks on the path of more precise definition of scenarios in relation to the generation stage, it nevertheless remains methodological in nature. Thus, it is neither materialized by a finite list of scenarios (concrete, configurable) to be implemented in tests, nor, a fortiori, by success criteria for these tests. Finally, this document does not address the opportunities offered, for the role of regulator or third-party certifier, by a scenario randomization approach, this approach a priori making it possible to reconcile a limited number of scenarios to be administered in the tests or simulation of 'a part ; an incentive for broad coverage of scenarios by designers on the other hand. * * * Content 1. First part: from generation to selection of scenarios ............................................................................... 4 1.1. Safety demonstration: the contributions of generating driving scenarios ...................................... 4 1.2. Scenario generation: reminder of the descriptor combination approach ....................................... 6 1.3. Scenario generation and consideration of ODD ............................................................................... 7 1.4. Selection of scenarios with the aim of representativeness .............................................................. 9 1.5. Edge cases: possible approaches for a selection process ............................................................... 11 2. Second part: approaches to selective production of scenarios ............................................................. 13 2.1. Introduction .................................................................................................................................... 13 2.2. Approach based on the scenarios of the EU-ADS ........................................................................... 13 2.3. Approach by type of expected response: nominal, pre-accident, caution .................................... 22 2.4. Approach using the notion of scenes of vigilance and increased caution ..................................... 28 2.5. Approach based on the non-binary requirements of the Highway Code ...................................... 35 3. Elements of synthesis and perspectives ................................................................................................. 37 Appendix 1: list of recommended scenario descriptors for scenario generation .......................................... 40 Appendix 2: recent international work on the scenario approach ................................................................ 45 Appendix 3: international approaches aimed at proposing a selection of validation scenarios ................... 48 Appendix 4: collision typologies depending on the angle of the initial configuration ................................... 62 Appendix 5: requirements linked to the notion of caution in the Highway Code .......................................... 63 References ...................................................................................................................................................... 82 3 In this family of scenarios, for example, we find the rules for giving way, which are less ?binary? than the ?Stop? rule. 4 1. First part: from generation to selection of scenarios 1.1. Safety demonstration: the contributions of generating driving scenarios The safety demonstration of automated road transport systems (ARTSs) is based in particular on the approach using driving scenarios, itself articulated with the approaches of operational safety (in particular via the ISO 26262 standard), safety of the expected function (ISO 21448 standard known as SOTIF), and generally at least equivalent (GAME). Regulations EU 2022/1426 and UN R157 also place driving scenarios at the heart of safety demonstration. The international state of the art illustrates the importance given to scenarios within safety demonstration processes. French doctrine in terms of safety demonstration scenarios, illustrated by the first DGITM methodological documents published in 2022, is based on the principle of seeking completeness. It is thus part of the logic of the risk analyzes resulting from SOTIF which aim to limit the space of unknown and most risky cases (?unknown unsafe?): the main expected contribution of the driving scenarios is to avoid the omission of certain typologies of events which could result from traditional quantified risk analysis approaches. The first step in using scenarios for safety demonstration is the generation of such scenarios. This step draws, in addition to risk analyzes specific to each system, and feedback from comparable systems, from a so-called combinatorial approach , consisting of exploring the space of possibilities by combining axes of description (from driving environment, the action of the vehicle, the characteristics and action of other users, etc.) and, on these axes of description, reasonably predictable value ranges. In doing so, the virtue of the scenario approach is to describe a multiplicity of driving situations, as particular and specific as they may be, considering for example interactions with vulnerable users, priority vehicles or police officers, multi-actor scenarios (e.g. several vehicles and vulnerable users interacting), remote intervention scenarios or scenarios specific to certain uses (e.g.: drop on / drop off of passengers or goods). In itself, this step of generating scenarios by combination of descriptors, possibly enriched with feedback from comparable systems, is potentially very fertile for identifying possible ?gray areas? during the design of systems. This scenario generation stage feeds other safety demonstration activities, which mainly revolve around: ? the quantification of some of these scenarios, which makes it possible to integrate them into safety analyzes which require such quantification; the scenarios are then characterized mainly by their frequency and severity; ? the selection of some of these scenarios, to establish test procedures, whether simulations, tests in a controlled environment, tests on the open road or dry runs. This first part of the document mainly focuses on the transition between the scenario generation stage and that of scenario selection for the test procedures. This passage notably raises the difficulty linked to the fact that the scenario generation approach is likely to generate a multiplicity of scenarios. However, even if this potentially infinite nature of the scenarios is sought with the objective of completeness, it must nevertheless be treated when it comes to defining scenarios applicable to test procedures. The challenge is therefore to move from the scenario generation approach to a scenario selection approach, without losing the benefits of the generation approach attached to the search for completeness. This part first recalls the main method elements proposed until now for the scenario generation stage. It then develops three notions that can contribute to the transition from generation to scenario selection: ? The intersection of the combinatorial approach with the operational design domain (ODD) : this part recalls that the application of the scenario generation approach to specific employment domains reduces the size, even the dimensions of the space of scenarios; 5 ? The search for the most representative scenarios of driving situations within the ODD: this part is placed in the case (or on the subset) of scenarios characterizable by their frequency (i.e. probabilizable); in this subspace of scenarios, the theoretical problem consists of selecting a discrete and bounded number of scenarios, minimizing the gap between the evaluation of the residual risk over this discrete number of scenarios, and the residual risk over the entire (continuous) space of scenarios4; ? The search for ?edge? scenarios: this term actually covers several notions that should be distinguished: limits of the ODD, limits between statistically observable and unobservable situations, and extremely severe scenarios from the point of view of the severity of the damage. This first part is limited to relatively theoretical elements, which will require in-depth study mainly around the question of the link between quantified approaches (frequency * severity of scenarios) and those which depart from the probabilistic nature of scenarios (frequency). This part also recalls that the progressive approach consisting of specifying the ODD from its generic characteristics to its instantiation on specific zones or pathways, contributes to limiting the space of scenarios, but also makes it possible to identify singular scenarios in the specific field of employment, in particular to pathways , which can then, through a form of ?feedback?, broaden the combination of scenarios, by identifying new scenario descriptors to take into account (e.g.: unique configurations of pathways, presence of masks of visibility not identified until then) to pursue the objective of completeness This part provides some initial elements for reflection on the transition from a generic approach to a selective approach to scenarios. At this stage it does not provide any operational conclusions in the form of a list of scenarios, which is the subject of the second part of the document. (NB: below, this part sometimes uses a simplified mathematical formalism (presented in a box), using notions of geometry in space (see axes for describing scenarios) and probability (see distribution of values of parameters on these axes)). 4 Noting that the designer of the system and its third-party evaluator (testing organization, regulator) do not hold the same information and therefore do not pursue the same objective function: for the designer, it is indeed a question of minimizing the gap between the residual risk (once the system responses have been taken into account) measured on the selected scenarios and measured on the complete space of scenarios; the evaluator is not supposed to know the response of a given system (subject to evaluation) to hazards, his objective must therefore be re-formulated. 6 1.2. Scenario generation: reminder of the descriptor combination approach The generation of scenarios constitutes a fundamental step in the safety demonstration. The methodological elements proposed for the generation of scenarios are mainly based on: ? the notion of combination of axes of description; ? the use of system risk analyzes to extract scenarios; ? the enrichment of scenarios through a so-called ?evidence-based? approach, i.e. based on feedback from experience and/or running. The combination of axes of description must be based on the most complete decomposition possible of the axes and sub-axes of scenario description. To do this, the proposed methodology consists of searching for all relevant descriptors within the following domains: An important notion for demonstrating safety through scenarios concerns the assessment of ?reasonably foreseeable?. ?Reasonably foreseeable? describes all the situations that a system is likely to encounter in its ODD5. The combinatorial approach contributes to the assessment of what is reasonably predictable, in the sense that it makes it possible to design scenarios by combining, for example, all the characteristics used to describe an infrastructure, weather conditions, road users, road behaviors, etc. Since it is possible to conceive of a scenario as the combination of criteria ?reasonably? used to describe the axes of description above, we deduce that the scenario is a priori reasonably predictable, provided that it is included in the field of employment: the link between ?reasonably foreseeable? and field of employment is key, it is the subject of developments below. 5 The ODD here designates the ODD / OD considered, whether it is the functional design field of the automated driving system integrated into a vehicle, the technical design system of a technical system or the field of the use of an automated road transport system integrated into a transport service on a predefined route accompanied by operating and maintenance rules. Nominal situation 2. Intended manoeuvre (nominal manoeuvre) 1. Driving context a. Infrastructure static configuration b. Environmental context (visibility, grip) 3. Hazards Dangerous traffic hazards Malfunction (system/infrastructure) 4. Response 5. Risks affecting responses Figure 1 : Rappel des axes de descriptions recommandés 7 1.3. Generation of scenarios and consideration of the ODDs As indicated in the introduction, the challenge of moving from a possibly infinite number of scenarios resulting from the combination of axes and descriptors, to a finite number of scenarios, first involves taking into account the field of employment (ODD). To do this, it is important to ensure consistency between the layers of scenario description and those describing the ODD. For this, the methodological documents on the generation of scenarios are based on a space of axes of description on which it must be possible to project the ODD. The ODD of an automated system includes, by definition, limiting conditions for the use of the vehicle. It is important here, consistent with the proposed scenario descriptors, to rely first on the ODD attributes which characterize the static conditions (infrastructure configuration) or environmental conditions (visibility), as well as the limits " fixed? system design (e.g. maximum speed). This first ?intersection? of a generation of scenarios with the system?s ODD must lead, logically, to limiting the corresponding scenario descriptors. In this ?intersection? approach, we must be careful not to seek to artificially limit the conditions for triggering hazards in a given ODD (example: speed, number, and behavior of third parties - vehicles or vulnerable users). We can qualify these attributes as ?addressable hazards? which would then be highlighted by the system designer. However, this notion presents several risks: ? A risk of ?tautology? or ?streetlight syndrome?: if the designer of the system can exclude ex ante, in the selection of scenarios, those which he considers to be related to hazards that his system does not know about address, then, by definition (theoretical) he will have demonstrated (ex ante) that his system is safe. That the designer of the system can thus exempt himself from taking into account contingencies for the sole reason that he is not supposed to take them into account in the scenarios because his system does not foresee them, appears harmful to search completeness and transparency of the safety demonstration. At a minimum, if the designer of the system intends to limit the space of conditions for triggering hazards in the definition of its ODD, it appears necessary that these limits be explained and treated, in the scenarios, under the ?edge cases? (see below). However, the preferable approach would consist of clinging to the notion of "reasonably foreseeable", understood as "reasonably conceivable" : for example, inferring that third parties will respect the speed limits or more generally the code of the road, should not be used as a criterion to artificially limit the ?addressable hazards? component in addition to the description of the ODD. However, it would seem legitimate to consider that the static conditions of an infrastructure and the performance of vehicles prevent us from considering, for example, a speed of 130 km/h in narrow streets, as possible. ? A risk of ?vagueness? with regard to the criminal obligations and responsibilities of the different actors (driver, system designer, car manufacturer, remote responder): if conditions for triggering hazards are included in the ODD with their multidimensional nature ( ex: size of the target, speed, angle), this would mean, with regard to the takeover obligations, that the driver (or the remote operator) is supposed to know ex ante all of these attributes to know that the vehicle is, at the time of the occurrence of this hazard, in the process of leaving its ODD. The following box simply illustrates the process of intersection of a generic scenario generation approach, with the ODD, defined by certain value limits of the traffic conditions in which the vehicle is supposed to circulate. 8 Box: Illustration of scenario selection by intersection with bounded objective characteristics of the ODD We consider a system ?defined by its ODD, itself defined by ?axes of description, some of which (in number ? < ?) give rise to bounded values of the descriptors. In this case, the scenario generation approach is crossed with the definition of the ODD so as to retain only the scenarios located inside the subspace of scenarios, made up of ?bounded axes. Thus, if we consider for example a scenario description space comprising a priori ?axes of which only ? = 3can be limited at the stage of defining the ODD ( ?1, ?2, ?3below), the scenario space projected on these three axes , is, by definition, bounded 6, without presuming that the space of scenarios can be bounded on the axes themselves not bounded at the stage of defining the ODD. NB: the example above schematized by a full cube is the particular case of three descriptors defined on a single bounded interval. In this case, all the scenarios it contains are relevant. This document proposes an approach to selecting scenarios within the space of reasonably predictable scenarios in the field of employment, based on two notions: ? the search for representativeness of potentially severe situations in terms of risks of interactions with third parties, ? the search for situations of interaction with third parties that are potentially extremely severe and which it would be unreasonable not to consider as being able to occur. The search for representativeness notably incorporates the idea of maximizing the frequency of situations represented by the chosen scenario. The search for extreme (not unreasonable) situations aims to identify scenarios which (independently of the data already collected) there is nothing to say cannot occur; this approach aims in some way to depart from the frequency criterion (?exposure?) established from observations in a real situation. 6 In this example, the minimum values of each of the descriptors have been reduced to 0 so as not to make the diagram heavier. ?1 ?2 ?3 0 ?2{???} ?3{???} ?1{???} 9 1.4. Selection of scenarios with the aim of representativeness The idea underlying the concept of representativeness can, in theory and on the hypothesis that the scenarios are probable, be formalized as the search for the set of scenarios (constrained in number, for example for reasons of administration costs of these scenarios) which best represents the ?real? residual risk of the system considered in the face of all the scenarios it is likely to encounter. The following box provides an extremely simplified theoretical presentation of the problem, without pretense of formalism or resolution. Box: selection of probabilizable scenarios by discretization and maximum representativeness We consider a space of scenarios defined by ?axes of description, with a probability density defined on this space. Consider ?a driving scenario defined on the ODD, characterized by the values (?1, ? , ??)of the descriptors on the n axes. Let us be ? the probability density of the scenarios in their space. So we have? ? ? ? ?(?1, ? , ??) ??1 ? ??? = 1 ??? ?? ??2 ?2 ??1 ?1 Or ??(?1, ? , ??)the so-called ?raw? or ?worst case? severity associated with a scenario ?. ? is defined as the severity associated with the scenario if no system response is provided. We note ??(?1, ? ??)the residual risk of the scenario ?after the system response. This residual risk depends on the severity of the scenario and the response of the automated system. The space of scenarios is assumed to be bounded and continuous. Let A be a strategy for discretizing this space, leading to ?scenarios, and we note ? = (?1, ? , ??)all of these ?scenarios. We note ?1 , ? , ?? the probabilities associated with each scenario, ??1 , ? , ??? the ?raw? or ?worst case? severities associated with the scenarios and ?1, ? , ??the associated residual risks (or ?net? severity after the system?s response). The choice of the set of discrete scenarios must then minimize the gap between the object of the safety demonstration represented by the residual risk measured on these ?representative? scenarios, and that measured on all the (continuous) scenarios. ???{?1,?,??} (|| ? ??. ?? ? ?=1 -? ? ? ? ?(?1, ? , ??) ??1 ? ??? ??? ?? ??2 ?2 ??1 ?1 ||) ?1 ?2 ?3 0 ?2{???} ?3{???} ?1{???} 10 We can try to simplify the previous formalism by representing a simplified (one-dimensional) scenario space on which both the frequency and the severity are characterized (by severity here we mean the residual risk once the system has responded to the hazards). Box: simplification of the approach on a one-dimensional description of scenarios We consider ?the (one-dimensional) descriptor of the space of scenarios on the ODD, and f the probability density of the scenario with characteristic d. We assume that the descriptor d has been ordered in such a way that the severities are increasing with d. The discretization of the severities results from the scale proposed in the GAME method from the ISO 26262 standard: Table 1: Severity classes used in the GAME guide7 Severity level Description of the level of damage(s) S0 No injury S1 Light and moderate injuries S2 Serious injuries (probable survival) S3 Fatal injuries (survival uncertain) or death8 Discretizing the probability distribution of scenarios along the d axis then makes it easy to deduce, for each of the severity classes, the most represented class of scenarios (local maximum likelihood), as illustrated in the diagram below . 7 See: https://www.strmtg.developpement-durable.gouv.fr/guide-technique-relatif-a-la-demonstration-game- a768.html 8 Class S3 with many death equivalences in special cases. Within level G3, a marker (*) is provided to mark events associated with configurations that could give rise to an accident scenario in the case of road-rail interaction zones or to a super-accident scenario. in certain specific cases, and the potential consequences of which would be catastrophic due to the number of people potentially involved: large number of passengers with generalized risk of fatal injuries or consequences of the accident potentially involving a large number of road users, this which would lead to very numerous equivalences in deaths (probably more than 10; reference should be made in particular to appendix C of standard EN 50126-1). ? ? 11 In the example, we assume that the distribution is discretized into 15 classes, ordered in order of increasing severity. The discretization approach leads to selecting the 3 scenarios below corresponding to the maximum frequency observed on each severity level (if we exclude those of very low severity). 1.5. Edge cases: possible approaches for a selection process The concept of ?edge case? designates, in the design of systems, a situation which only appears at the extreme limit of a parameter, or a marginal case which represents ?only itself?, not characteristic of the common one. In the case of software development, the edge case designates a typology of ?bug? which does not indicate a generalized problem and which only occurs in the case of unforeseen and non-routine circumstances. An edge case does not necessarily mean that it has dramatic consequences. Applied to driving scenarios, the concept of ?edge case? thus seems to be able to cover: - the limits (bounds) of definition of the descriptors used to define the scenario space; - the extremely severe (serious) nature of the scenarios thus defined - the fact that their probability is extremely low, in the sense that it is not measurable in an observation system. In practice, the three concepts above appear relatively linked: the most severe scenarios are preferentially encountered at the definition limits of the ODD limits (this is generally how the ODD is defined) and are, fortunately, also the rarest, or even of unmeasurable probability. This convergence of the three criteria appears clearly if we refer to two families of commonly used scenario descriptors, namely the speeds of the actors and their visibility for each other. We agree with the very intuitive concept that ?edge? scenarios are those where collision precursor events arrive ?by surprise?, i.e. with very little visibility/detection notice. The search for "edge" scenarios then leads to pushing to their extremes the (relative) speed values of the actors in the scenario, and the visibility conditions (with the notion of mask and in particular the masking angle which determines the degree of anticipation of a point of shock and delimits the distance from which the system is capable of taking the situation into consideration to respond to it, whatever its performance and in the absence of any device supplementing its sensors. The search for ?edge? scenarios in this approach is consistent with the concept of time to collision (TTC), as illustrated in the box below. ?0 ?0 ?1 ?1 ?1 ?2 ?2 ?2 ?2 ?2 ?1 ?1 ?3 ?3 ?3 12 Box: research of edge and time-to-collision scenarios ??? = ?(?, ???? , ?????) or ? the speed, ????the angle of the potential impact point and ?????the angle of masking of the target. It is also intuitive and proven that: ? an increasing speed decreases the TTC, ? an increasing masking angle decreases the TTC, ? the angle of the collision is directly deduced from the trajectories of the two vehicles without modification in response to the situation. Given that the masks are defined by their location but also by characteristic properties such as their opacity, their size (width, volume) for example, their proper integration into the scenarios can only be carried out in connection with the definition and the description of the ODD. In addition, the calculation of the TTC itself integrates the consideration of ego deceleration parameters as well as performance parameters such as adhesion to the road surface or friction. Regarding the angle of the potential collision in the calculation of the time to collision, two situations are distinguished depending on the angle of the initial situation in relation to the target value of 90 degrees: when this angle is less than 90 degrees and when it is greater than 90 degrees. This distinction comes from the consideration of possible collision configurations: each vehicle having four corners and four sides, the combinations result in a total of 10 possible configurations [1]. Figure 1: Examples of possible collisions between two vehicles Regarding traffic speed, the severity increases increasingly with an increase in speed. 13 2. Second part: approaches to selective production of scenarios 2.1. Introduction This part is part of the ?inductive? scenario production approach, seeking to move away from the logic of selection of scenarios constructed essentially by combinations of descriptors, which was the subject of the first part. This part explores several ?inductive? production approaches: ? the European regulatory framework (EU) 2022/1426 for the approval by title of fully automated vehicles, equipped with automated driving systems and in particular on the list of functional scenarios described in its annexes; ? an approach based on expert opinions drawing on the lists of (pre-accident) scenarios proposed by the NHTSA; ? the notion of ?increased caution?, consisting of looking for scenarios not in imminent risks of collision (pre-crash), but in more complex scenes, the complexity of which must constitute a factor of increased vigilance, and prudent behavior (typically: slow down) ? in this vein, the reminder of a certain number of requirements of the highway code which have the characteristic of not being "binary", but of integrating the consideration of the behavior and intentions of other users . In this part, it was not aimed to ensure perfect articulation between these approaches, which could lead to the lists of scenarios deduced from them overlapping with each other. Nevertheless, these overlaps can be rich in lessons, by precisely pointing out the scenarios which, whatever the approach chosen, are brought to light: we find in particular that scenarios involving several vehicles and vulnerable users, in intersections in in particular, constitute a crucible for refining the production of scenarios in the inductive approach. In this part, the dynamic scenarios between the ego and third parties were considered. Dangerous stopping scenarios have not been considered (even though they are of interest for the design of minimal risk maneuvers), nor those relating to interactions with law enforcement, priority vehicles and more generally ?first responders?. 2.2. Approach based on the scenarios of the EU-ADS regulation To apply the inductive approach, this part takes as a first point of support the list of scenarios proposed in the EU-ADS regulation of 2022. This list of scenarios indeed presents, in addition to its regulatory status, several advantages for continuing the selection of scenarios by their representativeness and their capacity to reassure about the system's responses to extreme situations: ? the scenarios of the ADS regulation can be considered as common to all the ODDs, because they concern relatively ?standard? maneuvers (going straight, crossing an intersection, turning); ? these scenarios leave enough room to specify, depending on the case, more specific traffic environments or the behavior of third parties presumed to be particularly critical; ? These scenarios can be projected onto the scenario descriptor axes recommended in the DGITM scenario generation approach9. This part then proposes, based on the scenarios listed in the ADS regulation (which, expressed in a rather functional way, represent around 60 scenarios) to complete the proposed axes of description, using richer combinations (e.g. number of users affected by the scene; nature of these users) or axes of description intended to cover specificities extracted from the detailed analysis of zones or traffic routes (e.g. visibility 9 See https://www.ecologie.gouv.fr/sites/default/files/documents/DGITM_Approche-par-scenarios-fevrier-2022- EN_0.pdf https://www.ecologie.gouv.fr/sites/default/files/documents/DGITM_Approche-par-scenarios-fevrier-2022-EN_0.pdf https://www.ecologie.gouv.fr/sites/default/files/documents/DGITM_Approche-par-scenarios-fevrier-2022-EN_0.pdf 14 masks). It does not foresee subsequent stages of configuring functional scenarios to deduce concrete scenarios that can be inferred as the most critical (e.g. critical speeds of other users). This approach thus leads to adding new functional scenarios to the 60 functional scenarios proposed in the ADS regulation, while remaining within the logic which seems to have prevailed in the choice of these scenarios in the regulation. These additional functional scenarios are essentially constructed by developing the combination of interactions between the ego vehicle, the vehicle (or vulnerable user ? VRU) potentially source of the collision, and other road users who can be described as masks (or, in certain cases, traffic blocking factor: e.g. exit lane from an obstructed intersection). These ?augmented combinations? resulting from the scenarios of the EU-ADS regulation are, in summary, based on the following logic - in addition to the interaction between the ego vehicle and the vehicle or user causing the risk of collision, vehicles in the immediate environment must be taken into account (immediately in front, immediately behind, to the left, to the right), likely to constitute a mask of visibility with respect to the object of the collision; - the collision source users are those located on the target trajectory of the ego vehicle, which means that at a minimum it is appropriate to consider: o for intersections: ? crossing straight ahead: 3 vehicles (right, left, opposite with potential left turn) ? turn right: 2 vehicles (left, opposite with potential left turn) ? when turning left: 4 vehicles (right, left, opposite going straight, opposite with potential left turn o crossing a roundabout: ? 2 vehicles (circulating on the roundabout, entering on branch n-1 of the roundabout) o when changing lanes on divided lane roadways (including insertion/diffuser): ? 3 vehicles: in front of the ego vehicle on the ego lane; vehicle located in front on the adjacent lane target of the lane change; vehicle approaching from behind in the adjacent lane; o when changing lanes (for overtaking) on a two-way road ? 4 vehicles: in front of the ego vehicle, in front of the ego vehicle on the target lane of the lane change; in front of the vehicle preceding the vehicle ego likely to lengthen or hinder the folding; behind the ego vehicle likely to change lanes when the ego vehicle maneuvers - in addition to masks and users being sources of collision, it is useful to consider vehicles likely to block the end of the maneuver by generating a risk (obstructed intersection exit). In summary, the scenarios of the EU-ADS regulation are as follows: 15 Traffic environment Nominal maneuver Hazard (third party) # immediate Secondary Static characteristics Environment - visibility Signaling Positioning Nature Longitudinal behavior Lateral Dimension Current section Unspecified Unspecified Go straight Ego way Vehicle Stable speed Zero Unspecified None 1 Zero Cut out 2 Cut in None 3 Cut in Cut out 4 Decelerating Zero None 5 Zero Cut out 6 Cut in None 7 Stopped None 8 Cut out 9 VRU Stable speed Zero Unspecified 10 Cut in 11 Swerves None 12 Stopped Cut out 13 Crossing None 14 Object Fixed Passable None 15 Blocking Cut out 16 Change lanes (including insertion ? exit) Ego way Vehicle Stable speed Zero Unspecified Unspecified 17 18 19 Work zone Unspecified Vertical Go straight Ego way None Unspecified Unspecified Unspecified Unspecified 20 Vehicle 21 Lights Go straight Ego way None 22 Vehicle 23 Police Go straight Ego way None 24 Vehicle 25 Pedestrian crossing Unspecified Horizontal signage Go straight Ego way VRU Unspecified Crossing Unspecified Unspecified 26 Approaching 27 + vertical signage Go straight Ego way VRU Crossing 28 Approaching 29 + lights Go straight Ego way VRU Crossing 30 Approaching 31 Police Go straight Ego way VRU Crossing 32 Approaching 33 16 Intersection Unspecified None Go straight Ego way None Unspecified Unspecified Unspecified Unspecified 34 Vehicle 35 Intersected lane None 36 Vehicle 37 Priorities Go straight Ego way None 38 Vehicle 39 Intersected lane None 40 Vehicle 41 Lights Go straight Ego way None 42 Vehicle 43 Intersected lane None 44 Vehicle 45 Police Go straight Ego way None 46 Vehicle 47 Intersected lane None 48 Vehicle 49 Unspecified Turn right Unspecified Unspecifi ed 50 Turn left 51 Parking (parallel or perpendicular to the section) Unspecified (masked pedestrian) To park Ego way Vehicle Circulating Unspecified Unspecified 52 Pedestria n Crossing 53 Object Fixed 54 Target place Vehicle Occupant 55 Pedestria n Crossing 56 Object Fixed 57 Get out of your place Ego way Vehicle Circulating 58 Pedestria n Crossing 59 Object Fixed 60 Proposals for supplements The table below offers a first set of additions to the scenarios resulting from the ADS regulation presented above. These scenarios are built mainly by adding the combinations constructed as presented above. 17 - Traffic environment Nominal maneuver Hazard (third party) # Immediate (target) Secondary (mask) Static characteristics Environment - visibility Signaling Positioning Nature Longitudinal behavior Lateral Dimension Current section Unspecified Unspecified Go straight Ego way Vehicle Stable speed Zero Unspecified None Zero Cut out Cut in None Cut in Cut out Decelerating Zero None Zero Cut out Cut in None Stopped None Cut out VRU Stable speed Zero Distinguish standing adult, standing child, EDP None Zero Cut out Cut in None Cut in Cut out Swerves Same None Cut out Stopped Same None Parallel Cut out Crossing Same None Parallel Cut in Cut out Object Fixed Passable None Blocking Cut out To move back Ego way Vehicle Stable speed Zero None Cut out Cut in None Cut out Stopped None Cut out VRU Stable speed Zero Adult standing, child standing, None Zero Cut out 18 Cut in EDP, seated PMR None Cut in Cut out Stopped Zero Same + lying down None Zero Cut out Cut in None Cut in Cut out Object Fixed Passable None Cut out Blocking None Cut out Change lanes on separate roads Ego way Adjacent lane Vehicle To combine (1) Two-way lane change Ego way Front lane Vehicle To combine (2) Divided road work zone Unspecified Vertical Go straight Deport Ego way Adjacent lane Vehicle To combine (3) VRU Lights Go straight Deport Ego way Adjacent lane Vehicle VRU Police Go straight Deport Ego way Adjacent lane Vehicle VRU Two-way road work zone Unspecified Vertical Go straight Deport Ego way Front lane Vehicle To combine (4) VRU Lights Go straight Deport Ego way Front lane Vehicle VRU Police Go straight Deport Ego way Front lane Vehicle VRU Pedestrian crossing Unspecified Horizontal signage Go straight Ego way VRU Unspecified Crossing Distinguish standing adult, standing child, EDP, seated PMR None Parallel Cut in Cut out Approaching None Parallel Cut in Cut out + vertical signage Go straight Ego way VRU Crossing None Parallel Cut in 19 Cut out Approaching None Parallel Cut in Cut out + lights Go straight Ego way VRU Crossing None Parallel Cut in Cut out Approaching None Parallel Cut in Cut out Police Go straight Ego way VRU Crossing None Parallel Cut in Cut out Approaching None Parallel Cut in Cut out Intersection Unspecified None Go straight Ego way Intersected lane Vehicle VRU To combine (5) Priorities Go straight Ego way Intersected lane Vehicle VRU Lights Go straight Ego way Intersected lane Vehicle VRU Police Go straight Ego way Intersected lane Vehicle VRU None Turn right Ego way Intersected lane Vehicle VRU To combine (6) Priorities Turn right Ego way Intersected lane Vehicle VRU Lights Turn right Ego way Intersected lane Vehicle VRU Police Turn right Ego way Intersected lane Vehicle VRU 20 None Turn left Ego way Intersected lane Vehicle VRU To combine (7) Priorities Turn left Ego way Intersected lane Vehicle VRU Lights Turn left Ego way Intersected lane Vehicle VRU Police Turn left Ego way Intersected lane Vehicle VRU Roundabout ? [input X ?output Y] Vehicle To combine (8) Parking (parallel or perpendicular to the section) Unspecified (masked pedestrian) To park Ego way Vehicle Circulating Unspecified Unspecifie d Pedestria n Crossing Object Fixed Target place Vehicle Occupant Pedestria n Crossing Object Fixed Get out of your place Ego way Vehicle Circulating None Parallel Cut in Cut out Stopped Downstrea m Upstream Pedestria n Crossing None Upstream Downstrea m Object Fixed (1) For these scenarios, the number of actors whose nominal maneuvers are scripted should be at least 4: ego vehicle, vehicle to be overtaken, vehicle arriving from behind, vehicle ahead of the vehicle to be overtaken (2) For these scenarios, the number of actors whose nominal maneuvers are scripted should be at least 5: ego vehicle, vehicle arriving from the front, vehicle to be overtaken, vehicle arriving from behind, vehicle ahead of the vehicle to be overtaken (3) For these scenarios, the number of actors whose nominal maneuvers are scripted should be at least 4: ego vehicle, intervention vehicle or vulnerable user (including intervening on the road), vehicle arriving from behind, vehicle masking the vulnerable user or the intervention vehicle (4) For these scenarios, the number of actors whose nominal maneuvers are scripted should be at least 5: ego vehicle, intervention vehicle or vulnerable user (including those intervening on the roadway), vehicle arriving from the front, vehicle arriving from the rear, vehicle masking the vulnerable user or the intervention vehicle 21 (5) For these scenarios, the number of actors whose nominal maneuvers are scripted should be at least 4: ego vehicle, vehicle approaching the intersection from the left, vehicle arriving opposite likely to make a left turn, vehicle located in front or parallel to the vehicle ego masking the angle of the intersection (6) For these scenarios, the number of actors whose nominal maneuvers are scripted should be at least 5: ego vehicle, vehicle on the intersected lane, located upstream to the left of the ego vehicle and aiming to cross the intersection straight on, vehicle or vulnerable user located downstream on the branch of the intended intersection, vehicle arriving opposite likely to make a left turn, vehicle located in front of or parallel to the vehicle ego masking the angle of the intersection (7) For these scenarios, the number of actors whose nominal maneuvers are scripted should be at least 6: ego vehicle, vehicle on the intersected lane located upstream on the left and aiming to cross the intersection straight on, vehicle on the lane intersected located upstream to the right of the ego vehicle and aiming to cross the intersection straight on vehicle or vulnerable user located downstream on the branch of the intersection targeted by the ego vehicle, vehicle arriving in front of the ego vehicle, vehicle located in front or parallel to the vehicle ego masking the angle of the intersection (8) For these scenarios, the number of actors whose nominal maneuvers are scripted should be at least equal to the number of 4: ego vehicle, vehicle located on the roundabout, vehicle approaching the roundabout on the two lanes upstream of that of the ego vehicle, vehicle located in front of or parallel to the ego vehicle obscuring the angle of the intersection The table below summarizes the logic of constitution of the combinations between the ego vehicle, the users who are precursors of collision, the users likely to constitute mas, and the users likely to constitute a hindrance to the maneuver making it risky. Situation/scenario Collision precursor vehicles Vehicle mask Vehicle obstructing maneuver Changing lanes from separate lanes to separate carriageways Previous vehicle Vehicle approaching in adjacent lane Previous vehicle Vehicle approaching in adjacent lane Vehicle preceding vehicle preceding Two-way road lane change Previous vehicle Vehicle arriving in front Rear vehicle in adjacent lane Previous vehicle Vehicle preceding vehicle preceding Intersection - crossing Vehicle coming from the right Vehicle coming from the left Facing vehicle likely to turn left Vehicle on a lane adjacent to the precursor vehicles opposite Vehicle in exit lane of intersection Intersection ? turn right Vehicle coming from the left Facing vehicle likely to turn left Vehicle on a lane adjacent to the precursor vehicles opposite Vehicle in exit lane of intersection Intersection ? turn left Vehicle coming from the left Vehicle coming from the right Facing vehicle likely to turn left Vehicle on a lane adjacent to the precursor vehicles opposite Vehicle in exit lane of intersection Roundabout Vehicle already inserted Vehicle entering entrance n-1 Vehicle on a lane adjacent to the precursor vehicles opposite Parking exit Vehicle coming from behind Vehicle waiting for space behind Vehicle waiting for space in front 22 2.3. Approach by type of expected response: nominal, pre-accident, caution To apply the inductive approach, this part is inspired by the approach adopted for example by the NHTSA, aiming to define a limited set of functional scenarios representative of critical situations (?pre- crash?). Box: list of scenarios (events = hazards) proposed in the ?testable scenarios? approach NHTSA 2018 The approach adopted below aims to broaden the production of scenarios, in particular to take into account the diversity of users traveling on the road (cyclists, pedestrians), the diversity of road geometry configurations (intersections, roundabouts). It aimed to select ?by design? situations that are particularly critical while being quite frequent in the life of an ?average? driver. This approach also used the first public feedback from large-scale circulations in the United States. This inductive approach incorporates the notion of ?prudent behavior scenarios? briefly described in the introduction to the ?inductive? part of this document. Thus, it includes situations in which the common driver learns to be extra careful and to adapt his behavior by anticipating a potential danger in view of the characteristics of a driving scene. This approach would thus lead to considering around a hundred functional scenarios detailed below: 23 1 The ego is traveling at a public transport stop on a two-way road (2*2 lanes) with a pedestrian crossing nearby 2 The ego arrives at a public transport vehicle stopped in an uphill/downhill slot and is about to leave 3 The ego travels along the track of a rail transport (tram) located on its left and approaches a passenger boarding/drop-off stop 4 The ego is traveling on a two-way road and cyclists (children) are traveling in the opposite direction, adjacent to the ego 5 Ego travels on two-way carriageway with cyclists traveling against traffic in parking area to right of ego's travel lane 6 The ego travels on a 2*2 lane bidirectional road, on the left lane while a heavy goods vehicle travels on the right lane (and encroaches on its lane) 7 The ego arrives at a roundabout and wishes to take the first exit, accessible by a shunt preventing it from entering the roundabout) 8 The ego arrives at an intersection (in an X), is about to go straight, a heavy goods vehicle turns right from the left lane and encroaches into the ego's lane 9 The ego arrives at an intersection with red lights and is about to turn right, a maneuver permitted by the presence of the yellow arrow 10 The ego travels on a dedicated lane on a bidirectional carriageway road with 2*2 lanes (one of which is dedicated) and is about to enter the mixed lane (end of dedicated lane) ? insertion being governed by traffic light intersection 11 The ego arrives in direct proximity to a slow or bulky user vehicle with a flashing yellow light on the current section preventing or limiting overtaking movement 12 The ego arrives in direct proximity to a slow or bulky passenger vehicle with a flashing yellow light, at an intersection preventing a right turn movement 13 The ego travels on a road with two-way carriageways (2*1 lane) separated by a tramway and performs an overtaking maneuver on the left lane, shared with the tramway 14 The ego circulates in the current section and is about to cross a horde of cyclists in the opposite direction 15 The ego circulates in the current section while a horde of cyclists circulate in its lane (in front/behind) 16 The ego circulates in the current section while a crowd of pedestrians walks on the sidewalk and spills onto the roadway 17 The ego is traveling on an urban expressway as it approaches a construction vehicle traveling at low speed in the right lane or emergency lane 18 The ego travels on an urban expressway approaching a construction site vehicle accompanied by operating agents next to the vehicle 19 The ego circulates in a current section to the right of a construction site zone with the presence of workers on the road 20 The ego circulates in the current section and is about to encounter an exceptional convoy 21 The ego travels in a current section on a two-way road behind a braking vehicle 22 The ego is traveling in a current section on a 2*2 lane bidirectional road in the left lane, overtaking a vehicle in the adjacent right lane 23 The ego is traveling in a current section on a 2*1 lane bidirectional road and arrives to the right of a pedestrian crossing, a pedestrian preparing to cross. 24 The ego travels in a current section on a 2*2 lane two-way carriageway in the left lane and arrives to the right of a pedestrian crossing where a pedestrian is in front of the vehicle in the adjacent lane on the right, stopped 24 25 The ego circulates in the current section and arrives at the right of a speed bump on which there is a pedestrian crossing 26 The ego travels in a current section on a 2*1 lane bidirectional carriageway at a narrowing of the road where it has priority/non-priority 27 The ego is traveling in a current section on a 2*1 lane bidirectional carriageway with a delivery vehicle (heavy goods vehicle) parked on more than half of the ego's lane 28 The ego is traveling in a current section on a 2*1 lane bidirectional carriageway with a delivery vehicle (heavy goods vehicles) parked on more than half of the ego's lane with a vehicle arriving opposite 29 The ego is traveling in a current section on a 2*1 lane bidirectional carriageway with a delivery vehicle (heavy goods vehicles) parked on more than half of the ego's lane with a vehicle arriving in front and a motorized two-wheeler (PTW) passing the ego from the left 30 The ego travels in a common section on a two-way carriageway in a congested situation (at least in the direction of the ego) with PTW/cyclists traveling in interfile 31 The ego travels in a common section on a two-way carriageway in a congested situation (at least in the direction of the ego) with PTW/cyclists traveling in interfile on the left and right 32 The ego turns right at an X-shaped intersection without any particular signage 33 The ego turns right at an X-shaped intersection without any particular signage with a vehicle coming from the left 34 The ego turns right at an X-shaped intersection without any particular signage with vehicles coming from the right and the left 35 The ego turns right at an ) 36 The ego turns right at an 37 The ego turns right at a T-junction where it does not have priority (CLP or stop sign) with vehicles coming from right and left 38 The ego turns right at an 39 The ego turns right at an X-shaped intersection (angle less than 90 degrees) where it does not have priority (CLP or stop) with users on the main road 40 The ego turns left at an X-shaped intersection without any particular signage with a vehicle coming in front and going straight 41 The ego turns left at an X-shaped intersection without any particular signage with a vehicle coming in front and turning right 42 The ego turns left at an 43 The ego turns left at an X-shaped intersection without any particular signage with a vehicle coming from the right and going straight 44 The ego turns left at an X-shaped intersection without any particular signage with a vehicle coming from the right and turning left 45 The ego turns left at an X-shaped intersection without any particular signage with a vehicle coming from the left and going straight 46 The ego turns left at an X-shaped intersection without any particular signage with a vehicle coming from the left and turning left 47 The ego turns left at an 48 The ego enters a roundabout and exits at an exit not exceeding 180 degrees with vehicles present on the 2- lane ring 49 The ego enters a roundabout and exits at an exit exceeding 180 degrees with vehicles present on the 2-lane ring (change from the left lane to the right lane to exit) 50 The ego crosses a roundabout and a pedestrian crosses on a pedestrian crossing to the right of the exit chosen by the vehicle 25 51 The ego crosses a roundabout and a cyclist is on its right (go straight) at its exit 52 The ego is traveling in the current section, is followed by a vehicle which does not respect safety distances and a pedestrian crosses in front of the ego outside a pedestrian crossing 53 The ego turns right at an intersection while a cyclist comes from the right in a blind spot and goes straight 54 The ego is about to cross a cycle lane where cyclists are traveling in both directions 55 The ego is traveling in a common section on a two-way road with 2 (2*1) lanes separated by a continuous white line, with shoulders with sidewalks and a cyclist is traveling in front of the ego (slower speed) 56 The ego undertakes a parallel parking maneuver on the right 57 The ego undertakes a parallel parking maneuver on the right on a 2*1 lane bidirectional road with vehicles arriving in front and behind 58 The ego undertakes a parallel parking maneuver on the left (on a one-way road) 59 The ego is about to dock at a passenger boarding/descending stop 60 The ego is about to restart after passengers pick up/drop off and enters traffic (at least one vehicle is approaching from behind) 61 The ego makes a permitted U-turn at an intersection (crossroads with traffic lights) 62 The ego crosses a traffic light and goes straight 63 The ego crosses a traffic light intersection and turns right, it gives way to pedestrians on the perpendicular road who have green 64 The ego crosses a traffic light intersection and turns left and a vehicle arrives in front (refer to left turn situations in X) 65 The ego circulates in a meeting zone with different typologies of vulnerable users (one-way traffic) 66 The ego enters an urban expressway with divided carriageways with a vehicle on the desired lane traveling at the maximum authorized speed 67 The ego is inserted on an urban expressway with divided carriageways with a high density of vehicles already present on the lane 68 The ego exits an urban dual carriageway with a high density of vehicles already present on the lane 69 The ego circulates in a current section and prepares to apprehend an inert object on its way 70 The ego circulates in the current section and an animal crosses the road (right/left) 71 The ego is traveling in a current section on a 2*1 lane bidirectional road in pursuit of a vehicle, the vehicle suddenly brakes in front of the ego 72 The ego is traveling in a current section on a 2*2 lane bidirectional road in pursuit of a vehicle, the vehicle suddenly brakes in front of the ego 73 The ego is traveling in a current section in pursuit of a vehicle with a trailer and it loses an object in front of the ego 74 The ego is traveling in a common section on a 2*2 lane bidirectional road in the right lane, a pedestrian rushes in front of the ego at more than 6 km/h 75 The ego is traveling in a current section on a 2*2 lane two-way carriageway on the left lane, a pedestrian rushes at more than 6 km/h in front of the vehicle traveling on the adjacent right lane 76 The ego is traveling in a current section on a 2*2 lane two-way carriageway in the left lane, a pedestrian is struck on the adjacent lane on the right by a vehicle and is thrown onto the ego's lane 77 The ego is traveling in a current section on a 2*2 lane two-way carriageway on the left lane, a pedestrian is hit on the adjacent lane on the right by a vehicle and is thrown onto the lane behind or onto the side of the vehicle. ego 78 The ego travels parallel to pedestrians staggering on the road (right/left) 79 The ego circulates in a running section behind a vulnerable user such as a cyclist/scooter/roller/skate who falls in front of him 26 80 The ego is traveling in the current section, a vehicle is coming in the opposite direction (face to face with the ego) 81 The ego is traveling in a current section on a 2*1 lane bidirectional carriageway at a narrowing in the roadway, the vehicle in front is traveling at a very high speed (at least +20 km/h compared to the maximum speed authorized) and deprives him of priority and comes face to face with the ego 82 The ego is traveling in a current section on a 2*1 lane bidirectional road, the vehicle in front hits a crossing pedestrian and he is thrown into the ego's lane 83 The ego is traveling in a current section on a 2*1 lane bidirectional road, the vehicle in front hits a crossing pedestrian and the pedestrian is thrown behind or onto the side of the ego 84 The ego is traveling in the right lane in a current section of a 2*2 lane bidirectional road, an object moves on the right lane and a child runs after it while a vehicle arrives on the left on the adjacent lane of left at high speed 85 The ego travels in a current section whose shoulder is made up of vehicles parked in a niche, one of them opens a door on the right in front of the ego 86 The ego is traveling in a running section behind a cyclist/PTW and the shoulder is made up of vehicles parked in a row, one of them opens a door and throws the cyclist to the ground in front of the ego 87 The ego is traveling in the current section and is overtaken by a PTW, the shoulder is made up of vehicles parked in a niche, one of them opens a door on the right in front of the ego, a vehicle is traveling on the path of in front 88 The ego travels in a current section on a one-way road whose shoulder is made up of vehicles parked in a niche, one of them opens a door on the left in front of the ego 89 The ego travels in a current section on a one-way road and begins to overtake a cyclist, the shoulder is made up of vehicles parked in a niche, one of them opens a door on the left in front of the ego 90 The ego is traveling in a common section on a one-way road and is overtaken by a PTW, the shoulder is made up of vehicles parked in a niche, one of them opens a door on the left in front of the ego 91 The ego travels in the current section and begins to overtake, the overtaken vehicle accelerates and moves away in front of the ego 92 The ego is traveling in the current section and is overtaken by a vehicle arriving at very high speed (+20 km/h than the maximum authorized speed), a vehicle arriving in front of the overtaking vehicle (nose to nose) 93 The ego is traveling in the current section and undertakes to overtake a massive vehicle, a vehicle arrives in front at high speed (+20 km/h compared to the maximum authorized speed) 94 The ego travels in the current section and arrives at a patch of oil on the road facing a vehicle which is losing control in the opposite lane 95 The ego circulates in a current section with a low sun obscuring a pedestrian crossing outside a pedestrian crossing 96 The ego crosses (goes straight) a traffic light intersection in a degraded situation = no traffic light, flashing yellow light 97 The ego crosses a traffic light intersection in a degraded and congested situation, vehicles fall back at the last moment in front of the ego 98 The ego crosses a traffic light intersection, one or more vehicles in the perpendicular lane run through the red light at high speeds (at least equal to the maximum authorized speed) 99 The ego crosses a traffic light intersection, one (or more) cyclist(s)/scooter(s) from the perpendicular lane run through the red light without slowing down 100 The ego crosses a traffic light, a pedestrian crosses at a red light in front of the ego 101 The ego crosses a traffic light intersection, a cyclist/scooter crosses at a red light in front of the ego (on a crossing reserved for pedestrians) 102 The ego crosses a traffic light intersection, a vulnerable user suddenly enters perpendicular to the ego 27 103 The ego crosses a traffic light intersection in a congested situation, a vulnerable user (pedestrian/cyclist) suddenly enters perpendicularly between the ego and its predecessor 104 The ego crosses a congested intersection cut by tram tracks and the ego must stop in the middle of the intersection, a tram arriving from the right/left 105 The ego turns right at an intersection while a vehicle comes from its left at high speed (+20 km/h compared to the VMA) going around it, a vehicle arrives opposite this vehicle on the right (nose to nose) 106 The ego crosses a roundabout where a vehicle is traveling on the ring in the wrong direction 107 The ego crosses a roundabout where a vehicle makes a U-turn at an entrance/exit 108 The ego circulates on the ring of a roundabout while a vehicle cuts its path to fall back in front of the ego and take the nearest exit 109 The ego circulates on the ring of a roundabout while a vehicle is stopped in the middle and blocks traffic 110 The ego circulates on the current section when it arrives at the right of a fire (several vehicles and/or street furniture on fire) 111 The ego travels in a two-lane tunnel and a vehicle falls in front of the ego without respecting the safety distance 112 The ego travels in a tunnel and is hit by a following vehicle traveling at high speed (+20 km/h compared to the VMA) 113 The ego is traveling on an urban expressway with separate carriageways, a vehicle is traveling in the opposite direction and arrives opposite the ego 114 The ego fits into an urban expressway at an entrance where other vehicles exit (double interchange) 115 The ego leaves an urban expressway at an exit where other vehicles enter 116 The ego travels on an urban expressway, a pedestrian walks on the edge of the lane on the wrong side of the barrier 117 The ego is traveling on an urban expressway in the left lane as it approaches a construction vehicle on the emergency lane or right lane, a vehicle overtakes the ego from the right and cuts him off while driving at excessive speed (+20 km/h) 118 The ego is traveling on an urban expressway while a vehicle inserts itself just in front of the ego, denying it priority. 119 The ego reverses while a pedestrian/animal/object is behind the car 120 The ego circulates in a current section and arrives at the right of a person lying on the ground 28 2.4. Approach using the notion of scenes of vigilance and increased caution The approach consisting of basing itself on the notion of caution consists, in essence, of considering events and/or configurations that herald potentially dangerous situations for the system and other users. In other words, it is a question of knowing how to detect and analyze these situations warning of precursor events of collision in order to anticipate interactions with the automated road transport system. The aim of anticipation is to limit situations where poor understanding could lead to an incident or traffic accident. Therefore, it is necessary for the system to be able to identify these situations in order to be able to offer an appropriate response in a short time, making it possible to reduce the risk for passengers and other users in order to delay as much as possible, or even remove, the arrival of a critical situation (leading to a minimum risk or emergency maneuver). This part outlines a method for decomposing events or configurations that predict future emergency situations based on the descriptors recommended for generating scenarios (recalled below). The description of scenes or configurations warning of collision precursor hazards can be inspired by the description methodology above, breaking it down as follows: Below are some examples of constructing scenes of increased caution. Static layer Description of a configuration, a particular infrastructure, a break in the continuity of the road (a bus shelter, a school, a site exit, etc.) Environmental and operational conditions layer Definition of a time condition (rush hour, school leaving), traffic condition (dense to congested situation, gathering of users) Layer of contexts generating increased risks Typology of potential third parties (children, heavy goods vehicles, 2WDs, etc.), movements and behavior (restless on the sidewalk, unpredictable) Nominal situation 2. Intended manoeuvre (nominal manoeuvre) 1. Driving context a. Infrastructure static configuration b. Environmental context (visibility, grip) 3. Hazards Dangerous traffic hazards Malfunction (system/infrastructure) 4. Response 5. Risks affecting responses 29 Examples of scenarios imagined based on the concept of prudence Description Illustration by example The ego arrives near a school 1. presence of a school entrance near the current section of the road 2. logical: school leaving time (high number of users and high density of pedestrians) 3. logical: presence of vehicles parked on the edge of the shoulder -> potentially encroaching on the roadway; pedestrians on sidewalks including small children with unpredictable behavior Functional precautionary scenario on the left and logical scenario on the right 30 The ego arrives near a bus stop 1. presence of a bus stop on both sides of the road 2. logic: time of passage of a bus in the opposite direction 3. logical: potential presence of pedestrians in the area heading in the direction of the stop (some running) Functional precautionary scenario on the left and logical scenario on the right 31 The ego arrives at the right of a construction site 1. presence of a construction site in the ego's traffic lane; installation of temporary signage 2. logic: working hours of site workers; traffic slow down and traffic densification 3. logic: presence of pedestrians near the site; other vehicles detained Functional precautionary scenario on the left and logical scenario on the right 32 The ego arrives at the right of a truck exit 1. presence of a truck exit on the ego lane (rather industrial zone) 2. logic: working hours 3. logical: potential truck exit; low density of other potential motorized users; low density of potential pedestrians (or even zero) Functional precautionary scenario on the left and logical scenario on the right 33 The ego arrives to the right of a high density of pedestrians on the shoulder of the road on the right side 1. strong presence of bars and restaurants on the edge of the road 2. logical: end of day (work trip and gatherings) 3. logical: high density of pedestrians near the roadway and potentially on the roadway Functional precautionary scenario on the left and logical scenario on the right 34 Based on the approach outlined above, a first list of ?macro-scenes of increased caution? is presented below 1 The ego travels at a public transport stop on a two-way roadway (2*1 lane) 2 The ego travels along the track of rail transport (tram) located on its left 3 The ego travels near a school/college/high school (whose surroundings with the roadway are not protected) 4 The ego is traveling on a two-way road with the presence of at least one cyclist in the ego's lane or in the adjacent lane in the opposite direction 5 The ego enters a meeting zone 6 The ego leaves a reserved parking area (parking, drop-off) 7 The ego travels on a two-way road and arrives at a construction site exit 8 The ego circulates in the current section and arrives at the right of a construction site 9 The ego is traveling in a current section with the presence of a heavy goods vehicle in its lane or in one of the adjacent lanes, including in the opposite direction 10 The ego arrives at any crossroads and prepares to cross it (without priority regime, CLP, stop sign, at X, at T, at Y, a roundabout, roundabout) 11 The ego arrives at a roundabout 12 The ego arrives at an intersection (in an X) where there are cyclists or heavy goods vehicles 13 The ego travels on a dedicated lane on a bidirectional carriageway road with 2*2 lanes (one of which is dedicated) and is about to enter the mixed lane (end of dedicated lane) ? insertion being governed by traffic light intersection 14 The ego arrives in direct proximity to a slow or bulky passenger vehicle with a flashing yellow light 15 The ego travels on a 2-lane roadway reducing to 1 lane on the right/left 16 The ego is about to cross a bridge 17 The ego is about to enter an urban tunnel 18 The ego circulates in a running section behind a towed vehicle 19 The ego circulates in the current section while the vertical signage is damaged or hidden 20 Reduced environmental brightness/lighting 21 The ego travels on a unidirectional road (1 lane) on which cyclists are authorized in the opposite direction. 22 The ego travels near (on a parallel lane) a lane or cycle path 23 The ego travels on a two-way road in the right lane, a road on which the shoulder is a parallel parking zone 24 The ego circulates near an accident zone or interpersonal disputes 25 The ego circulates near an area with smoke release 26 The ego travels in a current section on a two-way road in pursuit of a vehicle 27 The ego circulates in the current section and arrives at a pedestrian crossing 28 The ego circulates in the current section and arrives at the right of a speed bump 29 The ego circulates in a current section at the top of a hill/bottom of a hill 30 The ego travels on steep and curved roads 35 2.5. Approach based on non-binary requirements of the Highway Code Among the scenarios of particular interest for the demonstration of safety of automated systems are particular scenarios made up of highway code requirements that could be described as "non-binary", in the sense that not only the triggering condition of the requirement is not unambiguous, but neither is the expected response from the vehicle. The most illustrative example is that of giving way, which requires an assessment of the conditions of arrival of the priority vehicle, the possible inconvenience created by insertion into its lane, and the acceleration to be given to its own insertion maneuver. These driving rules form a set of expected behaviors in specific driving situations, which can lend themselves to the development of scenarios, as long as they remain at a functional level, without necessarily configuring the activation conditions, nor the expected response from the vehicle (which the Highway Code does not do). The list below offers a first selection of scenarios falling under this approach to complex - non-binary scenarios (the appendix provides a more complete description of the Highway Code obligations that can be presented in a logic of driving scenarios). High-level requirements The ego undertakes an overtaking permitted by a discontinuous longitudinal line (on the right) attached to a continuous longitudinal line (on the left) The ego travels on a reserved lane and arrives at a crossing zone permitted to all users (change of direction) The ego circulates in the current section and arrives at the right of a pedestrian showing the intention of crossing the road The ego circulates in a pedestrian zone with the presence of pedestrians in its path The ego circulates in a meeting zone with the presence of pedestrians on its trajectory The ego travels near a vehicle of general interest making its special warnings effective Vehicle speed The ego enters a zone of very low light (< 50m) The ego circulates in a current section and crosses / overtakes a pedestrian alone or in a group / a cyclist alone or in a group The ego is preparing to overtake/cross a vehicle stopped or traveling at low speed on the roadway or shoulder (or hard shoulder) equipped with its special lights The ego overtakes stationary convoys The ego is about to overtake/cross a public transport or child transport vehicle stopped to let passengers get on/off The ego circulates in an area with low (mask and/or unfavorable weather conditions) visibility The ego travels on a section of slippery pavement The ego circulates in a current section around a bend The ego circulates in a running section on a steep slope (descent) The ego circulates in a current section to the right of a narrowing of the roadway The ego travels in a common section on a congested roadway or one bordered by houses Ego flows when approaching a side apex or low visibility intersection The ego is about to overtake/cross an animal The ego travels at abnormally low speed due to a failure of one of the components of the vehicle or the automated driving system 36 The ego travels on a one-way road where traffic is permitted in both directions for PTW and cyclists Driving on track The ego travels in pursuit of vehicles The ego travels in a current section when approaching a stationary vehicle or traveling at low speed on the shoulder (or hard shoulder) using its hazard lights Crossing The ego arrives at a narrowing of the roadway or a difficult intersection with vehicles arriving in front Change of lane The ego circulates in a current section in a congested situation The ego is traveling on a steep road and is about to encounter a vehicle Exceeding The ego is about to go beyond The ego is preparing to overtake near a pedestrian crossing The ego is preparing to overtake to the right the predecessor vehicle having shown a change of direction to the left The ego is preparing to overtake on the right a rail transport vehicle stopped for the boarding/descending of passengers The ego is traveling on a two-way roadway behind a vehicle at lower speed and forward visibility is not sufficient (bend or crest of hill) The ego is about to cross an intersection behind a vehicle traveling at a slower speed The ego is preparing to cross a level crossing behind a vehicle traveling at a slower speed The ego arrives at a tram stop where the trajectory of the rails follows the path of the ego where a tram is stopped to let passengers get on/off The ego is about to be overtaken by a vehicle approaching from behind The ego circulates in a snowy environment behind a winter service vehicle in action on the roadway Crossing an intersection The ego is about to cross an intersection The ego is about to enter an intersection that already has other vehicles in its center The ego is about to enter an intersection in which exceptional transport is about to enter. The ego is about to cross an intersection when the light turns solid yellow The ego prepares to approach a roundabout and prepares to exit at one of the exits exceeding half of it The ego arrives at a given way (with and without a vehicle in the intersection) Crossing a level crossing The ego is preparing to cross a level crossing (with or without signaling) Exit/insertion The ego is preparing to veer off the road to the right The ego is about to leave the road on the right and a cyclist arrives on a cycle path or lane on the right (in both directions) The ego is about to veer off the road to the left The ego is about to leave the road on the left and a cyclist arrives on a cycle path or lane on the left (in both directions) The ego is preparing to enter a priority road from a non-priority road 37 3. Summary elements and perspectives This document aims to initiate a process for selecting relevant scenarios for the safety demonstration of ARTSs. It thus aims to go beyond the so-called ?scenario generation? approach, the main objective of which was to aim for the completeness of the scenarios used, the main driving force of which was the use of combinations of scenario descriptors, and the main limitation of which is the potentially infinite nature of the scenarios generated. Adopting a logic of scenario selection may be necessary to guide regulations and the role of third-party evaluators or approval bodies. Entering into a logic of selection must, however, be done with caution, so as not to lose sight of the objective of completeness attached to the scenario generation approach. First of all, we must remember that taking the ODD into account in the safety demonstration reduces, all things being equal, the number of scenarios to consider. This ?natural selection? of scenarios through the restriction of the ODD should not, however, create any illusions: on the one hand, we must be wary of approaches to constructing the ODDs which would consist of excluding certain hazards a priori, on the grounds that system would not be supposed to process them: this tautological approach makes safety analysis via scenarios lose its meaning. On the other hand, the precision approach to an ODD which takes place when it is applied to a route or a deployment zone, can and must lead to the identification of scenarios which have not been identified in a generic approach (typically, local traffic and/or visibility conditions that are critical and specific to certain routes). The selection of scenarios in a logic of statistical representativeness theoretically meets the objective of being limited to a finite number of scenarios, without distorting the safety analysis. However, this approach only works if the scenarios are probable, which is not necessarily the case for the most critical ones. This document is not able to propose a structured method for selecting scenarios for their representativeness. It simply suggests that retaining the most frequent scenarios in each severity class can constitute a first approach, to the extent that the severity classes are relatively broad and few in number. The question of ?edge cases? deserves further investigation, to the extent that this concept actually covers three different ones: the ODD boundaries; the most severe cases from the point of view of safety impacts; the least probable cases, or even those of unmeasurable probability. It seems that these three notions should be kept in isolation to select scenarios, even if it is probable that the scenarios constructed by pushing the speeds of the actors in the scenarios and the visibility defects (low viewing angles) to their extremes, probably allow to bring together these three criteria. If we seek to extend existing ?sui generis? scenario selection approaches (such as those of the EU-ADS regulation or the NHTSA reports), the first avenue to explore seems to be the multiplication of actors in the scene, to go beyond the ego vehicle ? third party vehicle binary, by taking into account several categories of actors, including vulnerable users, including when they constitute visibility masks or risks of secondary accidents. Here we find the benefits of the combinatorial approach, operating here on the number of actors in the scenario. 38 To extend existing approaches, it also seems fruitful to focus on scenarios which go beyond the risk of collision (immediate, to be avoided) between the ego vehicle and a third party, but include scenes in which the environment of traffic (infrastructure configuration, masks, visibility, number of users, including vulnerable) suggests an increased risk of a precursor event to collisions. This notion of ?increased caution scenarios? seems to be able to rely on the scenario description rules already proposed. This document proposes a first list which deserves to be refined and completed. Beyond the notion of increased caution, an avenue for developing additional scenarios could lie in the notion of "politeness" or courtesy ("etiquette" in English), which aims on the one hand to pay particular attention to vulnerable users (see the logic underlying the street code), and on the other hand, to seek to reveal one's intentions in a courteous manner to other users. This avenue is not developed in this document, even if references may exist (notably in the work around the concept of street code mentioned above). This avenue seems to merit further investigation. The approach adopted in this document remains at the level of functional scenarios, without seeking a configuration. This stage of configuration is subject to further developments. In future developments, including scenario setting, the risk of excessive focus on certain scenarios must always be kept in mind. In this regard, we can recall that the choice of scenarios to possibly be included in a regulatory corpus can avoid, but only partially, the risk of over-selection, by adopting a probabilistic approach. This probabilistic approach, which can be applied to the configuration of functional scenarios, but also to the selection of functional scenarios within a list10, is not developed in this document. 10 Here we find, as suggested in the introduction, the logic of the driving license exam. 39 Appendices 40 Appendix 1: list of recommended scenario descriptors for scenario generation ? Physical infrastructure geometry Geometric characteristics of physical infrastructure ? Regulatory use of tracks Roads open to public traffic for all vehicles and users Lanes open to public traffic with reserved access (pedestrian zone, cycle lane or path, shared zone, meeting zone) Lanes closed to public traffic ? Circulation regime One-way Bidirectional With separate carriageways With variable allocation lanes (direction of traffic) Other ? Number of channels ? Area adjacent to the ego path HARD SHOULDER or shaved strip (right or left) Absence of shoulder (vegetation, cliff, ditch, embankment, etc.) Barriers ? safety slides Sidewalks Urban furniture (including noise barriers, embankment walls, privacy screens, etc.) Adjacent parking (herringbone, perpendicular, longitudinal) Track central island ? Longitudinal variation of cross section Chicane Track flare Pavement narrowing ? bottleneck Reduction in the number of channels End of track ? Intersection type Outside intersection In X T-shaped Y-shaped Has more than 4 branches roundabout Roundabout Railroad Crossing Other 41 ? Infrastructure design11 Underground - Tunnel ? cut and cover Bridge ? flyover ? viaduct Interchange ramp Toll zone Construction site ? work zone Other ? Priority regime Lights Priority right12 Stop Yield roundabout Railroad Crossing Other ? Elevation variation Speed bumps - speed bumps Cassis Pothole Deformed level crossing Other ? Pavement surface Asphalt (tar) Concrete Gravel Pavers Earth/sand Other ? Long profile (slope) Flat Slope Coast summit Bottom of rib ? Plan layout Straight line Radius of curvature to the right or left Variation of the radius of curvature Other ? Track width 11 The ?Design? category is a macro category of infrastructure that will require a more detailed description. These specific development infrastructures will be described via the other descriptors, because they require particular attention. 12 The priority regime at the roundabout follows the right-hand priority rule in the Highway Code. 42 ? Signaling Static signaling (vertical, horizontal) Ground markings Continuous lines Dotted lines Prohibited zone or surface (zebra) Pedestrian crossing Cycle path Bicycle lock (early stopping marks for cyclists) Other Traffic signs Danger signs Intersection signs Prescription panels Indication signs (services, road identification, cultural interest, information, etc.) Other Traffic lights Landmarks and fixed positioning and approach beacons Boundaries Markup Closing device Other ? Hazards Collision precursor event descriptors - Nature o Road vehicles (four-wheeled vehicle, PTW), guided transport, specialized self- propelled vehicles (VASP), exceptional convoys, UVR (pedestrians, cyclists, EDP(M)), animal, object o Vehicle category (M/N/O?) o Number / density (if several objects) / mass (for objects and vehicles) - Size o NB: three dimensions for vehicles and objects - Location relative to the ego vehicle o Lane or location of the third party vehicle in relation to that of the ego vehicle o Distances ? In relation to the vehicle ? In relation to the roadway / lane (see pedestrians, off-centering of the target) ? In relation to the track (e.g. vehicle or object encroachment) - Maneuver The third party maneuver is not necessarily included in the list of maneuvers described for the ego in layer 2 to the extent that these maneuvers come from the ?compliance with the highway code? requirement for the ego system. No control of third parties is possible, all maneuvers must be taken into account and considered. 43 o Type of maneuver intention in progress if identified (e.g.: overtaking, braking, leaving the parking lot, etc.) Infringing maneuvers by other road users (exo) must be considered to the extent reasonably foreseeable. The notion of reasonably foreseeable will be treated in another framework. o Travel speed (or stop) / acceleration / longitudinal / lateral o Respecting safety distances o Corner - Elements of context serving as a presumption of attitudes of the third party user Erratic movements Additional objects (e.g. ball) Foot on the roadway in order to cross No one inside the vehicle Door open (rear or side) No one around the vehicle Personal transport vehicle (motorized) on sidewalk Personal transport vehicle (motorized) at the right of an intersection Others - NB: Descriptors of adjacent collision precursor event generation poles: o Characteristics of the intersected road (see above) o Characteristics of adjacent generator hub zones (public establishments, car parks, schools, hospitals, squares, etc.) ? Environmental conditions, which have a temporary impact and complicate the nominal environment and infrastructure. Environmental conditions Climatic conditions or pure weather conditions Precipitation ? rain Snow Hail Strong wind ? storm Fog Suspended particles (smoke, dust, ashes, hail, salt, etc.) Visibility linked to lighting Glare (grazing sun, headlights, street lighting) Dusk or dawn Night without public lighting Night with public lighting not on Night with street lights on Fog Traffic information Day of the week Time of day Incident/accident present on the axis 44 Adhesion Wet road Puddles Flooded Snowy Mud icy Fat body 45 Appendix 2: recent international work on the scenario approach The literature review below presents work from national and European projects; normative work; of academic work. The questions raised in this part are shared by groups of international experts working in the field of demonstrating the safety of automated driving systems and automated road transport systems in France. The demonstration of safety for automated road transport systems is the subject of numerous publications aimed at reframing this work with the existing state of the art in other technical fields (air, nuclear, maritime transport, and rail). These reflections generate a greater perspective on the articulation of all concepts linked to safety; this is the subject of work published by the University of Warwick presented in 2023 [2]. This work places the demonstration of safety around three separate levels: guaranteeing the performance of the automated road transport system (ARTS); the guarantee of the development and maintenance process of the ARTS and the guarantee of use through the organization and implementation of the processes. The test scenario is defined as the illustration of the situations that the ARTS will encounter during its deployment in real conditions. The test environment is the platform for carrying out test scenarios. The safety argument provides the link between the safety proof and the safety statement. The performance assurance stage is based on clear and precise safety requirements depending on the operating conditions and behavioral capabilities of the system. Everything relating to operational conditions is commonly referred to as ODD (whether it concerns the functional design conditions of the vehicle equipped with an automated driving system, the technical design system of the vehicle and its on-board technical installations, the ARTS deployed on a predefined route with a set of maintenance and operating rules). The definition of the ODD integrates all the static and dynamic attributes in a unitary manner, combined to form the scenarios. All of the work on the driving scenario approach, whether it involves the generation or the implementation stage of these scenarios in the testing phase for the demonstration and then validation of the safety of the system studied, is linked to the intended use. This implies that the set of scenarios that a system will encounter is directly linked to the deployment area. Therefore, the scenarios used to assure the performance of a system must be directly correlated to the ODD of the system studied. Additionally, given that the ODD influences the scenarios tested, scenario coverage must include the notion of ODD coverage. The scenario approach is the subject of ongoing standardization work at ISO level within the subgroup which deals with aspects linked to the dynamics of road vehicles, components and functions as well as Figure 2: Links between ODD and scenarios based on the ISO 26262 system design and assessment V-cycle presented in the document published by the University of Warwick [2] 46 automated driving (TC 22 /SC 33). This work is carried out in conjunction with the ISO group which studies low-speed driving scenarios of the intelligent transport subgroup (TC 204/WG 14) on the one hand, and in close connection with the reflections at the UNECE of the group on the VMAD scenarios (SG1). Furthermore, this group of standards called ISO 3450X refers to other work by independent organizations such as the terms and definitions of the SAE standard J3016, the ASAM group of standards (OpenX standards) or the project German PEGASUS [3]. The group of standards known as 3450X is made up of five standards, published or in preparation, aimed at meeting the need for the scenario approach. The ISO 34501:2022 [4] standard serves as a dictionary to unify the terms and definitions of test scenarios in the 3450X standards group. The ISO 34502:2022 [5] standard defines the evaluation processes of the scenario generation approach in order to identify the trigger conditions and the associated hazards likely to affect the expected function of the system studied, and to evaluate whether the system can be protected from unreasonable risks. The ISO 34503 standard [6], published in August 2023, provides a taxonomy for defining the ODD. This standard introduces the concept of generic ODD defined in the DGITM document of March 2022 and target ODD, associated with the notion of STRA in France, and more generally with the notion of adaptation of the field of employment to the environment of deployment. The concept of moving from the generic ODD to the specific ODD constitutes a foundation of the safety assurance process just as the coverage of the ODD constitutes a foundation of scenario coverage. The concept of ODD as a presupposition for the design of driving scenarios is also described in the BSI Flex 1889 [7] standard of 2022, which characterizes the relationships between ODD and driving scenarios, particularly within the limits of the ODD (Figure 3). In addition, the standard introduces the notion of ?expected behavior? between the ODD taxonomy and the final scenario base. By proposing a description language for scenarios, the standard places the description tree of the elements of a scenario at the heart of the work for the design and generation of scenarios. Figure 3: Link between scenario coverage and ODD coverage ? Source BSI Flex 1889 47 The ISO/DIS 34504 standard, currently under evaluation, is intended to classify the approach scenarios by creating labels based on qualitative and quantitative arguments. In other words, this standard provides for the scenario quantification step. Finally, the ISO/AWI 34505 standard, currently in preparation, aims to define a methodology for evaluating test scenarios and to provide a procedure for extending test scenarios to traceable test cases for a given function. In doing so, it is also about defining the necessary characteristics of a test case which would include (but not limited to) test initialization, simulation, steps, pass/fail criteria and expected results. The diagram below (Figure 5) presents the articulation of all of these standards with the ISO 21448 standard. By tracing the link between the corpus of ISO 3450X standards in preparation on scenarios and the ISO 21448 standard on the safety of the expected function, this diagram proposes an articulation between the ISO approach and the French methodological approach. Figure 4 : Relationship between ODDs, expected behavior and scenarios ? Source BSI Flex 1889 Figure 5 : Articulation of the ISO 3450X group of standards under preparation with ISO 21448 ? Source : ONU- CEE/WP29/GRVA-16-24 48 Annex 3: international approaches aimed at proposing a selection of validation scenarios The search for a selection of scenarios for the validation of automated driving systems has been the subject of various international works. The following references can be noted in particular: Basis and reference Nature of prescriptions Typology of scenarios EU 2022/1426 Regulatory Functional to logical UN R 157 Regulatory Concrete NHTSA 2018 Guidance Functional to logical NHTSA 2007 (pre-crash) Guidance Functional to logical EuroNCAP SafetyPool Database Scenarios provided for in the European regulation EU-ADS (2022/1426) First lists of minimum scenarios were proposed by Annex II of European Regulation 2022/1426, in the form of functional scenarios, as part of the approval of vehicles equipped with automated driving systems. The list offers minimum scenarios as well as specific settings in certain cases; in the event of deviation from the indicated settings, the manufacturer is obliged to justify the metric used, with the aim of demonstrating that the system is free of ?unreasonable? safety risks. The regulation prescribes a certain number of scenarios which arise from the requirements they characterize. It also specifies that all reasonably foreseeable critical scenarios in the ODD must be generated and taken into account. The manufacturer must implement the scenarios in Annex II with different settings including different speed ranges, different radii of curvature, different light conditions for example. The regulations specify that certain scenarios must be played specifically during testing phases in a controlled environment or on the open road. This document does not distinguish at this stage between scenarios according to whether they are intended for validation on the track, on the open road or in simulation. Nominal maneuver and functional scenario Static infrastructure configuration Collision precursor event and parameterization Other reference Go straight Lane keeping For the entire speed range in the ODD Radii of curvature in ODD - Vehicle + PTW in the lane - Vehicle swerving into lane - Nearby vehicle in adjacent lane - Go straight Presence of third parties on the road Up to maximum ODD speed Straight line Curve - Vehicle stopped - PTW stopped - Static pedestrian - Pedestrian crossing at 5 km/h - Pedestrian crossing at 5 km/h carrying an object - Pedestrian on the road at 10 km/h in the direction of vehicle travel - 49 - Pedestrian on the lane at 10 km/h in the opposite direction to that of the vehicle - Pedestrian swerving on track - Lane blocked - Target encroaching on the track - Sequence of users / objects on the track (e.g.: ego ? other vehicle ? PTW ? other vehicle) - Crossable object (e.g. branch) - Passable object ? the ego vehicle is preceded by another vehicle - Crossable object ? the ego vehicle is preceded by a PTW - Go straight Pursuit of vehicles including maintaining distance Up to maximum ODD speed Straight line Curve - With preceding vehicle including PTW - In different dynamic scenarios of the preceding vehicle (realistic speed profile) - For different positions of the vehicle ahead on the lane - Up to a deceleration of the vehicle in front of 6 m/s² - Go straight Readjustment in case of cut-in NB: the criticality of the cut-in is determined by certain provisions and depends on the inter- vehicular distances, the speed of the target vehicle and its movement Different vehicle travel speeds - Scenarios with different TTCs, different distances and relative speeds of the target covering situations where collision can be avoided and others where collision is inevitable - Target vehicle traveling at constant speed, accelerating or decelerating (longitudinally) - With different lateral speeds, different lateral accelerations - Where the target vehicle is either a four-wheeled vehicle or a PTW. - - 50 Rural and urban environment - Where the user is a pedestrian or a cyclist with different lateral speed profiles - Where the user is a pedestrian or a cyclist reducing the speed of the vehicle by at least 20 km/h - EuroNCAP Go straight Readjustment in case of cut-out - With a vehicle stopped in the center of the lane - With a PTW stopped in the center of the lane - With a pedestrian stopped in the center of the lane - With a target blocking the entire path - With different successive targets on the track - Go straight Crossing work zone Vertical signage present (cone, signs) With or without light signaling With human signaling (including AFO) - Without preceding vehicle - With preceding vehicle (including PTW) - Go straight Crossing a pedestrian crossing Signalized pedestrian crossings Vertical signage present (cone, signs) With or without light signaling With human signaling (including AFO) - Without preceding vehicle - With preceding vehicle (including PTW) - Without pedestrians on the road - With pedestrian on the road - Without approaching pedestrians - With approaching pedestrian - Highway driving Highway entry - With different vehicles, including PTW, approaching from the rear - With vehicles approaching at different speeds - With a platoon of vehicles in the adjacent lane - UN R157 Highway exit - Without vehicle - With a vehicle, including previous PTW - With other vehicles/obstacles blocking the exit 51 Crossing a toll At different speeds allowed Vertical signage present (cone, signs) With or without light signaling With human signaling (including AFO) - Crossing the passage with different traffic levels - Without previous vehicle - With previous vehicle (including PTW) - With vehicles blocking the toll - With open and closed entrances Driving on track with cut-in/cut- out - Pedestrian crossing Lane change In the adjacent lane Insertion at the end of the track Insertion into an occupied lane During a minimal risk maneuver For the entire speed range of the ODD - All types of vehicles, including PTW, approaching from behind in the target lane - In a scenario in which lane change is possible - In a scenario where changing lanes is not possible due to a vehicle approaching from behind - In a scenario in which a vehicle of the same speed is traveling to the right of the vehicle, in the adjacent lane, preventing the lane change - In a scenario in which a vehicle of the same speed is traveling behind the vehicle, in the adjacent lane, preventing lane change - In a scenario where changing lanes during an MRM is possible and achieved - In a scenario where the lane change must be aborted due to sudden acceleration of a vehicle behind in the adjacent lane, or sudden braking of a vehicle ahead in the adjacent lane - 52 Highway environment Vertical signage present (cone, signs) With or without light signaling With human signaling (including AFO) - Entering the motorway, adapting speed to traffic (lane change settings) - Motorway exit, anticipation of lane change without necessary deceleration) - UN R157 Crossing an intersection For the entire speed range of the ODD Crossing (any) 3 lanes, with or without lights, with different priority regimes 4 lanes, with or without lights, with different priority regimes Roundabouts With human signaling (including AFO) - Without preceding vehicle - With a vehicle (including PTW) as the preceding vehicle - With or without approaching vehicles (TTC) - Rotating movement Roadway dry and in good condition - Lane insertion from a non- priority road by a turning movement with and without crossing the opposite direction lane (TTC) - Turning movement crossing the opposite direction lane (TTC) Automated valet parking Different parking spaces in different conditions - Parking spaces parallel and perpendicular to the road - On flat and inclined surfaces - With other vehicles in surrounding parking spaces (including PTW and cyclists) - With masked pedestrian crossing the path of the vehicle at 5 km/h - With a vehicle leaving its place in front of the vehicle - With a stationary obstacle in front of the vehicle - With a small object on the ground after a ramp obstructed by other objects in the path of the vehicle - With different paths, where infrastructure obstructs the field of vision - 53 - On different geometric parking spaces - When a vehicle couples the parking space Minimum scenarios of UN R157 regulation (known as ALKS) The ADS regulation provides that the motorway scenarios come from the settings which appear in the UN R157 regulation. The scenarios described in the regulation are detailed in the following annexes: - Appendix 3 is dedicated to critical traffic disruption scenarios, defined as scenarios whose conditions do not make it possible to avoid collision, - Appendix 5 is dedicated to scenarios to be tested in a controlled environment - Appendix 6 is dedicated to scenarios to be tested on open roads The ALKS provides a parameterization of braking distances and impact times, which are not included in this document, specific to driving scenarios, because they characterize the responses and not the behaviors of third-party users. In addition, among the additional parameters to take into account, not described in the scenarios, are: Traffic environment Road geometry Number of lanes Lane width Road category Road surface including friction coefficient Horizontal signaling (lane marking, visibility) Environmental conditions Lighting conditions (day, night) Climatic conditions (snow, wind, etc.) Initial conditions for third-party users Speeds Speeds of vehicles involved Distance Longitudinal distance between the rear of the predecessor and the front of the ego Size of predecessor Width of predecessor Lateral distance between ego and predecessor relative to the median plane Vehicle movements Lateral movement Lateral speed of the predecessor Deceleration Maximum predecessor deceleration Jerk Predecessor deceleration rate The following table lists the minimum scenarios prescribed by Annexes 3, 5 and 6 of the regulation, whether these are the minimum conditions in which the manufacturer must ensure the safety of the system or the test scenarios required for controlled or real environmental validation. 54 The specific ?detection? scenarios, as they are called in the regulation, have been introduced into the vehicle maneuvers relating to these detections, in particular the detection of another user arriving from the right is linked to the current circulation of the ego vehicle when staying on track. Nominal maneuver and functional scenario Static infrastructure configuration13 Collision precursor event and parameterization Go straight Keeping in lane Vehicle pursuit At ODD speed limits Different radius of curvature of the ODD Repeated changes to the speed limit above 60 km/h Exposure to different signals requiring a system response (at least 3 times) Tunnel Work zone Toll zone Change in environmental conditions - With a vehicle including a PTW and a PL as predecessor vehicle - With a predecessor vehicle swerving - With a vehicle close to the adjacent lane - For different speeds, decelerations and lateral positions of predecessors - PTW approaching the ego from the left side (9m) - PTW approaching the ego from the right side - Stop and go situations at different speed ranges - Emergency vehicle approaching Obstacles (in front of or in the driving environment) At ODD speed limits Radius of curvature - Other stationary vehicle - PTW stationary in the lane - PTW located at the outer edge of each adjacent lane - PTW approaching from the rear (area 9m) left - PTW approaching from the right rear - Pedestrian stationary in the lane - Pedestrian crossing the road at a speed of 5 km/h - Stationary pedestrian located at the edge of each adjacent lane - With a blocked path - With partial track blocking - With a sequence of obstacles Cut-in - Other vehicles including PTW - Setting prescribed by taking into account the indicator ranges mentioned above - Vehicle entering a highway entrance - Vehicle inserting at the end of the lane in smooth and lightly congested conditions 13 All scenarios must be selected in relation to the ODD 55 - Vehicle entering the end of the lane in congested traffic conditions (10 times) - Vehicle inserted between the ego and its predecessor at a sufficiently large distance Cut-out - With a vehicle stationary in the lane - With a PTW in the lane - With a pedestrian stationary in the lane - Lane blocked - With obstacle sequence - At the highway exit Detection of direction indicators of other vehicles - Different types of vehicles including PTW - Vehicle positioned in a random area detecting the presence of another vehicle Avoid an MU in the event of a passable obstacle - Without another vehicle - With another preceding vehicle - With PTW preceding Insertion - Insertion at a highway entrance - Insertion at the end of the lane in smooth, lightly congested traffic conditions - Insertion at the end of the lane in congested traffic conditions - End of highway Changing lanes (if possible) - With different vehicles including PTW approaching from the rear - With lane change possible under normal conditions - With lane change impossible under normal conditions - With a vehicle of the same speed traveling in the adjacent lane preventing lane change - With vehicle traveling in the adjacent lane preventing lane change - With lane change possible during MRM/MU - With a vehicle fitting in the same place as the ego Activation of the ALKS only within its ODD (no activation outside) - Portion of motorway not compliant with the ODD - Urban environment 56 - Non-compliant environmental conditions Resumption of control by the driver - By the wheel - By the accelerator pedal - By the brake pedal - Other scenarios, which may not be part of the ODD, should be assessed if deemed necessary by the competent authorities, including: - Y-shaped motorway lane separation - Traffic lights - Emergency Vehicles - Ground marking erased, hidden, defaced - Service and emergency personnel directing traffic - Change in road characteristics (pedestrians authorized, roundabout, intersection) - Oncoming/contrary traffic - Pedestrian crossing the lane at 5 km/h with ego up to 60 km/h Scenarios identified by NHTSA, 2018 NHTSA's 2018 work is based on a review of existing test methods and tools, which made it possible to identify current practices for testing vehicles equipped with automation systems on the one hand and on the other hand to compensate for certain shortcomings of these methods. The scenarios in the framework developed by the NHTSA attempt to be based on the main elements that govern the circulation of automated vehicles: tactical maneuvering, the definition of the ODD and the OEDR. These scenarios have been developed for both black box testing and performance testing of system components. In this preliminary document, we are not interested in the test evaluation parameters, nor in the procedures for implementing the tests associated with the scenarios. The scenarios described are dissociated from the skills and behaviors expected by the vehicles tested, otherwise defined in the document. The tests offered are as follows: Tactical maneuver ODD Features OEDR characteristics (hazards) Number of scenarios Low Speed Lane Change/Insertion Different speed profiles for each vehicle involved (3 different for each vehicle) Road with divided carriageways and several lanes in the same direction Asphalt Straight, flat profile Clear markings Clear weather, daytime, dry - In a straight line - With a vehicle 6m in front of the ego on the adjacent lane - With a vehicle 8m in front of the ego and a vehicle 8m behind the ego on the adjacent lane - With a vehicle less than 5m in front of the ego, a vehicle at the height of the ego and a vehicle less than 6m behind the ego on the adjacent lane 12 57 Vehicle pursuit Different speed profiles for vehicles (3 for each correlated to the gap) Road with divided carriageways and several lanes in the same direction Asphalt Straight, flat profile Clear markings Clear weather, daytime, dry - In a straight line - Curved - With a gap greater than 30m - With a gap greater than 68m - With a gap greater than 105m 6 Lane departure to board/unload passengers Different speeds of approaches and vehicles parked on the side of the road Road with several lanes of traffic in each direction Asphalt Straight, flat profile Clear markings Clear weather, daytime, dry - With an intervehicular space of 24m - With an inter-vehicular space of 24m (several vehicles parked) - With an inter-vehicular space less than 3m 6 School bus stopped on another lane to unload students Different speeds (3 correlated to inter- vehicular distances) Two-way road several lanes in the same direction Asphalt Straight, flat profile Clear markings Clear weather, daytime, dry - Bus stopped on lane in the same direction - Bus stopped on opposite lane - Inter-vehicle distance greater than 30m - Inter-vehicle distance greater than 68m - Inter-vehicle distance greater than 105m 6 Oncoming vehicle drifting past ego Different speeds for each vehicle (3 for each) Two-way road - A vehicle comes from the opposite direction and drifts in front of the ego 6 Crossing a pedestrian crossing Different speeds for the ego (2) Road in urban environment One or more traffic lanes per direction - With the presence of a pedestrian (5 km/h) on the path - Pedestrian entering the crossing - Pedestrian outside crosswalk - With and without signaling 10 Scenarios from NHTSA work in 2007 (pre-crash scenarios) The NHTSA 2018 scenarios come from work carried out in 2007 using accident databases in the United States. This report enabled the creation of a new typology of pre-crash scenarios to establish a common basis for vehicle safety research for public and private organizations, which would enable researchers to determine road safety issues at priority study in the development of collision avoidance systems. The reason for this basis relates to the situations preceding the accident, from an avoidance point of view: we seek to avoid a collision, whatever the final consequence, by admitting that the same critical situation can have different consequences (collision, leaving the road, etc.). This new database aimed to replace the two existing reference bases used by the automobile industry: the typology of 44 accidents developed by General Motors and the USDOT NASS base. 58 Its construction was based on the two bases previously cited and on their construction hypotheses: ? The severity of the accident ? The number of vehicles involved ? The contribution of the external environment (weather and environmental conditions, risk factors for drivers) The list thus includes three categories of situations preceding the accident: those involving a single vehicle, those involving two vehicles and those involving at least three vehicles. The classification below is organized according to the frequency of occurrence of all accidents involving light vehicles. No Scenarios 1 Predecessor vehicle stopped 2 Loss of control without prior maneuver (e.g. traffic on track in rainy weather) 3 Vehicle turning at an unsignalized intersection 4 Predecessor vehicle braking 5 Departure from the roadside without prior maneuver (e.g. entering traffic from a parking space) 6 Vehicle changing lanes ? same direction 7 Collision with an animal without prior maneuver 8 Crossing an unsignalized intersection 9 Run a red light 10 Vehicles turning ? same direction 11 Turn left crossing the opposite lane at a signalized intersection 12 Predecessor vehicle traveling at low speed 13 Turn left crossing the opposite lane at an unsignalized intersection 14 Reversing into another vehicle 15 Vehicle not maneuvering ? opposite direction 16 Loss of control with prior maneuvering of the vehicle (e.g. turn left in rainy weather) 17 Vehicle drifting ? same direction 18 Following vehicle making a maneuver 19 Departure from the roadside with prior maneuver (e.g. vehicle turning left at an intersection from the stop) 20 Departure from the side of the road while reversing 21 Collision with object without prior maneuver 22 Avoidance action without prior maneuver 23 Parked vehicle ? same direction 24 Crossing a stop sign 25 Incident without collision 26 Vehicle failure 27 Pedestrian accident without prior maneuver 28 Vehicle turning right at a signalized intersection 29 Collision with object with prior maneuver 30 Collision with cyclist without prior maneuver 31 Collision with animal with prior maneuver 32 Collision with cyclist with prior maneuver 33 Collision with pedestrian with prior maneuver 34 Predecessor vehicle accelerating 35 Vehicle maneuvering ? opposite direction 59 36 Avoidance action with prior maneuver 37 Others Scenarios from work related to the ISO 34502 standard This part presents the ISO 34502 standard based on the following diagram with regard to the articulation of the scenario layers. The ISO 34502 standard offers a method for defining functional scenarios based on the possible maneuvers of actors and egos. The following tables present examples of possible functional and logical scenarios to consider. ? SCENARIOS RELATED TO ACTORS? MANEUVERS Initial scene: no vehicles preceding the EGO Lane following Event: modification of maximum regulatory speed Event: arrival on a slower or stationary vehicle Event: vehicle in the wrong direction Event: crossing of a vehicle (with encroachment or swerve of 30 cm) Insertion into my lane (cut- in) Event: insertion in front and behind Event: insertion from the right lane or the left lane Event: close (TIV<= 3.5 s) or distant (TIV> 3.5 s) Event: normal or aggressive (speed ~1m/s) or significant acceleration >2m/s² Initial scene: vehicle in front of the EGO Vehicle tracking Event: Braking of the preceding vehicle Event: Acceleration of the preceding vehicle Event: vehicle crossing Event: inert object encroaching or obstructing the path of the vehicle Changing lane of the vehicle preceding the Ego (cut- out) Event: change to the right lane or the left lane Event: slow or aggressive lane change Event: lane change of the preceding vehicle without or with a new preceding vehicle in the lane (this vehicle may be stopped or slower (25 km/h)) Changing lanes of the EGO vehicle Event: with a vehicle arriving from behind on the intended lane Event: concomitant lane change Scenarios specific to particular types of actors such as motorized two-wheelers, vulnerable road users, or objects can be considered. Figure 6: Scenario construction diagram taken from ISO 34502 standard 60 ? SCENARIOS RELATED TO INFRASTRUCTURES The construction of scenarios linked to the infrastructure must make it possible to specify the type of infrastructure on which the system will run; it integrates the analyzes of the ODD at the different levels of variation of the system, whether it is the vehicle level, technical system or STRA deployed on a route as part of a service. The ISO 34502 standard incorporating the JAMA ?Safety Assurance Framework? provides an application of the approach to the motorway case in Japan. The system design scenarios must integrate dysfunction scenarios (failures and functional insufficiencies): ? Failure: ?failure of a system component? type event (total failure of a sensor, total failure of the main braking system, failure of the steering system, failure of a system which could seem secondary such as: lighting , wiping); ? Functional insufficiency These two types of scenarios involve developing scenarios aimed at evaluating the relevance of each of the following elements: PERCEPTION x DECISION x ACTION (ISO 34502) The vehicle may not correctly perceive the situation, which may lead to a critical scenario (scenario including one or more risk factors linked to perception). Critical perception-related scenarios can result from a combination of conditions intrinsic or extrinsic to the sensor or vehicle. Table 2: Example of JAMA's consideration of infrastructure levels and maneuvers Figure 7: Link between the elements of perception, decision and action in ISO 34502 61 Intrinsic reasons include the mounting of the part (e.g., instability related to sensor mounting or manufacturing variability) or the condition of the vehicle (e.g., vehicle tilt due to uneven loading which changes the orientation of the sensor, or protection of the sensor by external accessories such as bicycle racks). External reasons include environmental conditions (e.g., sensor opacity, dirt, light) or blind spots induced by surrounding vehicles. Traffic-related risk factors refer to conditions in which the affected system may not correctly assess the situation, which may lead to a critical traffic-related scenario (scenario including one or more traffic-related risk factors). Critical traffic scenarios can result from a combination of the following factors: road sector (e.g. main road, convergence zone), behavior of the affected vehicle (e.g. lane change maneuver) and location and movement of surrounding vehicles (for example, cut-off by a nearby vehicle). Vehicle control risk factors refer to conditions where perception and judgment function properly, but the system may fail to control the vehicle, which may lead to a critical vehicle control scenario ( scenario including one or more risk factors linked to vehicle control). The methodology proposed in this annex can be linked to different approaches to parameterize critical scenarios based on risk factors related to the traffic situation, perception and control of the vehicle, as well as the relevant objectives of safety tests based on performance reference models, such as UN/WP29/R157. ? SCENARIOS RELATED TO ENVIRONMENTAL CONDITIONS or MASKS Figure 2: Diagram from the ISO 34502 standard on the management of environmental conditions in scenarios 62 Appendix 4: collision typologies depending on the angle of the initial configuration Figure 3: Typologies of collision configurations where angles are less than 90 degrees Figure 9: Typologies of collision configurations with angles greater than 90 degrees 63 Appendix 5: requirements linked to the concept of caution in the Highway Code The objective of this annex is to explore the possibilities of reflecting certain prudential scope requirements of the Highway Code in the approach to safety demonstration scenarios of automated road transport systems. In doing so, this paper attempts to identify which requirements could, without recourse to an interpretation of expected vehicle/driver responses, be relatively simply translated into scenarios. For other requirements, this document lists the parameters which appear difficult to configure and whose translation into scenarios would therefore be much more complex. It should be remembered that this appendix is in no way intended to translate the requirements of the Highway Code into parameterized and/or binary rules. It therefore does not fall under the ?digitalization of the highway code? approach that certain players could envisage. The table below aims to present all the requirements provided for by the Highway Code applicable to drivers of motor vehicles of categories M, N, O and C, as well as the urban shuttle category defined by the order of May 6, 2019, affected by decree 2021-873. Only the requirements incumbent on the driver and what he or she can control are included in this table. If certain articles refer within them to vehicles of categories other than motor vehicles of the categories previously mentioned, no mention will be made of their content. The table is organized as follows: ? Columns 1 and 3 are reserved for the Highway Code containing respectively the article number and the requirement formulated. ? Column 2 gives the requirement summarized for ease of reading, it is not a repeat of the requirement nor an explanation. ? Column 4 proposes an instantiation explicitly provided for by the Highway Code relating to certain settings or certain situations described by the regulatory requirements presented. ? The last column presents the first non-unambiguous a priori parameters as well as characterizations of the expected behaviors of drivers/vehicles equipped with an automated driving system. This first analytical framework is still only very incompletely informed at this stage. In particular, it does not yet distinguish the difficulties of instantiating the requirements of the Highway Code which could reside respectively in the conditions of application of the rule and/or in the response of the vehicle / driver to the rule. This first analytical framework therefore aims primarily to list the requirements of the Highway Code, distinguishing them according to whether they are high-level requirements characterizing road traffic as a whole or whether they are. This concerns specific requirements for certain types of road or various requirements (audible warning devices, maximum authorized speed). With this in mind, at this stage we do not foresee the transposition of the requirements into concrete scenarios nor the pass/fail criteria which would make it possible to validate the associated requirements. The following definitions have been recalled to avoid any confusion through the use of terms from the Highway Code: ? roadway: part(s) of the road normally used for vehicle circulation ? traffic lane: subdivision of the roadway having an insufficient width to allow the circulation of a line of vehicles ? meeting zone: section or set of sections of roads in built-up areas constituting an area allocated to the circulation of all users. In this zone, pedestrians are authorized to travel on the roadway 64 without parking and benefit from priority over vehicles. Vehicle speed is limited to 20 km/h. All roads are two-way for cyclists, drivers of light scooters and drivers of motorized personal transport vehicles, unless otherwise arranged by the authority vested with police power. Entrances and exits to this area are announced by signage and the entire area is laid out in a manner consistent with the applicable speed limit. ? cycle lane: lane exclusively reserved for two- or three-wheeled cycles, light scooters and motorized personal transport vehicles on a multi-lane roadway ? cycle path: roadway exclusively reserved for two- or three-wheeled cycles, light scooters and motorized personal transport vehicles ? pedestrian area: section or set of sections of roads in built-up areas, excluding busy roads, constituting an area allocated to pedestrian traffic on a temporary or permanent basis. In this zone, subject to the provisions of articles R. 412-43-1 and R. 431-9, only vehicles necessary for internal service of the zone are authorized to circulate at walking pace and pedestrians have priority on these. Entrances and exits to this area are announced by signage. ? zone 30: section or set of sections of roads constituting an area allocated to the circulation of all users. In this zone, vehicle speed is limited to 30 km/h. All roads are two-way for cyclists, drivers of light scooters and drivers of motorized personal transport vehicles, unless otherwise arranged by the authority vested with police power. Entrances and exits to this area are announced by signage and the entire area is laid out in a manner consistent with the applicable speed limit. General note applicable to urban delivery droids: the provisions applicable to delivery droids are the provisions applicable to vehicles corresponding to the vehicle categories to which they belong (art. R311-1). 65 Traffic Laws Summary requirement of the Highway Code Regulatory requirement of the highway code Instantiations and settings explicitly provided for by the highway code Non-unambiguous parameters High-level requirements on vehicle circulation R412-7 - use of the roadway Vehicles must, unless absolutely necessary, travel on the roadway. - (no traffic planned on the sidewalks for droids at this stage) - pedestrian area, meeting zone defined by highway code R412-8 - use of the hard shoulder Driving on emergency lanes is prohibited. Provision not applicable to vehicles of general interest (art. R432) R412-19 - crossing continuous longitudinal lines When continuous longitudinal lines axial or separating traffic lanes are placed on the roadway, they prohibit drivers from crossing or overlapping them. R412-18 - crossing discontinuous longitudinal lines When discontinuous longitudinal lines are placed on the surface of the roadway, they authorize their crossing or overlapping. They are intended in particular to demarcate lanes with a view to guiding traffic. R412-20 - crossing a discontinuous longitudinal line joined to a continuous longitudinal line When a discontinuous longitudinal line is adjacent to the continuous longitudinal line, any driver may cross or overlap the latter if the discontinuous line is closest to his vehicle at the start of the maneuver and provided that this maneuver is completed before the end of the broken line. (performance ratio: degraded markings) R412-23 - traffic when the roadway has several traffic lanes in the same direction When the roadway has discontinuous longitudinal lines delimiting the traffic lanes: 1° If these are non-specialized general traffic lanes, any driver must, in normal walking, take the one of these lanes which is furthest to the right and only cross these lines in the event of overtaking, or when he is necessary to cross the road 66 R412-23 - traffic on lanes reserved for certain categories of vehicles 2° If it is a traffic lane reserved for certain categories of users, other users may only cross or overlap the line to leave the roadway or approach it. (driving of droids on cycle paths?) R412-28 - traffic in the prohibited direction The fact, for any driver, of traveling in the prohibited direction is punishable by the fine provided for contraventions of the fourth class. (moving up the line for the droids?) R415-11 - priority for pedestrians All drivers are required to give way, if necessary by stopping, to pedestrians regularly crossing a roadway or clearly indicating the intention to do so or traveling in a pedestrian area or meeting zone. - regular crossing of the road (see Highway Code rules relating to the crossing of pedestrians art. R412-34 to R412-43) - and clearly expressing the intention to do so R415-12 - priority of passage for priority vehicles of general interest In all circumstances, all drivers are required to give way to priority vehicles of general interest announcing their approach by using special warning devices provided for their category traveling in a pedestrian area or meeting zone. R421-1 - insertion straps The provisions relating to traffic on motorways also apply to motorway junction ramps. R421-5 - use of the central separating strip Drivers must under no circumstances travel, stop or park on the central strip separating the roadways. Provision not applicable to vehicles of general interest (art. R432) Vehicle speed R413-1 - the more restrictive speeds decreed by the police prevail over those of the highway code When they are more restrictive, the maximum speeds decreed by the authority vested with police power take precedence over those authorized by this code. R413-2 - maximum speeds authorized outside built-up areas Outside urban areas, vehicle speed is limited to: 1° 130 km/h on motorways. 2° 110 km/h on two-carriageway roads separated by a central reservation; 67 3° 80 km/h on other roads. However, on sections of these roads with at least two lanes assigned to the same direction of traffic, the maximum speed is increased to 90 km/h on these lanes only. In the event of rain or other precipitation, these maximum speeds are lowered to: 1° 110 km/h on sections of motorways where the normal limit is 130 km/h; 2° 100 km/h on sections of motorways where this limit is lower as well as on two-carriageway roads separated by a central reservation; 3° 80 km/h on sections of other roads mentioned in 3° of I. R413-3 - maximum speeds authorized in built-up areas In built-up areas, vehicle speed is limited to 50 km/h. However, this limit can be raised to 70 km/h on sections of road where access for local residents and pedestrian crossings are limited in number and are protected by appropriate devices. The decision is taken by order of the authority holding traffic police power, after consultation with the authorities managing the road and, if it is a major traffic road, after assent from the prefect. On the Paris ring road, this limit is set at 70 km/h. R413-4 - maximum authorized speed in case of restricted visibility In the event of visibility less than 50 meters, maximum speeds are lowered to 50 km/h on all road and motorway networks. - generic distance measurement scenarios R413-7 - speed limit for vehicles with a GVWR < 3.5 t and public transport, equipped with non-slip studded tires The speed of vehicles with an authorized total weight of less than or equal to 3.5 tons and public transport vehicles, equipped with tires having protruding non-slip studs, is limited to 90 km/h. R413-8 - speed limit for vehicles with a gross vehicle weight > 3.5 t, except TC The speed of vehicles with an authorized gross vehicle weight of more than 3.5 tons or combinations of vehicles with an authorized gross vehicle weight of more than 3.5 tons, with the exception of public transport vehicles, is limited. has : 1° 90 km/h on motorways; 2° 80 km/h on priority roads marked as such. However, this maximum speed is increased to 90 km/h for vehicles whose total weight is less than or equal to 12 tons on two-carriageway roads separated by a central reservation; 68 3° 80 km/h on other roads. However, this maximum speed is lowered to 60 km/h for articulated vehicles or vehicles with a trailer whose total weight is greater than 12 tons. 4° 50 km/h in built-up areas. However, this maximum speed is increased to 70 km/h on the Paris ring road. R413-9-1 - speed limit for passenger transport vehicles (GVW > 3.5 and < 12 t) However, the speed of vehicles referred to in Article R. 413-8 which are intended for the transport of people and whose total authorized weight is greater than 3.5 tons and less than or equal to 12 tons is limited to: 1° 110 km/h on motorways; 2° 100 km/h on two-carriageway roads separated by a central reservation when they are a priority and marked as such; 3° 80 km/h on other roads. R413-10 - speed outside urban areas of public transport I. - Outside urban areas and with the exception of roads on which the speed of vehicles is limited to 80 km/h in application of 3° of I of Article R. 413-2, the speed of public transport vehicles is limited to 90 km/h. II.- However, this maximum speed is increased to 100 km/h: 1° On motorways for vehicles whose total weight is greater than 10 tons and having particular technical characteristics defined by order of the minister responsible for transport; 2° On motorways and roads with carriageways separated by a central reservation for vehicles weighing less than or equal to 10 tons. III. - In operation, these maximum speeds are lowered to 70 km/h for buses and coaches with standing passengers. R413-17 - speed reduction in certain situations The maximum speeds authorized by the provisions of this code, as well as those possibly reduced by the authorities vested with traffic police powers, only apply under optimal traffic conditions: good weather conditions, smooth traffic, vehicle in good condition. Its speed must be reduced: 1° When crossing or overtaking pedestrians, including those who have left a vehicle, or cyclists alone or in groups; 1° bis When crossing or overtaking any vehicle, stationary or traveling at low speed on a shoulder, an emergency lane or a roadway, equipped with the special lights mentioned in articles R. In the presence of third parties: - crossing/overtaking pedestrians - crossing/overtaking a vehicle stopped or traveling at low speed on the roadway, on the shoulder, on the hard shoulder and using special lights - optimal traffic conditions = good atmospheric conditions, smooth traffic, vehicle in good condition - insufficient visibility conditions / visibility not assured - road which appears not clear - slippery road 69 313-27 and R. 313-28 or whose driver uses his hazard lights under the conditions provided for in the first paragraph of article R. 416- 18; 2° When overtaking stationary convoys; 3° When crossing or overtaking public transport vehicles or vehicles used to transport children and subject to special signage, when passengers are getting off and on; 4° In all cases where the road does not appear entirely clear, or risks being slippery; 5° When visibility conditions are insufficient (rainy weather and other precipitation, fog, etc.); 6° In turns; 7° On rapid descents; 8° In sections of narrow or congested roads or lined with houses; 9° When approaching hilltops and intersections where visibility is not guaranteed; 10° When he uses special lighting devices and in particular his dipped headlights; 11° When crossing or overtaking animals. - overtaking stationary convoys - crossing/overtaking public transport vehicles, transporting children when getting on/off passengers - crossing/overtaking animals In specific situations: - unclear or slippery road - in turns - on rapid descents, - in narrow or congested road sections or bordered by houses - when approaching side apexes and intersections with reduced visibility - when using special lighting devices including dipped headlights - narrow road - congested road R413-19 - abnormally low traffic speed No driver must interfere with the normal operation of other vehicles by traveling without valid reason at an abnormally low speed. Particularly on motorways, when traffic is flowing and the weather conditions allow sufficient visibility and grip, drivers using the leftmost lane cannot travel at a speed lower than 80 km/h. - abnormally reduced speed - Valid reason - interfere with normal walking - fluid situation - sufficient visibility - sufficient grip R412-28- 114 - circulation of EDP-M and PTW in two directions When the maximum authorized speed is less than or equal to 30 km/h, the roads are two-way for drivers of motorized personal 14 This article does not actually designate a requirement for automated vehicles but designates a specificity of circulation on roadways where the maximum speed is limited to 30 km/h for EDP-M and 2WD. In this case, the absence of signage (vertical or horizontal) to indicate the possible presence of these categories of third-party users in both 70 transport vehicles, light scooters and cyclists unless otherwise decided by the authority vested with police power. . Use of audible alarms R416-1 - use of sound alarms Outside built-up areas, the use of sound horns is only authorized to give the necessary warnings to other road users. In built-up areas, the use of the sound horn is only authorized in the event of immediate danger. The signals emitted must not be prolonged longer than necessary. At night, warnings must be given by the intermittent switching on of either the dipped headlights or the main beam headlights, with audible signals only being used if absolutely necessary. - target scenarios where the use of the sound horn would be necessary? - necessary warnings to other road users - immediate danger - extend longer than necessary - absolute necessity (AVAS concerned by the provision, cf. ECE R138) Traffic on uninterrupted roadway Driving on track R412-9 - position of the vehicle near the right edge of the road When driving normally, all drivers must keep their vehicle close to the right edge of the roadway, as much as the condition or profile of the roadway allows. However, a driver who enters a roundabout with several traffic lanes in order to take an exit located on his left in relation to his entrance axis can turn left. - distance to the right edge of the road to be respected or position in its lane (relative to the middle of the lane) - notion of ?good? road condition - notion of ?good? roadway profile R412-11-1 Article link R313-27 - vehicle traveling at low speed or stopped on the roadway or hard shoulder When a vehicle equipped with special lights 15or any other vehicle whose driver uses its hazard lights is immobilized or traveling at low speed on a shoulder or emergency lane, any driver traveling on the right edge of the the roadway must, when approaching, reduce its - driving on the lane with a vehicle using special lights or hazard lights immobilized/moving at low directions of traffic, while the circulation of other vehicles only takes place in one meaning, should not be an obstacle to the proper consideration of these users by the automated vehicle. 15 Priority vehicles of general interest, vehicles of general interest benefiting from passage facilities, or vehicle of general interest 71 R313-28 R413-17 R414-4 R416-18 speed and change lanes of traffic after ensuring that it can do so without danger. If changing lanes is not possible, the driver must move as far away from the vehicle as possible while remaining in their lane. When the same vehicle is stationary or traveling at low speed on a roadway, any driver traveling on the same lane must, when approaching, reduce their speed, if necessary stop, and overtake the vehicle. When this same vehicle is stationary or traveling at low speed on an adjacent traffic lane, any driver must, upon approaching, reduce their speed and move away from it as much as possible while remaining in the same lane. speed on the shoulder or hard shoulder - traffic on lane with vehicle using special lights or hazard lights immobilized/moving at low speed in its lane - traffic on lane with vehicle using special lights or hazard lights immobilized/moving at low speed in an adjacent lane R412-12 - safety distance When two vehicles follow each other, the driver of the second must maintain a sufficient safety distance to be able to avoid a collision in the event of sudden slow down or sudden stop of the vehicle in front. This distance is greater as the speed is higher. It corresponds to the distance traveled by the vehicle over a period of at least two seconds. - traffic on track with sudden braking of the predecessor - driving on the track with sudden braking in front of one of the predecessor vehicles - safety distance = distance traveled by the vehicle in at least 2 seconds (applicable in all circumstances, including pedestrian zones; concept relating to traffic speed) Crossing R414-1 - crossing Crossings are made on the right. In the event of crossing vehicles, each driver must keep to their right as much as the presence of other users allows. However, certain intersections may be arranged in such a way that the driver must, depending on the signage, keep to his left to allow the crossing. - as much as the presence of other users allows R414-2 - crossing impossible In all cases where the insufficient free width of the roadway, its profile or its condition do not allow crossing easily and in complete safety, drivers of vehicles whose size or whose load exceeds 2 meters in width or 7 meters in length, trailer included, with the exception of public transport vehicles in built-up areas, must reduce their speed and, if necessary, stop or park to give way to vehicles of smaller dimensions. In the same cases, all users must reduce their speed and, if necessary, stop or park to facilitate the passage of a vehicle of - crossing on a roadway of insufficient width or in poor condition - crossing easily and safely (performance ratio: management of the footprint of crossed vehicles) 72 general interest using the special warning devices authorized for its category or of exceptional transport mentioned in article R. 433-1 and its accompanying vehicles mentioned in article R. 433-17. Change of lane R412-10 - change of direction Any driver who is about to make a change in the direction of his vehicle or to slow down its speed must warn other users of his intention, in particular when he is going to move to the left, cross the roadway, or when, after a stop or parking, he wants to regain his place in the flow of traffic. - change lane to the left - crossing the road (see intersections) - insertion into traffic after a stop or parking - temporal notion of warning (in application of this provision, any deviation from the traffic position must be reported) R412-24 - heavy traffic When, on one-way roads and on roads with more than two lanes, traffic, due to its density, forms an unbroken line on all lanes, drivers must remain in their line. However, changing lanes are possible to prepare for a change of direction and must be carried out with as little interference as possible to the normal movement of other vehicles. - uninterrupted single-file traffic on all traffic lanes - heavy traffic - hinder the normal operation of other vehicles as little as possible R412-25 - change of lane for vehicles with a GVW > 3.5 t When a road has three or more lanes, assigned to the same direction of traffic, drivers of vehicles whose total authorized weight exceeds 3.5 tons or a combination of vehicles whose length exceeds 7 meters are prohibited. 'take lanes other than the two lanes located closest to the right edge of the roadway, except, by obstructing the normal movement of other vehicles as little as possible, to prepare for a change of direction. - traffic on separate carriageways with 3 lanes or more, of a vehicle [GVW > 3.5 t or L > 7 m] - hinder the normal operation of other vehicles as little as possible (remark on performance: management of areas with high pedestrian density) R414-3 - crossing on a steep road When crossing on mountain roads and on steep roads is difficult, the descending vehicle must be the first to stop in time. If it is impossible to cross without one of the two vehicles being forced to reverse, this obligation applies: 1° To a single vehicle in relation to a group of vehicles; 2° To the lighter vehicle of the two; 3° To a goods transport vehicle with a total authorized weight greater than 3.5 tons compared to a public transport vehicle. When it comes to vehicles of the same category, it is the driver of the descending vehicle who must reverse, unless this is clearly easier for the driver of the ascending vehicle, in particular if the latter is close to 'a place of avoidance. - crossing on a steep road 73 Overtaking R414-4 - overtaking conditions Before overtaking, all drivers must ensure that they can do so safely. He can only attempt to overtake a vehicle if: 1° He has the possibility of returning to his place in the normal flow of traffic without hindering it; 2° The relative speed of the two vehicles will make it possible to overtake in a sufficiently short time. 3° He is not himself on the verge of being surpassed. He must also warn the user he wants to overtake of his intention. To overtake, he must move far enough away so as not to risk hitting the user he wants to overtake. In any case, he must not approach it laterally within less than one meter in built-up areas and one and a half meters outside built-up areas if it is an animal-drawn vehicle, a vehicle with two or more people, an engine with two or three wheels, a pedestrian or an animal - overtake without danger - without hindering traffic - sufficiently short time - lateral safety distance for overtaking a pedestrian, a 2-3 wheeler, a rider, an animal, an animal-drawn vehicle = 1 m agglomeration; 1.5 m outside urban areas - distance for overtaking a pedestrian in a pedestrian zone, meeting zone R414-5 - overtaking at pedestrian crossings When approaching crossings intended for pedestrians, drivers must only overtake after ensuring that no pedestrian is engaged in the crossing. - overtaking situation at a pedestrian crossing R414-6 - overtaking on the right Overtaking is done on the left. As an exception to this rule, all drivers must overtake on the right: 1° A vehicle whose driver has indicated that he is preparing to change direction to the left; 2° A vehicle traveling on a railway using the roadway when the distance between this vehicle and the edge of the roadway is sufficient; however, in the latter case, overtaking can be done on the left on roads where traffic is one-way or on other roads when overtaking leaves the entire left half of the roadway free. When, on one-way roads and on roads with more than two lanes, traffic has, due to its density, established in an uninterrupted line on all lanes, the fact that vehicles in one line travel faster than vehicles in another lane is not considered overtaking. R416-7 - overtaking on two-way roads (2*1) Any driver who overtakes on the left can only use the left half of the roadway if he does not obstruct traffic in the opposite direction. - overtaking on a two-way roadway in 2*1 lane - hindrance to oncoming traffic 74 R414-8 - overtaking on two-way roads When a two-way roadway has more than two lanes, marked or not, drivers overtaking must not take the lane located furthest to their left. R414-10 - end of overtaking Any driver who has just overtaken on the left must return to their right without causing the vehicle being overtaken to slow down. R414-11 - overtaking at low visibility Any overtaking is prohibited on roads with two directions of traffic, when forward visibility is not sufficient, which may be particularly the case in a bend or at the top of a hill, unless this maneuver leaves free the part of the roadway located to the left of a continuous line or if, when overtaking a two-wheeled vehicle, this maneuver leaves the left half of the roadway free. - overtaking on a two-way road with low forward visibility (e.g.: side bend or apex) R414-11 - overtaking at intersection Any overtaking other than that of two-wheeled vehicles is prohibited at road intersections, except for drivers approaching an intersection where drivers traveling on other roads must give them way, or when they approach an intersection where crossing is regulated by traffic lights or by a traffic officer. - overtaking a PTW vehicle at an intersection R414-12 - overtaking at a level crossing Any overtaking is prohibited when crossing railway tracks not equipped with barriers or half-barriers. Provision applicable to tram crossings R414-13 - overtaking public transport vehicles required to follow a trajectory It is prohibited for any driver to overtake a train or a public transport vehicle required to follow, permanently, a trajectory determined by one or more material rails and using the road base, stopped during the ascent or the descent of travelers on the side where it takes place. R414-16 - be overtaken When about to be overtaken, drivers must immediately pull to their right without accelerating. R414-17 - overtaking in snow When, on the roadway, at least one traffic lane is covered with snow or ice on all or part of its surface: I. - 1° Overtaking or changing lanes is prohibited for any driver of a vehicle whose total authorized weight exceeds 3.5 tons or for any driver of a combination of vehicles whose length exceeds 7 meters; 2° Overtaking winter service vehicles operating on the roadway is prohibited for any vehicle. - taxiway covered with snow or ice on all or part of its surface Insertions and intersections 75 Crossing a roundabout/roundabout R415-10 - crossing a roundabout Any driver approaching a roundabout is required, regardless of the classification of the road he is about to leave, to give way to users traveling on the roadway surrounding the roundabout. Crossing an intersection R415-1 - crossing an intersection Any driver approaching a road intersection must check that the roadway they are going to cross is clear, travel at a more moderate speed as the visibility conditions are less good and, if necessary, announce their approach. . - poorer visibility conditions - if necessary R415-2 - enter an intersection Any driver must only enter an intersection if their vehicle is not likely to be immobilized there and prevent the passage of vehicles traveling on other lanes. In particular, a driver must not enter a road intersection if the driver of one of the accompanying vehicles reports the imminent crossing of this intersection by an exceptional transport. R412-30 - red traffic light All drivers must come to a complete stop in front of a red traffic light, fixed or flashing. The stop is made: 1° When a stop line is materialized, respecting the limit of this line; 2° When a stop line is not marked, respecting the limit of a line located before the pedestrian crossing if it precedes the light and, in other cases, directly above the traffic light. R412-30 - crossing a cycle path marked by lights When a cycle path or a path marked for cycles, crossing the roadway is parallel and contiguous to a crossing reserved for pedestrians, the crossing of which is regulated by illuminated traffic lights, any driver using this path or this marked path is required, in the absence of specific signage, to respect the traffic lights regulating the crossing of the roadway by pedestrians. R412-31 - yellow traffic light All drivers must stop in front of a fixed yellow traffic light, except in the case where, when said light is switched on, the driver can no longer stop his vehicle in sufficient safety conditions. - sufficient safety conditions R412-32 - flashing yellow traffic light The purpose of flashing yellow traffic lights is to draw the attention of any driver to a particular danger. 76 They authorize the passage of vehicles subject, where applicable, to compliance with the provisions relating to the priority rules established by this code or prescribed by specific signage. R412-33 - green traffic light Green traffic lights authorize the passage of vehicles, provided, in intersections, that the driver only enters if his vehicle does not risk being immobilized and preventing the passage of other vehicles traveling on the cross roads and that exceptional transport or one of its accompanying vehicles is not used on these routes. In the latter case, priority of passage belongs to exceptional transport and its vehicles accompaniment. R415-5 - priority right When two drivers approach an intersection from different roads, the driver coming from the left is required to give way to the other driver, unless otherwise provided for in this book. R415-6 - stop At certain intersections indicated by so-called stop signs, all drivers must stop at the edge of the road being approached. He must then give way to vehicles traveling on the other road(s) and only enter it after ensuring that he can do so without danger. - be able to engage without danger - concept of break time R415-7 - yield At certain intersections indicated by ?give way? signs, all drivers must give way to vehicles traveling on the other road(s) and only enter after ensuring that they can do so safely. - be able to engage without danger Crossing a level crossing R422-3 - crossing a level crossing No driver must enter a level crossing if their vehicle risks being immobilized there due to its technical characteristics or traffic conditions. When a level crossing is equipped with barriers or half- barriers, no road user must enter it when these barriers are either closed or in the process of closing or opening. When a level crossing is not equipped with barriers, half-barriers or a light signal, no user must enter it without having ensured that no train is approaching. When a crossing is guarded, the road user must obey the guard's injunctions and not obstruct, where applicable, the closing of the barriers. Any driver must, when approaching a train, immediately clear the railway tracks so as to allow it passage. Provision applicable to tram tracks (by definition) - technical characteristics or traffic conditions Turn right at an intersection/turn left 77 U-turn R421-6 - U-turn and reverse Drivers must under no circumstances make a U-turn on a motorway, even when crossing the central strip separating the roadways or taking an interruption of it. Likewise, they must not go backwards. Entry from lane insertion/acceleration/lane exit/acceleration R415-3 - leaving the road Any driver preparing to leave a road on their right must keep to the right edge of the road. He may, however, take the left part of the roadway when the route of the bend and the dimensions of the vehicle or its load make it impossible for him to keep to the right; he must therefore only maneuver at a moderate pace, and after having ensured that he can do so without danger to others. He must give way to motorized personal transport vehicles, cycles and mopeds traveling in both directions on cycle paths which cross the roadway on which he is going to enter. - leaving the road without danger R415-4 - leaving the road on the left Any driver preparing to leave a road on their left must keep to the left. When the roadway has two directions of traffic, it must not exceed the median axis. However, when this roadway has an odd number of marked lanes, he must, unless otherwise arranged by the authority vested with police power, take the middle lane. He must give way to vehicles coming in the opposite direction on the roadway which he is preparing to leave as well as to motorized personal transport vehicles, cycles and mopeds traveling in both directions on the cycle paths which cross the roadway on which he is going to commit to. (performance RQ: management of insertions on the priority lane in the event of heavy traffic) R415-8 - on-road insertion Outside built-up areas, any driver approaching a busy road and not himself on a road of this category is required to give way to vehicles traveling on the busy road. R421-3 - insertion from an insertion strap Any driver who uses a motorway junction ramp must give way to vehicles traveling on the motorway. R421-4 - positioning for highway exit As soon as, on the motorway, an exit ramp or a junction is announced, all drivers must, as the case may be: 1° Go to the right or left lane if you wish to take the exit ramp; - at the latest, the maneuver must be completed upon reaching 78 2° Go to the lane or one of the lanes corresponding to the branch of the motorway in which he wishes to enter at the junction. Both of these maneuvers must be completed at the latest when the driver reaches the signals placed at the start of the slip road or junction. the signals placed at the start of the slip road/bifurcation Stopping and parking CT stop/stop output R412-11 - stop exit of public transport vehicles In built-up areas, all drivers must slow down if necessary and, if necessary, stop to let public transport vehicles leave the stops marked as such. - exiting a public transport vehicle from its stop Parking/stop zone R413-18 - walking traffic in a parking lot The driver of a vehicle or machine which travels in a parking lot set up on a median or which crosses a sidewalk or circulates there, must only drive there at a walking pace and taking all precautions in order to not constitute a danger to pedestrians. - walking pace - constitute a danger for pedestrians - all precautions R417-1 - parking and stopping in built-up areas In built-up areas, any stationary or parked vehicle must be positioned in relation to the direction of traffic according to the following rules: 1° On the shoulder, when it is not allocated to the circulation of particular categories of users and if the state of the ground is suitable; 2° For two-way roadways, on the right side thereof, unless otherwise provided by the authority vested with police power; 3° For one-way carriageways, on the right or left side, unless otherwise provided by the authority vested with police power. R417-4 - parking and stopping outside urban areas Outside built-up areas, any stationary or parked vehicle must be placed off the roadway as much as possible. When it can only be placed on the roadway, it must be placed in relation to the direction of traffic according to the following rules: 1° For two-way roadways, on the right side thereof, unless otherwise provided by the authority vested with police power; 79 2° For one-way carriageways, on the right or left side, unless otherwise provided by the authority vested with police power. R417-5 - stopping and parking at pedestrian crossings Stopping or parking a vehicle encroaching on a crossing provided for pedestrians is prohibited. R417-7 - opening the door when parked or stopped It is prohibited for any occupant of a stationary or parked vehicle to open a door when this maneuver constitutes a danger for themselves or other users. Does not a priori concern the circulation of the vehicle but the GAME type analysis (hazards at system level) R417-9 - park or stop safely Any stationary or parked vehicle must be positioned so as not to constitute a danger to users. In particular, stopping and parking near road intersections, bends, hilltops and level crossings are considered dangerous when visibility is insufficient. Parking or stopping are considered dangerous: - when visibility is insufficient - near intersections - turns - peaks - level crossings - insufficient visibility R417-10 - inconvenient parking or stopping Any stationary or parked vehicle must be placed in such a way as to obstruct traffic as little as possible. The stopping or parking of a vehicle is considered to obstruct public traffic: In spaces reserved for stopping or parking public passenger transport vehicles, taxis, vehicles holding the car-sharing label or vehicles assigned to a public service; the authority vested with police power may, however, define by order the times during which parking is authorized; Between the edge of the roadway and a continuous line when the width of the lane remaining free between this line and the vehicle does not allow another vehicle to travel without crossing or overlapping the line; On locations where the vehicle prevents either access to another stationary or parked vehicle, or the release of the latter; On bridges, in underpasses, tunnels and under overpasses, unless otherwise arranged by the authority vested with police power; On emergency lanes, unless absolutely necessary; Parking or stopping are considered inconvenient: - on spaces reserved for stopping/parking public transport vehicles, taxis, car- sharing vehicles - between the edge of the roadway and a continuous line when the width of the remaining lane is insufficient to allow the passage of another vehicle - on locations where the vehicle prevents stopping/parking or the release of a vehicle - on bridges, underpasses, tunnels - obstruct traffic 80 On a public road specially designated by order of the authority vested with municipal police power. The parking of a vehicle is also considered to be disruptive to public traffic: In front of the vehicle entrances to the neighboring buildings; Double file, except for personal transport vehicles, two-wheeled cycles, two-wheeled mopeds and motorcycles without a sidecar; In front of devices intended for recharging electric vehicles with energy; On spaces reserved for stopping or parking delivery vehicles; the authority vested with police power may, however, define by order the times during which parking is authorized; In meeting areas, outside of locations set up for this purpose; In pedestrian areas, with the exception of personal transport vehicles, light scooters and cycles on spaces provided for this purpose; Above marked accesses to underground installations. - on the hard shoulder - in front of vehicle entrances to buildings - in double file - in front of electric charging devices - on the locations of delivery vehicles - in meeting areas - in pedestrian areas R417-11 - inconvenient parking or stopping Stopping or parking is considered very inconvenient for public traffic: 1° Of a vehicle on the roads and lanes reserved for the circulation of public passenger transport vehicles, taxis or priority vehicles of general interest; 3° A vehicle in spaces reserved for vehicles carrying a mobility inclusion card including the words ?parking for disabled people? or a parking card for disabled people; 4° A vehicle on spaces reserved for vehicles transporting cash or precious metals; 5° A vehicle on passages reserved for pedestrian traffic when crossing the roadway; 6° From a vehicle to the right of the vigilance strips with the exception of those which mark the platform of a public transport stop; 7° A vehicle near traffic light signals or road signs when its size is likely to obscure this sign from the view of road users; 8° Of a motorized vehicle with the exception of motorized personal transport vehicles, light scooters and pedal-assisted cycles: a) On sidewalks, with the exception of motorcycles, motorized tricycles and mopeds; Parking or stopping are considered very inconvenient: - on roadways reserved for the circulation of public transport vehicles, taxis, priority vehicles of general interest - on spaces reserved for people holding a ?disabled person? card - on locations reserved for the transport of cash or precious metals - on crossings reserved for pedestrians - to the right of vigilance awareness bands - near traffic light signals or road signs when the size of - very annoying for traffic 81 b) On greenways with the exception of vehicles authorized to circulate there, cycle lanes and paths; c) Over a distance of five meters upstream of pedestrian crossings in the direction of traffic, outside of locations marked for this purpose; d) Right next to fire hydrants. the vehicle is likely to obscure them - on the sidewalks - on greenways, lanes and cycle paths - 5 m upstream of pedestrian crossings in the direction of traffic - to the right of fire hydrants R421-7 - stopping and parking on the roadway/shoulder Unless absolutely necessary, drivers must not stop or park their vehicles on roadways and shoulders, including on hard shoulder areas of motorways. - in case of absolute necessity 82 References [1] An Improved Method to Calculate the Time-to-Collision of Two Vehicles, Jimenez et al, Springer. 2013 [2] University of Warwick. Cross-Domain Safety Assurance for Automated Transport System. 2022 [3] Test scenarios of automated driving systems ? General status report, ISO experts, Informal document GRVA-16-24. 2023 [4] ISO 34501 ? road vehicles ? Test scenarios for automated driving systems ? Vocabulary. 2022 [5] ISO 34502 ? Road vehicles ? Test scenarios for automated driving systems ? Scenario-based safety assessment framework. 2022 [6] ISO 34503 ? Road vehicles ? Test scenarios for automated driving systems ? Specification of the operational design domain. 2023 [7] BSI Flex 1889 ? Natural language description for abstract scenarios for automated driving systems ? Specification. 2022 (ATTENTION: OPTION onal to logical NHTSA 2007 (pre-crash) Guidance Functional to logical EuroNCAP SafetyPool Database Scenarios provided for in the European regulation EU-ADS (2022/1426) First lists of minimum scenarios were proposed by Annex II of European Regulation 2022/1426, in the form of functional scenarios, as part of the approval of vehicles equipped with automated driving systems. The list offers minimum scenarios as well as specific settings in certain cases; in the event of deviation from the indicated settings, the manufacturer is obliged to justify the metric used, with the aim of demonstrating that the system is free of ?unreasonable? safety risks. The regulation prescribes a certain number of scenarios which arise from the requirements they characterize. It also specifies that all reasonably foreseeable critical scenarios in the ODD must be generated and taken into account. The manufacturer must implement the scenarios in Annex II with different settings including different speed ranges, different radii of curvature, different light conditions for example. The regulations specify that certain scenarios must be played specifically during testing phases in a controlled environment or on the open road. This document does not distinguish at this stage between scenarios according to whether they are intended for validation on the track, on the open road or in simulation. Nominal maneuver and functional scenario Static infrastructure configuration Collision precursor event and parameterization Other reference Go straight Lane keeping For the entire speed range in the ODD Radii of curvature in ODD - Vehicle + PTW in the lane - Vehicle swerving into lane - Nearby vehicle in adjacent lane - Go straight Presence of third parties on the road Up to maximum ODD speed Straight line Curve - Vehicle stopped - PTW stopped - Static pedestrian - Pedestrian crossing at 5 km/h - Pedestrian crossing at 5 km/h carrying an object - Pedestrian on the road at 10 km/h in the direction of vehicle travel - 49 - Pedestrian on the lane at 10 km/h in the opposite direction to that of the vehicle - Pedestrian swerving on track - Lane blocked - Target encroaching on the track - Sequence of users / objects on the track (e.g.: ego ? other vehicle ? PTW ? other vehicle) - Crossable object (e.g. branch) - Passable object ? the ego vehicle is preceded by another vehicle - Crossable object ? the ego vehicle is preceded by a PTW - Go straight Pursuit of vehicles including maintaining distance Up to maximum ODD speed Straight line Curve - With preceding vehicle including PTW - In different dynamic scenarios of the preceding vehicle (realistic speed profile) - For different positions of the vehicle ahead on the lane - Up to a deceleration of the vehicle in front of 6 m/s² - Go straight Readjustment in case of cut-in NB: the criticality of the cut-in is determined by certain provisions and depends on the inter- vehicular distances, the speed of the target vehicle and its movement Different vehicle travel speeds - Scenarios with different TTCs, different distances and relative speeds of the target covering situations where collision can be avoided and others where collision is inevitable - Target vehicle traveling at constant speed, accelerating or decelerating (longitudinally) - With different lateral speeds, different lateral accelerations - Where the target vehicle is either a four-wheeled vehicle or a PTW. - - 50 Rural and urban environment - Where the user is a pedestrian or a cyclist with different lateral speed profiles - Where the user is a pedestrian or a cyclist reducing the speed of the vehicle by at least 20 km/h - EuroNCAP Go straight Readjustment in case of cut-out - With a vehicle stopped in the center of the lane - With a PTW stopped in the center of the lane - With a pedestrian stopped in the center of the lane - With a target blocking the entire path - With different successive targets on the track - Go straight Crossing work zone Vertical signage present (cone, signs) With or without light signaling With human signaling (including AFO) - Without preceding vehicle - With preceding vehicle (including PTW) - Go straight Crossing a pedestrian crossing Signalized pedestrian crossings Vertical signage present (cone, signs) With or without light signaling With human signaling (including AFO) - Without preceding vehicle - With preceding vehicle (including PTW) - Without pedestrians on the road - With pedestrian on the road - Without approaching pedestrians - With approaching pedestrian - Highway driving Highway entry - With different vehicles, including PTW, approaching from the rear - With vehicles approaching at different speeds - With a platoon of vehicles in the adjacent lane - UN R157 Highway exit - Without vehicle - With a vehicle, including previous PTW - With other vehicles/obstacles blocking the exit 51 Crossing a toll At different speeds allowed Vertical signage present (cone, signs) With or without light signaling With human signaling (including AFO) - Crossing the passage with different traffic levels - Without previous vehicle - With previous vehicle (including PTW) - With vehicles blocking the toll - With open and closed entrances Driving on track with cut-in/cut- out - Pedestrian crossing Lane change In the adjacent lane Insertion at the end of the track Insertion into an occupied lane During a minimal risk maneuver For the entire speed range of the ODD - All types of vehicles, including PTW, approaching from behind in the target lane - In a scenario in which lane change is possible - In a scenario where changing lanes is not possible due to a vehicle approaching from behind - In a scenario in which a vehicle of the same speed is traveling to the right of the vehicle, in the adjacent lane, preventing the lane change - In a scenario in which a vehicle of the same speed is traveling behind the vehicle, in the adjacent lane, preventing lane change - In a scenario where changing lanes during an MRM is possible and achieved - In a scenario where the lane change must be aborted due to sudden acceleration of a vehicle behind in the adjacent lane, or sudden braking of a vehicle ahead in the adjacent lane - 52 Highway environment Vertical signage present (cone, signs) With or without light signaling With human signaling (including AFO) - Entering the motorway, adapting speed to traffic (lane change settings) - Motorway exit, anticipation of lane change without necessary deceleration) - UN R157 Crossing an intersection For the entire speed range of the ODD Crossing (any) 3 lanes, with or without lights, with different priority regimes 4 lanes, with or without lights, with different priority regimes Roundabouts With human signaling (including AFO) - Without preceding vehicle - With a vehicle (including PTW) as the preceding vehicle - With or without approaching vehicles (TTC) - Rotating movement Roadway dry and in good condition - Lane insertion from a non- priority road by a turning movement with and without crossing the opposite direction lane (TTC) - Turning movement crossing the opposite direction lane (TTC) Automated valet parking Different parking spaces in different conditions - Parking spaces parallel and perpendicular to the road - On flat and inclined surfaces - With other vehicles in surrounding parking spaces (including PTW and cyclists) - With masked pedestrian crossing the path of the vehicle at 5 km/h - With a vehicle leaving its place in front of the vehicle - With a stationary obstacle in front of the vehicle - With a small object on the ground after a ramp obstructed by other objects in the path of the vehicle - With different paths, where infrastructure obstructs the field of vision - 53 - On different geometric parking spaces - When a vehicle couples the parking space Minimum scenarios of UN R157 regulation (known as ALKS) The ADS regulation provides that the motorway scenarios come from the settings which appear in the UN R157 regulation. The scenarios described in the regulation are detailed in the following annexes: - Appendix 3 is dedicated to critical traffic disruption scenarios, defined as scenarios whose conditions do not make it possible to avoid collision, - Appendix 5 is dedicated to scenarios to be tested in a controlled environment - Appendix 6 is dedicated to scenarios to be tested on open roads The ALKS provides a parameterization of braking distances and impact times, which are not included in this document, specific to driving scenarios, because they characterize the responses and not the behaviors of third-party users. In addition, among the additional parameters to take into account, not described in the scenarios, are: Traffic environment Road geometry Number of lanes Lane width Road category Road surface including friction coefficient Horizontal signaling (lane marking, visibility) Environmental conditions Lighting conditions (day, night) Climatic conditions (snow, wind, etc.) Initial conditions for third-party users Speeds Speeds of vehicles involved Distance Longitudinal distance between the rear of the predecessor and the front of the ego Size of predecessor Width of predecessor Lateral distance between ego and predecessor relative to the median plane Vehicle movements Lateral movement Lateral speed of the predecessor Deceleration Maximum predecessor deceleration Jerk Predecessor deceleration rate The following table lists the minimum scenarios prescribed by Annexes 3, 5 and 6 of the regulation, whether these are the minimum conditions in which the manufacturer must ensure the safety of the system or the test scenarios required for controlled or real environmental validation. 54 The specific ?detection? scenarios, as they are called in the regulation, have been introduced into the vehicle maneuvers relating to these detections, in particular the detection of another user arriving from the right is linked to the current circulation of the ego vehicle when staying on track. Nominal maneuver and functional scenario Static infrastructure configuration13 Collision precursor event and parameterization Go straight Keeping in lane Vehicle pursuit At ODD speed limits Different radius of curvature of the ODD Repeated changes to the speed limit above 60 km/h Exposure to different signals requiring a system response (at least 3 times) Tunnel Work zone Toll zone Change in environmental conditions - With a vehicle including a PTW and a PL as predecessor vehicle - With a predecessor vehicle swerving - With a vehicle close to the adjacent lane - For different speeds, decelerations and lateral positions of predecessors - PTW approaching the ego from the left side (9m) - PTW approaching the ego from the right side - Stop and go situations at different speed ranges - Emergency vehicle approaching Obstacles (in front of or in the driving environment) At ODD speed limits Radius of curvature - Other stationary vehicle - PTW stationary in the lane - PTW located at the outer edge of each adjacent lane - PTW approaching from the rear (area 9m) left - PTW approaching from the right rear - Pedestrian stationary in the lane - Pedestrian crossing the road at a speed of 5 km/h - Stationary pedestrian located at the edge of each adjacent lane - With a blocked path - With partial track blocking - With a sequence of obstacles Cut-in - Other vehicles including PTW - Setting prescribed by taking into account the indicator ranges mentioned above - Vehicle entering a highway entrance - Vehicle inserting at the end of the lane in smooth and lightly congested conditions 13 All scenarios must be selected in relation to the ODD 55 - Vehicle entering the end of the lane in congested traffic conditions (10 times) - Vehicle inserted between the ego and its predecessor at a sufficiently large distance Cut-out - With a vehicle stationary in the lane - With a PTW in the lane - With a pedestrian stationary in the lane - Lane blocked - With obstacle sequence - At the highway exit Detection of direction indicators of other vehicles - Different types of vehicles including PTW - Vehicle positioned in a random area detecting the presence of another vehicle Avoid an MU in the event of a passable obstacle - Without another vehicle - With another preceding vehicle - With PTW preceding Insertion - Insertion at a highway entrance - Insertion at the end of the lane in smooth, lightly congested traffic conditions - Insertion at the end of the lane in congested traffic conditions - End of highway Changing lanes (if possible) - With different vehicles including PTW approaching from the rear - With lane change possible under normal conditions - With lane change impossible under normal conditions - With a vehicle of the same speed traveling in the adjacent lane preventing lane change - With vehicle traveling in the adjacent lane preventing lane change - With lane change possible during MRM/MU - With a vehicle fitting in the same place as the ego Activation of the ALKS only within its ODD (no activation outside) - Portion of motorway not compliant with the ODD - Urban environment 56 - Non-compliant environmental conditions Resumption of control by the driver - By the wheel - By the accelerator pedal - By the brake pedal - Other scenarios, which may not be part of the ODD, should be assessed if deemed necessary by the competent authorities, including: - Y-shaped motorway lane separation - Traffic lights - Emergency Vehicles - Ground marking erased, hidden, defaced - Service and emergency personnel directing traffic - Change in road characteristics (pedestrians authorized, roundabout, intersection) - Oncoming/contrary traffic - Pedestrian crossing the lane at 5 km/h with ego up to 60 km/h Scenarios identified by NHTSA, 2018 NHTSA's 2018 work is based on a review of existing test methods and tools, which made it possible to identify current practices for testing vehicles equipped with automation systems on the one hand and on the other hand to compensate for certain shortcomings of these methods. The scenarios in the framework developed by the NHTSA attempt to be based on the main elements that govern the circulation of automated vehicles: tactical maneuvering, the definition of the ODD and the OEDR. These scenarios have been developed for both black box testing and performance testing of system components. In this preliminary document, we are not interested in the test evaluation parameters, nor in the procedures for implementing the tests associated with the scenarios. The scenarios described are dissociated from the skills and behaviors expected by the vehicles tested, otherwise defined in the document. The tests offered are as follows: Tactical maneuver ODD Features OEDR characteristics (hazards) Number of scenarios Low Speed Lane Change/Insertion Different speed profiles for each vehicle involved (3 different for each vehicle) Road with divided carriageways and several lanes in the same direction Asphalt Straight, flat profile Clear markings Clear weather, daytime, dry - In a straight line - With a vehicle 6m in front of the ego on the adjacent lane - With a vehicle 8m in front of the ego and a vehicle 8m behind the ego on the adjacent lane - With a vehicle less than 5m in front of the ego, a vehicle at the height of the ego and a vehicle less than 6m behind the ego on the adjacent lane 12 57 Vehicle pursuit Different speed profiles for vehicles (3 for each correlated to the gap) Road with divided carriageways and several lanes in the same direction Asphalt Straight, flat profile Clear markings Clear weather, daytime, dry - In a straight line - Curved - With a gap greater than 30m - With a gap greater than 68m - With a gap greater than 105m 6 Lane departure to board/unload passengers Different speeds of approaches and vehicles parked on the side of the road Road with several lanes of traffic in each direction Asphalt Straight, flat profile Clear markings Clear weather, daytime, dry - With an intervehicular space of 24m - With an inter-vehicular space of 24m (several vehicles parked) - With an inter-vehicular space less than 3m 6 School bus stopped on another lane to unload students Different speeds (3 correlated to inter- vehicular distances) Two-way road several lanes in the same direction Asphalt Straight, flat profile Clear markings Clear weather, daytime, dry - Bus stopped on lane in the same direction - Bus stopped on opposite lane - Inter-vehicle distance greater than 30m - Inter-vehicle distance greater than 68m - Inter-vehicle distance greater than 105m 6 Oncoming vehicle drifting past ego Different speeds for each vehicle (3 for each) Two-way road - A vehicle comes from the opposite direction and drifts in front of the ego 6 Crossing a pedestrian crossing Different speeds for the ego (2) Road in urban environment One or more traffic lanes per direction - With the presence of a pedestrian (5 km/h) on the path - Pedestrian entering the crossing - Pedestrian outside crosswalk - With and without signaling 10 Scenarios from NHTSA work in 2007 (pre-crash scenarios) The NHTSA 2018 scenarios come from work carried out in 2007 using accident databases in the United States. This report enabled the creation of a new typology of pre-crash scenarios to establish a common basis for vehicle safety research for public and private organizations, which would enable researchers to determine road safety issues at priority study in the development of collision avoidance systems. The reason for this basis relates to the situations preceding the accident, from an avoidance point of view: we seek to avoid a collision, whatever the final consequence, by admitting that the same critical situation can have different consequences (collision, leaving the road, etc.). This new database aimed to replace the two existing reference bases used by the automobile industry: the typology of 44 accidents developed by General Motors and the USDOT NASS base. 58 Its construction was based on the two bases previously cited and on their construction hypotheses: ? The severity of the accident ? The number of vehicles involved ? The contribution of the external environment (weather and environmental conditions, risk factors for drivers) The list thus includes three categories of situations preceding the accident: those involving a single vehicle, those involving two vehicles and those involving at least three vehicles. The classification below is organized according to the frequency of occurrence of all accidents involving light vehicles. No Scenarios 1 Predecessor vehicle stopped 2 Loss of control without prior maneuver (e.g. traffic on track in rainy weather) 3 Vehicle turning at an unsignalized intersection 4 Predecessor vehicle braking 5 Departure from the roadside without prior maneuver (e.g. entering traffic from a parking space) 6 Vehicle changing lanes ? same direction 7 Collision with an animal without prior maneuver 8 Crossing an unsignalized intersection 9 Run a red light 10 Vehicles turning ? same direction 11 Turn left crossing the opposite lane at a signalized intersection 12 Predecessor vehicle traveling at low speed 13 Turn left crossing the opposite lane at an unsignalized intersection 14 Reversing into another vehicle 15 Vehicle not maneuvering ? opposite direction 16 Loss of control with prior maneuvering of the vehicle (e.g. turn left in rainy weather) 17 Vehicle drifting ? same direction 18 Following vehicle making a maneuver 19 Departure from the roadside with prior maneuver (e.g. vehicle turning left at an intersection from the stop) 20 Departure from the side of the road while reversing 21 Collision with object without prior maneuver 22 Avoidance action without prior maneuver 23 Parked vehicle ? same direction 24 Crossing a stop sign 25 Incident without collision 26 Vehicle failure 27 Pedestrian accident without prior maneuver 28 Vehicle turning right at a signalized intersection 29 Collision with object with prior maneuver 30 Collision with cyclist without prior maneuver 31 Collision with animal with prior maneuver 32 Collision with cyclist with prior maneuver 33 Collision with pedestrian with prior maneuver 34 Predecessor vehicle accelerating 35 Vehicle maneuvering ? opposite direction 59 36 Avoidance action with prior maneuver 37 Others Scenarios from work related to the ISO 34502 standard This part presents the ISO 34502 standard based on the following diagram with regard to the articulation of the scenario layers. The ISO 34502 standard offers a method for defining functional scenarios based on the possible maneuvers of actors and egos. The following tables present examples of possible functional and logical scenarios to consider. ? SCENARIOS RELATED TO ACTORS? MANEUVERS Initial scene: no vehicles preceding the EGO Lane following Event: modification of maximum regulatory speed Event: arrival on a slower or stationary vehicle Event: vehicle in the wrong direction Event: crossing of a vehicle (with encroachment or swerve of 30 cm) Insertion into my lane (cut- in) Event: insertion in front and behind Event: insertion from the right lane or the left lane Event: close (TIV<= 3.5 s) or distant (TIV> 3.5 s) Event: normal or aggressive (speed ~1m/s) or significant acceleration >2m/s² Initial scene: vehicle in front of the EGO Vehicle tracking Event: Braking of the preceding vehicle Event: Acceleration of the preceding vehicle Event: vehicle crossing Event: inert object encroaching or obstructing the path of the vehicle Changing lane of the vehicle preceding the Ego (cut- out) Event: change to the right lane or the left lane Event: slow or aggressive lane change Event: lane change of the preceding vehicle without or with a new preceding vehicle in the lane (this vehicle may be stopped or slower (25 km/h)) Changing lanes of the EGO vehicle Event: with a vehicle arriving from behind on the intended lane Event: concomitant lane change Scenarios specific to particular types of actors such as motorized two-wheelers, vulnerable road users, or objects can be considered. Figure 6: Scenario construction diagram taken from ISO 34502 standard 60 ? SCENARIOS RELATED TO INFRASTRUCTURES The construction of scenarios linked to the infrastructure must make it possible to specify the type of infrastructure on which the system will run; it integrates the analyzes of the ODD at the different levels of variation of the system, whether it is the vehicle level, technical system or STRA deployed on a route as part of a service. The ISO 34502 standard incorporating the JAMA ?Safety Assurance Framework? provides an application of the approach to the motorway case in Japan. The system design scenarios must integrate dysfunction scenarios (failures and functional insufficiencies): ? Failure: ?failure of a system component? type event (total failure of a sensor, total failure of the main braking system, failure of the steering system, failure of a system which could seem secondary such as: lighting , wiping); ? Functional insufficiency These two types of scenarios involve developing scenarios aimed at evaluating the relevance of each of the following elements: PERCEPTION x DECISION x ACTION (ISO 34502) The vehicle may not correctly perceive the situation, which may lead to a critical scenario (scenario including one or more risk factors linked to perception). Critical perception-related scenarios can result from a combination of conditions intrinsic or extrinsic to the sensor or vehicle. Table 2: Example of JAMA's consideration of infrastructure levels and maneuvers Figure 7: Link between the elements of perception, decision and action in ISO 34502 61 Intrinsic reasons include the mounting of the part (e.g., instability related to sensor mounting or manufacturing variability) or the condition of the vehicle (e.g., vehicle tilt due to uneven loading which changes the orientation of the sensor, or protection of the sensor by external accessories such as bicycle racks). External reasons include environmental conditions (e.g., sensor opacity, dirt, light) or blind spots induced by surrounding vehicles. Traffic-related risk factors refer to conditions in which the affected system may not correctly assess the situation, which may lead to a critical traffic-related scenario (scenario including one or more traffic-related risk factors). Critical traffic scenarios can result from a combination of the following factors: road sector (e.g. main road, convergence zone), behavior of the affected vehicle (e.g. lane change maneuver) and location and movement of surrounding vehicles (for example, cut-off by a nearby vehicle). Vehicle control risk factors refer to conditions where perception and judgment function properly, but the system may fail to control the vehicle, which may lead to a critical vehicle control scenario ( scenario including one or more risk factors linked to vehicle control). The methodology proposed in this annex can be linked to different approaches to parameterize critical scenarios based on risk factors related to the traffic situation, perception and control of the vehicle, as well as the relevant objectives of safety tests based on performance reference models, such as UN/WP29/R157. ? SCENARIOS RELATED TO ENVIRONMENTAL CONDITIONS or MASKS Figure 2: Diagram from the ISO 34502 standard on the management of environmental conditions in scenarios 62 Appendix 4: collision typologies depending on the angle of the initial configuration Figure 3: Typologies of collision configurations where angles are less than 90 degrees Figure 9: Typologies of collision configurations with angles greater than 90 degrees 63 Appendix 5: requirements linked to the concept of caution in the Highway Code The objective of this annex is to explore the possibilities of reflecting certain prudential scope requirements of the Highway Code in the approach to safety demonstration scenarios of automated road transport systems. In doing so, this paper attempts to identify which requirements could, without recourse to an interpretation of expected vehicle/driver responses, be relatively simply translated into scenarios. For other requirements, this document lists the parameters which appear difficult to configure and whose translation into scenarios would therefore be much more complex. It should be remembered that this appendix is in no way intended to translate the requirements of the Highway Code into parameterized and/or binary rules. It therefore does not fall under the ?digitalization of the highway code? approach that certain players could envisage. The table below aims to present all the requirements provided for by the Highway Code applicable to drivers of motor vehicles of categories M, N, O and C, as well as the urban shuttle category defined by the order of May 6, 2019, affected by decree 2021-873. Only the requirements incumbent on the driver and what he or she can control are included in this table. If certain articles refer within them to vehicles of categories other than motor vehicles of the categories previously mentioned, no mention will be made of their content. The table is organized as follows: ? Columns 1 and 3 are reserved for the Highway Code containing respectively the article number and the requirement formulated. ? Column 2 gives the requirement summarized for ease of reading, it is not a repeat of the requirement nor an explanation. ? Column 4 proposes an instantiation explicitly provided for by the Highway Code relating to certain settings or certain situations described by the regulatory requirements presented. ? The last column presents the first non-unambiguous a priori parameters as well as characterizations of the expected behaviors of drivers/vehicles equipped with an automated driving system. This first analytical framework is still only very incompletely informed at this stage. In particular, it does not yet distinguish the difficulties of instantiating the requirements of the Highway Code which could reside respectively in the conditions of application of the rule and/or in the response of the vehicle / driver to the rule. This first analytical framework therefore aims primarily to list the requirements of the Highway Code, distinguishing them according to whether they are high-level requirements characterizing road traffic as a whole or whether they are. This concerns specific requirements for certain types of road or various requirements (audible warning devices, maximum authorized speed). With this in mind, at this stage we do not foresee the transposition of the requirements into concrete scenarios nor the pass/fail criteria which would make it possible to validate the associated requirements. The following definitions have been recalled to avoid any confusion through the use of terms from the Highway Code: ? roadway: part(s) of the road normally used for vehicle circulation ? traffic lane: subdivision of the roadway having an insufficient width to allow the circulation of a line of vehicles ? meeting zone: section or set of sections of roads in built-up areas constituting an area allocated to the circulation of all users. In this zone, pedestrians are authorized to travel on the roadway 64 without parking and benefit from priority over vehicles. Vehicle speed is limited to 20 km/h. All roads are two-way for cyclists, drivers of light scooters and drivers of motorized personal transport vehicles, unless otherwise arranged by the authority vested with police power. Entrances and exits to this area are announced by signage and the entire area is laid out in a manner consistent with the applicable speed limit. ? cycle lane: lane exclusively reserved for two- or three-wheeled cycles, light scooters and motorized personal transport vehicles on a multi-lane roadway ? cycle path: roadway exclusively reserved for two- or three-wheeled cycles, light scooters and motorized personal transport vehicles ? pedestrian area: section or set of sections of roads in built-up areas, excluding busy roads, constituting an area allocated to pedestrian traffic on a temporary or permanent basis. In this zone, subject to the provisions of articles R. 412-43-1 and R. 431-9, only vehicles necessary for internal service of the zone are authorized to circulate at walking pace and pedestrians have priority on these. Entrances and exits to this area are announced by signage. ? zone 30: section or set of sections of roads constituting an area allocated to the circulation of all users. In this zone, vehicle speed is limited to 30 km/h. All roads are two-way for cyclists, drivers of light scooters and drivers of motorized personal transport vehicles, unless otherwise arranged by the authority vested with police power. Entrances and exits to this area are announced by signage and the entire area is laid out in a manner consistent with the applicable speed limit. General note applicable to urban delivery droids: the provisions applicable to delivery droids are the provisions applicable to vehicles corresponding to the vehicle categories to which they belong (art. R311-1). 65 Traffic Laws Summary requirement of the Highway Code Regulatory requirement of the highway code Instantiations and settings explicitly provided for by the highway code Non-unambiguous parameters High-level requirements on vehicle circulation R412-7 - use of the roadway Vehicles must, unless absolutely necessary, travel on the roadway. - (no traffic planned on the sidewalks for droids at this stage) - pedestrian area, meeting zone defined by highway code R412-8 - use of the hard shoulder Driving on emergency lanes is prohibited. Provision not applicable to vehicles of general interest (art. R432) R412-19 - crossing continuous longitudinal lines When continuous longitudinal lines axial or separating traffic lanes are placed on the roadway, they prohibit drivers from crossing or overlapping them. R412-18 - crossing discontinuous longitudinal lines When discontinuous longitudinal lines are placed on the surface of the roadway, they authorize their crossing or overlapping. They are intended in particular to demarcate lanes with a view to guiding traffic. R412-20 - crossing a discontinuous longitudinal line joined to a continuous longitudinal line When a discontinuous longitudinal line is adjacent to the continuous longitudinal line, any driver may cross or overlap the latter if the discontinuous line is closest to his vehicle at the start of the maneuver and provided that this maneuver is completed before the end of the broken line. (performance ratio: degraded markings) R412-23 - traffic when the roadway has several traffic lanes in the same direction When the roadway has discontinuous longitudinal lines delimiting the traffic lanes: 1° If these are non-specialized general traffic lanes, any driver must, in normal walking, take the one of these lanes which is furthest to the right and only cross these lines in the event of overtaking, or when he is necessary to cross the road 66 R412-23 - traffic on lanes reserved for certain categories of vehicles 2° If it is a traffic lane reserved for certain categories of users, other users may only cross or overlap the line to leave the roadway or approach it. (driving of droids on cycle paths?) R412-28 - traffic in the prohibited direction The fact, for any driver, of traveling in the prohibited direction is punishable by the fine provided for contraventions of the fourth class. (moving up the line for the droids?) R415-11 - priority for pedestrians All drivers are required to give way, if necessary by stopping, to pedestrians regularly crossing a roadway or clearly indicating the intention to do so or traveling in a pedestrian area or meeting zone. - regular crossing of the road (see Highway Code rules relating to the crossing of pedestrians art. R412-34 to R412-43) - and clearly expressing the intention to do so R415-12 - priority of passage for priority vehicles of general interest In all circumstances, all drivers are required to give way to priority vehicles of general interest announcing their approach by using special warning devices provided for their category traveling in a pedestrian area or meeting zone. R421-1 - insertion straps The provisions relating to traffic on motorways also apply to motorway junction ramps. R421-5 - use of the central separating strip Drivers must under no circumstances travel, stop or park on the central strip separating the roadways. Provision not applicable to vehicles of general interest (art. R432) Vehicle speed R413-1 - the more restrictive speeds decreed by the police prevail over those of the highway code When they are more restrictive, the maximum speeds decreed by the authority vested with police power take precedence over those authorized by this code. R413-2 - maximum speeds authorized outside built-up areas Outside urban areas, vehicle speed is limited to: 1° 130 km/h on motorways. 2° 110 km/h on two-carriageway roads separated by a central reservation; 67 3° 80 km/h on other roads. However, on sections of these roads with at least two lanes assigned to the same direction of traffic, the maximum speed is increased to 90 km/h on these lanes only. In the event of rain or other precipitation, these maximum speeds are lowered to: 1° 110 km/h on sections of motorways where the normal limit is 130 km/h; 2° 100 km/h on sections of motorways where this limit is lower as well as on two-carriageway roads separated by a central reservation; 3° 80 km/h on sections of other roads mentioned in 3° of I. R413-3 - maximum speeds authorized in built-up areas In built-up areas, vehicle speed is limited to 50 km/h. However, this limit can be raised to 70 km/h on sections of road where access for local residents and pedestrian crossings are limited in number and are protected by appropriate devices. The decision is taken by order of the authority holding traffic police power, after consultation with the authorities managing the road and, if it is a major traffic road, after assent from the prefect. On the Paris ring road, this limit is set at 70 km/h. R413-4 - maximum authorized speed in case of restricted visibility In the event of visibility less than 50 meters, maximum speeds are lowered to 50 km/h on all road and motorway networks. - generic distance measurement scenarios R413-7 - speed limit for vehicles with a GVWR < 3.5 t and public transport, equipped with non-slip studded tires The speed of vehicles with an authorized total weight of less than or equal to 3.5 tons and public transport vehicles, equipped with tires having protruding non-slip studs, is limited to 90 km/h. R413-8 - speed limit for vehicles with a gross vehicle weight > 3.5 t, except TC The speed of vehicles with an authorized gross vehicle weight of more than 3.5 tons or combinations of vehicles with an authorized gross vehicle weight of more than 3.5 tons, with the exception of public transport vehicles, is limited. has : 1° 90 km/h on motorways; 2° 80 km/h on priority roads marked as such. However, this maximum speed is increased to 90 km/h for vehicles whose total weight is less than or equal to 12 tons on two-carriageway roads separated by a central reservation; 68 3° 80 km/h on other roads. However, this maximum speed is lowered to 60 km/h for articulated vehicles or vehicles with a trailer whose total weight is greater than 12 tons. 4° 50 km/h in built-up areas. However, this maximum speed is increased to 70 km/h on the Paris ring road. R413-9-1 - speed limit for passenger transport vehicles (GVW > 3.5 and < 12 t) However, the speed of vehicles referred to in Article R. 413-8 which are intended for the transport of people and whose total authorized weight is greater than 3.5 tons and less than or equal to 12 tons is limited to: 1° 110 km/h on motorways; 2° 100 km/h on two-carriageway roads separated by a central reservation when they are a priority and marked as such; 3° 80 km/h on other roads. R413-10 - speed outside urban areas of public transport I. - Outside urban areas and with the exception of roads on which the speed of vehicles is limited to 80 km/h in application of 3° of I of Article R. 413-2, the speed of public transport vehicles is limited to 90 km/h. II.- However, this maximum speed is increased to 100 km/h: 1° On motorways for vehicles whose total weight is greater than 10 tons and having particular technical characteristics defined by order of the minister responsible for transport; 2° On motorways and roads with carriageways separated by a central reservation for vehicles weighing less than or equal to 10 tons. III. - In operation, these maximum speeds are lowered to 70 km/h for buses and coaches with standing passengers. R413-17 - speed reduction in certain situations The maximum speeds authorized by the provisions of this code, as well as those possibly reduced by the authorities vested with traffic police powers, only apply under optimal traffic conditions: good weather conditions, smooth traffic, vehicle in good condition. Its speed must be reduced: 1° When crossing or overtaking pedestrians, including those who have left a vehicle, or cyclists alone or in groups; 1° bis When crossing or overtaking any vehicle, stationary or traveling at low speed on a shoulder, an emergency lane or a roadway, equipped with the special lights mentioned in articles R. In the presence of third parties: - crossing/overtaking pedestrians - crossing/overtaking a vehicle stopped or traveling at low speed on the roadway, on the shoulder, on the hard shoulder and using special lights - optimal traffic conditions = good atmospheric conditions, smooth traffic, vehicle in good condition - insufficient visibility conditions / visibility not assured - road which appears not clear - slippery road 69 313-27 and R. 313-28 or whose driver uses his hazard lights under the conditions provided for in the first paragraph of article R. 416- 18; 2° When overtaking stationary convoys; 3° When crossing or overtaking public transport vehicles or vehicles used to transport children and subject to special signage, when passengers are getting off and on; 4° In all cases where the road does not appear entirely clear, or risks being slippery; 5° When visibility conditions are insufficient (rainy weather and other precipitation, fog, etc.); 6° In turns; 7° On rapid descents; 8° In sections of narrow or congested roads or lined with houses; 9° When approaching hilltops and intersections where visibility is not guaranteed; 10° When he uses special lighting devices and in particular his dipped headlights; 11° When crossing or overtaking animals. - overtaking stationary convoys - crossing/overtaking public transport vehicles, transporting children when getting on/off passengers - crossing/overtaking animals In specific situations: - unclear or slippery road - in turns - on rapid descents, - in narrow or congested road sections or bordered by houses - when approaching side apexes and intersections with reduced visibility - when using special lighting devices including dipped headlights - narrow road - congested road R413-19 - abnormally low traffic speed No driver must interfere with the normal operation of other vehicles by traveling without valid reason at an abnormally low speed. Particularly on motorways, when traffic is flowing and the weather conditions allow sufficient visibility and grip, drivers using the leftmost lane cannot travel at a speed lower than 80 km/h. - abnormally reduced speed - Valid reason - interfere with normal walking - fluid situation - sufficient visibility - sufficient grip R412-28- 114 - circulation of EDP-M and PTW in two directions When the maximum authorized speed is less than or equal to 30 km/h, the roads are two-way for drivers of motorized personal 14 This article does not actually designate a requirement for automated vehicles but designates a specificity of circulation on roadways where the maximum speed is limited to 30 km/h for EDP-M and 2WD. In this case, the absence of signage (vertical or horizontal) to indicate the possible presence of these categories of third-party users in both 70 transport vehicles, light scooters and cyclists unless otherwise decided by the authority vested with police power. . Use of audible alarms R416-1 - use of sound alarms Outside built-up areas, the use of sound horns is only authorized to give the necessary warnings to other road users. In built-up areas, the use of the sound horn is only authorized in the event of immediate danger. The signals emitted must not be prolonged longer than necessary. At night, warnings must be given by the intermittent switching on of either the dipped headlights or the main beam headlights, with audible signals only being used if absolutely necessary. - target scenarios where the use of the sound horn would be necessary? - necessary warnings to other road users - immediate danger - extend longer than necessary - absolute necessity (AVAS concerned by the provision, cf. ECE R138) Traffic on uninterrupted roadway Driving on track R412-9 - position of the vehicle near the right edge of the road When driving normally, all drivers must keep their vehicle close to the right edge of the roadway, as much as the condition or profile of the roadway allows. However, a driver who enters a roundabout with several traffic lanes in order to take an exit located on his left in relation to his entrance axis can turn left. - distance to the right edge of the road to be respected or position in its lane (relative to the middle of the lane) - notion of ?good? road condition - notion of ?good? roadway profile R412-11-1 Article link R313-27 - vehicle traveling at low speed or stopped on the roadway or hard shoulder When a vehicle equipped with special lights 15or any other vehicle whose driver uses its hazard lights is immobilized or traveling at low speed on a shoulder or emergency lane, any driver traveling on the right edge of the the roadway must, when approaching, reduce its - driving on the lane with a vehicle using special lights or hazard lights immobilized/moving at low directions of traffic, while the circulation of other vehicles only takes place in one meaning, should not be an obstacle to the proper consideration of these users by the automated vehicle. 15 Priority vehicles of general interest, vehicles of general interest benefiting from passage facilities, or vehicle of general interest 71 R313-28 R413-17 R414-4 R416-18 speed and change lanes of traffic after ensuring that it can do so without danger. If changing lanes is not possible, the driver must move as far away from the vehicle as possible while remaining in their lane. When the same vehicle is stationary or traveling at low speed on a roadway, any driver traveling on the same lane must, when approaching, reduce their speed, if necessary stop, and overtake the vehicle. When this same vehicle is stationary or traveling at low speed on an adjacent traffic lane, any driver must, upon approaching, reduce their speed and move away from it as much as possible while remaining in the same lane. speed on the shoulder or hard shoulder - traffic on lane with vehicle using special lights or hazard lights immobilized/moving at low speed in its lane - traffic on lane with vehicle using special lights or hazard lights immobilized/moving at low speed in an adjacent lane R412-12 - safety distance When two vehicles follow each other, the driver of the second must maintain a sufficient safety distance to be able to avoid a collision in the event of sudden slow down or sudden stop of the vehicle in front. This distance is greater as the speed is higher. It corresponds to the distance traveled by the vehicle over a period of at least two seconds. - traffic on track with sudden braking of the predecessor - driving on the track with sudden braking in front of one of the predecessor vehicles - safety distance = distance traveled by the vehicle in at least 2 seconds (applicable in all circumstances, including pedestrian zones; concept relating to traffic speed) Crossing R414-1 - crossing Crossings are made on the right. In the event of crossing vehicles, each driver must keep to their right as much as the presence of other users allows. However, certain intersections may be arranged in such a way that the driver must, depending on the signage, keep to his left to allow the crossing. - as much as the presence of other users allows R414-2 - crossing impossible In all cases where the insufficient free width of the roadway, its profile or its condition do not allow crossing easily and in complete safety, drivers of vehicles whose size or whose load exceeds 2 meters in width or 7 meters in length, trailer included, with the exception of public transport vehicles in built-up areas, must reduce their speed and, if necessary, stop or park to give way to vehicles of smaller dimensions. In the same cases, all users must reduce their speed and, if necessary, stop or park to facilitate the passage of a vehicle of - crossing on a roadway of insufficient width or in poor condition - crossing easily and safely (performance ratio: management of the footprint of crossed vehicles) 72 general interest using the special warning devices authorized for its category or of exceptional transport mentioned in article R. 433-1 and its accompanying vehicles mentioned in article R. 433-17. Change of lane R412-10 - change of direction Any driver who is about to make a change in the direction of his vehicle or to slow down its speed must warn other users of his intention, in particular when he is going to move to the left, cross the roadway, or when, after a stop or parking, he wants to regain his place in the flow of traffic. - change lane to the left - crossing the road (see intersections) - insertion into traffic after a stop or parking - temporal notion of warning (in application of this provision, any deviation from the traffic position must be reported) R412-24 - heavy traffic When, on one-way roads and on roads with more than two lanes, traffic, due to its density, forms an unbroken line on all lanes, drivers must remain in their line. However, changing lanes are possible to prepare for a change of direction and must be carried out with as little interference as possible to the normal movement of other vehicles. - uninterrupted single-file traffic on all traffic lanes - heavy traffic - hinder the normal operation of other vehicles as little as possible R412-25 - change of lane for vehicles with a GVW > 3.5 t When a road has three or more lanes, assigned to the same direction of traffic, drivers of vehicles whose total authorized weight exceeds 3.5 tons or a combination of vehicles whose length exceeds 7 meters are prohibited. 'take lanes other than the two lanes located closest to the right edge of the roadway, except, by obstructing the normal movement of other vehicles as little as possible, to prepare for a change of direction. - traffic on separate carriageways with 3 lanes or more, of a vehicle [GVW > 3.5 t or L > 7 m] - hinder the normal operation of other vehicles as little as possible (remark on performance: management of areas with high pedestrian density) R414-3 - crossing on a steep road When crossing on mountain roads and on steep roads is difficult, the descending vehicle must be the first to stop in time. If it is impossible to cross without one of the two vehicles being forced to reverse, this obligation applies: 1° To a single vehicle in relation to a group of vehicles; 2° To the lighter vehicle of the two; 3° To a goods transport vehicle with a total authorized weight greater than 3.5 tons compared to a public transport vehicle. When it comes to vehicles of the same category, it is the driver of the descending vehicle who must reverse, unless this is clearly easier for the driver of the ascending vehicle, in particular if the latter is close to 'a place of avoidance. - crossing on a steep road 73 Overtaking R414-4 - overtaking conditions Before overtaking, all drivers must ensure that they can do so safely. He can only attempt to overtake a vehicle if: 1° He has the possibility of returning to his place in the normal flow of traffic without hindering it; 2° The relative speed of the two vehicles will make it possible to overtake in a sufficiently short time. 3° He is not himself on the verge of being surpassed. He must also warn the user he wants to overtake of his intention. To overtake, he must move far enough away so as not to risk hitting the user he wants to overtake. In any case, he must not approach it laterally within less than one meter in built-up areas and one and a half meters outside built-up areas if it is an animal-drawn vehicle, a vehicle with two or more people, an engine with two or three wheels, a pedestrian or an animal - overtake without danger - without hindering traffic - sufficiently short time - lateral safety distance for overtaking a pedestrian, a 2-3 wheeler, a rider, an animal, an animal-drawn vehicle = 1 m agglomeration; 1.5 m outside urban areas - distance for overtaking a pedestrian in a pedestrian zone, meeting zone R414-5 - overtaking at pedestrian crossings When approaching crossings intended for pedestrians, drivers must only overtake after ensuring that no pedestrian is engaged in the crossing. - overtaking situation at a pedestrian crossing R414-6 - overtaking on the right Overtaking is done on the left. As an exception to this rule, all drivers must overtake on the right: 1° A vehicle whose driver has indicated that he is preparing to change direction to the left; 2° A vehicle traveling on a railway using the roadway when the distance between this vehicle and the edge of the roadway is sufficient; however, in the latter case, overtaking can be done on the left on roads where traffic is one-way or on other roads when overtaking leaves the entire left half of the roadway free. When, on one-way roads and on roads with more than two lanes, traffic has, due to its density, established in an uninterrupted line on all lanes, the fact that vehicles in one line travel faster than vehicles in another lane is not considered overtaking. R416-7 - overtaking on two-way roads (2*1) Any driver who overtakes on the left can only use the left half of the roadway if he does not obstruct traffic in the opposite direction. - overtaking on a two-way roadway in 2*1 lane - hindrance to oncoming traffic 74 R414-8 - overtaking on two-way roads When a two-way roadway has more than two lanes, marked or not, drivers overtaking must not take the lane located furthest to their left. R414-10 - end of overtaking Any driver who has just overtaken on the left must return to their right without causing the vehicle being overtaken to slow down. R414-11 - overtaking at low visibility Any overtaking is prohibited on roads with two directions of traffic, when forward visibility is not sufficient, which may be particularly the case in a bend or at the top of a hill, unless this maneuver leaves free the part of the roadway located to the left of a continuous line or if, when overtaking a two-wheeled vehicle, this maneuver leaves the left half of the roadway free. - overtaking on a two-way road with low forward visibility (e.g.: side bend or apex) R414-11 - overtaking at intersection Any overtaking other than that of two-wheeled vehicles is prohibited at road intersections, except for drivers approaching an intersection where drivers traveling on other roads must give them way, or when they approach an intersection where crossing is regulated by traffic lights or by a traffic officer. - overtaking a PTW vehicle at an intersection R414-12 - overtaking at a level crossing Any overtaking is prohibited when crossing railway tracks not equipped with barriers or half-barriers. Provision applicable to tram crossings R414-13 - overtaking public transport vehicles required to follow a trajectory It is prohibited for any driver to overtake a train or a public transport vehicle required to follow, permanently, a trajectory determined by one or more material rails and using the road base, stopped during the ascent or the descent of travelers on the side where it takes place. R414-16 - be overtaken When about to be overtaken, drivers must immediately pull to their right without accelerating. R414-17 - overtaking in snow When, on the roadway, at least one traffic lane is covered with snow or ice on all or part of its surface: I. - 1° Overtaking or changing lanes is prohibited for any driver of a vehicle whose total authorized weight exceeds 3.5 tons or for any driver of a combination of vehicles whose length exceeds 7 meters; 2° Overtaking winter service vehicles operating on the roadway is prohibited for any vehicle. - taxiway covered with snow or ice on all or part of its surface Insertions and intersections 75 Crossing a roundabout/roundabout R415-10 - crossing a roundabout Any driver approaching a roundabout is required, regardless of the classification of the road he is about to leave, to give way to users traveling on the roadway surrounding the roundabout. Crossing an intersection R415-1 - crossing an intersection Any driver approaching a road intersection must check that the roadway they are going to cross is clear, travel at a more moderate speed as the visibility conditions are less good and, if necessary, announce their approach. . - poorer visibility conditions - if necessary R415-2 - enter an intersection Any driver must only enter an intersection if their vehicle is not likely to be immobilized there and prevent the passage of vehicles traveling on other lanes. In particular, a driver must not enter a road intersection if the driver of one of the accompanying vehicles reports the imminent crossing of this intersection by an exceptional transport. R412-30 - red traffic light All drivers must come to a complete stop in front of a red traffic light, fixed or flashing. The stop is made: 1° When a stop line is materialized, respecting the limit of this line; 2° When a stop line is not marked, respecting the limit of a line located before the pedestrian crossing if it precedes the light and, in other cases, directly above the traffic light. R412-30 - crossing a cycle path marked by lights When a cycle path or a path marked for cycles, crossing the roadway is parallel and contiguous to a crossing reserved for pedestrians, the crossing of which is regulated by illuminated traffic lights, any driver using this path or this marked path is required, in the absence of specific signage, to respect the traffic lights regulating the crossing of the roadway by pedestrians. R412-31 - yellow traffic light All drivers must stop in front of a fixed yellow traffic light, except in the case where, when said light is switched on, the driver can no longer stop his vehicle in sufficient safety conditions. - sufficient safety conditions R412-32 - flashing yellow traffic light The purpose of flashing yellow traffic lights is to draw the attention of any driver to a particular danger. 76 They authorize the passage of vehicles subject, where applicable, to compliance with the provisions relating to the priority rules established by this code or prescribed by specific signage. R412-33 - green traffic light Green traffic lights authorize the passage of vehicles, provided, in intersections, that the driver only enters if his vehicle does not risk being immobilized and preventing the passage of other vehicles traveling on the cross roads and that exceptional transport or one of its accompanying vehicles is not used on these routes. In the latter case, priority of passage belongs to exceptional transport and its vehicles accompaniment. R415-5 - priority right When two drivers approach an intersection from different roads, the driver coming from the left is required to give way to the other driver, unless otherwise provided for in this book. R415-6 - stop At certain intersections indicated by so-called stop signs, all drivers must stop at the edge of the road being approached. He must then give way to vehicles traveling on the other road(s) and only enter it after ensuring that he can do so without danger. - be able to engage without danger - concept of break time R415-7 - yield At certain intersections indicated by ?give way? signs, all drivers must give way to vehicles traveling on the other road(s) and only enter after ensuring that they can do so safely. - be able to engage without danger Crossing a level crossing R422-3 - crossing a level crossing No driver must enter a level crossing if their vehicle risks being immobilized there due to its technical characteristics or traffic conditions. When a level crossing is equipped with barriers or half- barriers, no road user must enter it when these barriers are either closed or in the process of closing or opening. When a level crossing is not equipped with barriers, half-barriers or a light signal, no user must enter it without having ensured that no train is approaching. When a crossing is guarded, the road user must obey the guard's injunctions and not obstruct, where applicable, the closing of the barriers. Any driver must, when approaching a train, immediately clear the railway tracks so as to allow it passage. Provision applicable to tram tracks (by definition) - technical characteristics or traffic conditions Turn right at an intersection/turn left 77 U-turn R421-6 - U-turn and reverse Drivers must under no circumstances make a U-turn on a motorway, even when crossing the central strip separating the roadways or taking an interruption of it. Likewise, they must not go backwards. Entry from lane insertion/acceleration/lane exit/acceleration R415-3 - leaving the road Any driver preparing to leave a road on their right must keep to the right edge of the road. He may, however, take the left part of the roadway when the route of the bend and the dimensions of the vehicle or its load make it impossible for him to keep to the right; he must therefore only maneuver at a moderate pace, and after having ensured that he can do so without danger to others. He must give way to motorized personal transport vehicles, cycles and mopeds traveling in both directions on cycle paths which cross the roadway on which he is going to enter. - leaving the road without danger R415-4 - leaving the road on the left Any driver preparing to leave a road on their left must keep to the left. When the roadway has two directions of traffic, it must not exceed the median axis. However, when this roadway has an odd number of marked lanes, he must, unless otherwise arranged by the authority vested with police power, take the middle lane. He must give way to vehicles coming in the opposite direction on the roadway which he is preparing to leave as well as to motorized personal transport vehicles, cycles and mopeds traveling in both directions on the cycle paths which cross the roadway on which he is going to commit to. (performance RQ: management of insertions on the priority lane in the event of heavy traffic) R415-8 - on-road insertion Outside built-up areas, any driver approaching a busy road and not himself on a road of this category is required to give way to vehicles traveling on the busy road. R421-3 - insertion from an insertion strap Any driver who uses a motorway junction ramp must give way to vehicles traveling on the motorway. R421-4 - positioning for highway exit As soon as, on the motorway, an exit ramp or a junction is announced, all drivers must, as the case may be: 1° Go to the right or left lane if you wish to take the exit ramp; - at the latest, the maneuver must be completed upon reaching 78 2° Go to the lane or one of the lanes corresponding to the branch of the motorway in which he wishes to enter at the junction. Both of these maneuvers must be completed at the latest when the driver reaches the signals placed at the start of the slip road or junction. the signals placed at the start of the slip road/bifurcation Stopping and parking CT stop/stop output R412-11 - stop exit of public transport vehicles In built-up areas, all drivers must slow down if necessary and, if necessary, stop to let public transport vehicles leave the stops marked as such. - exiting a public transport vehicle from its stop Parking/stop zone R413-18 - walking traffic in a parking lot The driver of a vehicle or machine which travels in a parking lot set up on a median or which crosses a sidewalk or circulates there, must only drive there at a walking pace and taking all precautions in order to not constitute a danger to pedestrians. - walking pace - constitute a danger for pedestrians - all precautions R417-1 - parking and stopping in built-up areas In built-up areas, any stationary or parked vehicle must be positioned in relation to the direction of traffic according to the following rules: 1° On the shoulder, when it is not allocated to the circulation of particular categories of users and if the state of the ground is suitable; 2° For two-way roadways, on the right side thereof, unless otherwise provided by the authority vested with police power; 3° For one-way carriageways, on the right or left side, unless otherwise provided by the authority vested with police power. R417-4 - parking and stopping outside urban areas Outside built-up areas, any stationary or parked vehicle must be placed off the roadway as much as possible. When it can only be placed on the roadway, it must be placed in relation to the direction of traffic according to the following rules: 1° For two-way roadways, on the right side thereof, unless otherwise provided by the authority vested with police power; 79 2° For one-way carriageways, on the right or left side, unless otherwise provided by the authority vested with police power. R417-5 - stopping and parking at pedestrian crossings Stopping or parking a vehicle encroaching on a crossing provided for pedestrians is prohibited. R417-7 - opening the door when parked or stopped It is prohibited for any occupant of a stationary or parked vehicle to open a door when this maneuver constitutes a danger for themselves or other users. Does not a priori concern the circulation of the vehicle but the GAME type analysis (hazards at system level) R417-9 - park or stop safely Any stationary or parked vehicle must be positioned so as not to constitute a danger to users. In particular, stopping and parking near road intersections, bends, hilltops and level crossings are considered dangerous when visibility is insufficient. Parking or stopping are considered dangerous: - when visibility is insufficient - near intersections - turns - peaks - level crossings - insufficient visibility R417-10 - inconvenient parking or stopping Any stationary or parked vehicle must be placed in such a way as to obstruct traffic as little as possible. The stopping or parking of a vehicle is considered to obstruct public traffic: In spaces reserved for stopping or parking public passenger transport vehicles, taxis, vehicles holding the car-sharing label or vehicles assigned to a public service; the authority vested with police power may, however, define by order the times during which parking is authorized; Between the edge of the roadway and a continuous line when the width of the lane remaining free between this line and the vehicle does not allow another vehicle to travel without crossing or overlapping the line; On locations where the vehicle prevents either access to another stationary or parked vehicle, or the release of the latter; On bridges, in underpasses, tunnels and under overpasses, unless otherwise arranged by the authority vested with police power; On emergency lanes, unless absolutely necessary; Parking or stopping are considered inconvenient: - on spaces reserved for stopping/parking public transport vehicles, taxis, car- sharing vehicles - between the edge of the roadway and a continuous line when the width of the remaining lane is insufficient to allow the passage of another vehicle - on locations where the vehicle prevents stopping/parking or the release of a vehicle - on bridges, underpasses, tunnels - obstruct traffic 80 On a public road specially designated by order of the authority vested with municipal police power. The parking of a vehicle is also considered to be disruptive to public traffic: In front of the vehicle entrances to the neighboring buildings; Double file, except for personal transport vehicles, two-wheeled cycles, two-wheeled mopeds and motorcycles without a sidecar; In front of devices intended for recharging electric vehicles with energy; On spaces reserved for stopping or parking delivery vehicles; the authority vested with police power may, however, define by order the times during which parking is authorized; In meeting areas, outside of locations set up for this purpose; In pedestrian areas, with the exception of personal transport vehicles, light scooters and cycles on spaces provided for this purpose; Above marked accesses to underground installations. - on the hard shoulder - in front of vehicle entrances to buildings - in double file - in front of electric charging devices - on the locations of delivery vehicles - in meeting areas - in pedestrian areas R417-11 - inconvenient parking or stopping Stopping or parking is considered very inconvenient for public traffic: 1° Of a vehicle on the roads and lanes reserved for the circulation of public passenger transport vehicles, taxis or priority vehicles of general interest; 3° A vehicle in spaces reserved for vehicles carrying a mobility inclusion card including the words ?parking for disabled people? or a parking card for disabled people; 4° A vehicle on spaces reserved for vehicles transporting cash or precious metals; 5° A vehicle on passages reserved for pedestrian traffic when crossing the roadway; 6° From a vehicle to the right of the vigilance strips with the exception of those which mark the platform of a public transport stop; 7° A vehicle near traffic light signals or road signs when its size is likely to obscure this sign from the view of road users; 8° Of a motorized vehicle with the exception of motorized personal transport vehicles, light scooters and pedal-assisted cycles: a) On sidewalks, with the exception of motorcycles, motorized tricycles and mopeds; Parking or stopping are considered very inconvenient: - on roadways reserved for the circulation of public transport vehicles, taxis, priority vehicles of general interest - on spaces reserved for people holding a ?disabled person? card - on locations reserved for the transport of cash or precious metals - on crossings reserved for pedestrians - to the right of vigilance awareness bands - near traffic light signals or road signs when the size of - very annoying for traffic 81 b) On greenways with the exception of vehicles authorized to circulate there, cycle lanes and paths; c) Over a distance of five meters upstream of pedestrian crossings in the direction of traffic, outside of locations marked for this purpose; d) Right next to fire hydrants. the vehicle is likely to obscure them - on the sidewalks - on greenways, lanes and cycle paths - 5 m upstream of pedestrian crossings in the direction of traffic - to the right of fire hydrants R421-7 - stopping and parking on the roadway/shoulder Unless absolutely necessary, drivers must not stop or park their vehicles on roadways and shoulders, including on hard shoulder areas of motorways. - in case of absolute necessity 82 References [1] An Improved Method to Calculate the Time-to-Collision of Two Vehicles, Jimenez et al, Springer. 2013 [2] University of Warwick. Cross-Domain Safety Assurance for Automated Transport System. 2022 [3] Test scenarios of automated driving systems ? General status report, ISO experts, Informal document GRVA-16-24. 2023 [4] ISO 34501 ? road vehicles ? Test scenarios for automated driving systems ? Vocabulary. 2022 [5] ISO 34502 ? Road vehicles ? Test scenarios for automated driving systems ? Scenario-based safety assessment framework. 2022 [6] ISO 34503 ? Road vehicles ? Test scenarios for automated driving systems ? Specification of the operational design domain. 2023 [7] BSI Flex 1889 ? Natural language description for abstract scenarios for automated driving systems ? Specification. 2022 INVALIDE) (ATTENTION: OPTION m scenarios were proposed by Annex II of European Regulation 2022/1426, in the form of functional scenarios, as part of the approval of vehicles equipped with automated driving systems. The list offers minimum scenarios as well as specific settings in certain cases; in the event of deviation from the indicated settings, the manufacturer is obliged to justify the metric used, with the aim of demonstrating that the system is free of ?unreasonable? safety risks. The regulation prescribes a certain number of scenarios which arise from the requirements they characterize. It also specifies that all reasonably foreseeable critical scenarios in the ODD must be generated and taken into account. The manufacturer must implement the scenarios in Annex II with different settings including different speed ranges, different radii of curvature, different light conditions for example. The regulations specify that certain scenarios must be played specifically during testing phases in a controlled environment or on the open road. This document does not distinguish at this stage between scenarios according to whether they are intended for validation on the track, on the open road or in simulation. Nominal maneuver and functional scenario Static infrastructure configuration Collision precursor event and parameterization Other reference Go straight Lane keeping For the entire speed range in the ODD Radii of curvature in ODD - Vehicle + PTW in the lane - Vehicle swerving into lane - Nearby vehicle in adjacent lane - Go straight Presence of third parties on the road Up to maximum ODD speed Straight line Curve - Vehicle stopped - PTW stopped - Static pedestrian - Pedestrian crossing at 5 km/h - Pedestrian crossing at 5 km/h carrying an object - Pedestrian on the road at 10 km/h in the direction of vehicle travel - 49 - Pedestrian on the lane at 10 km/h in the opposite direction to that of the vehicle - Pedestrian swerving on track - Lane blocked - Target encroaching on the track - Sequence of users / objects on the track (e.g.: ego ? other vehicle ? PTW ? other vehicle) - Crossable object (e.g. branch) - Passable object ? the ego vehicle is preceded by another vehicle - Crossable object ? the ego vehicle is preceded by a PTW - Go straight Pursuit of vehicles including maintaining distance Up to maximum ODD speed Straight line Curve - With preceding vehicle including PTW - In different dynamic scenarios of the preceding vehicle (realistic speed profile) - For different positions of the vehicle ahead on the lane - Up to a deceleration of the vehicle in front of 6 m/s² - Go straight Readjustment in case of cut-in NB: the criticality of the cut-in is determined by certain provisions and depends on the inter- vehicular distances, the speed of the target vehicle and its movement Different vehicle travel speeds - Scenarios with different TTCs, different distances and relative speeds of the target covering situations where collision can be avoided and others where collision is inevitable - Target vehicle traveling at constant speed, accelerating or decelerating (longitudinally) - With different lateral speeds, different lateral accelerations - Where the target vehicle is either a four-wheeled vehicle or a PTW. - - 50 Rural and urban environment - Where the user is a pedestrian or a cyclist with different lateral speed profiles - Where the user is a pedestrian or a cyclist reducing the speed of the vehicle by at least 20 km/h - EuroNCAP Go straight Readjustment in case of cut-out - With a vehicle stopped in the center of the lane - With a PTW stopped in the center of the lane - With a pedestrian stopped in the center of the lane - With a target blocking the entire path - With different successive targets on the track - Go straight Crossing work zone Vertical signage present (cone, signs) With or without light signaling With human signaling (including AFO) - Without preceding vehicle - With preceding vehicle (including PTW) - Go straight Crossing a pedestrian crossing Signalized pedestrian crossings Vertical signage present (cone, signs) With or without light signaling With human signaling (including AFO) - Without preceding vehicle - With preceding vehicle (including PTW) - Without pedestrians on the road - With pedestrian on the road - Without approaching pedestrians - With approaching pedestrian - Highway driving Highway entry - With different vehicles, including PTW, approaching from the rear - With vehicles approaching at different speeds - With a platoon of vehicles in the adjacent lane - UN R157 Highway exit - Without vehicle - With a vehicle, including previous PTW - With other vehicles/obstacles blocking the exit 51 Crossing a toll At different speeds allowed Vertical signage present (cone, signs) With or without light signaling With human signaling (including AFO) - Crossing the passage with different traffic levels - Without previous vehicle - With previous vehicle (including PTW) - With vehicles blocking the toll - With open and closed entrances Driving on track with cut-in/cut- out - Pedestrian crossing Lane change In the adjacent lane Insertion at the end of the track Insertion into an occupied lane During a minimal risk maneuver For the entire speed range of the ODD - All types of vehicles, including PTW, approaching from behind in the target lane - In a scenario in which lane change is possible - In a scenario where changing lanes is not possible due to a vehicle approaching from behind - In a scenario in which a vehicle of the same speed is traveling to the right of the vehicle, in the adjacent lane, preventing the lane change - In a scenario in which a vehicle of the same speed is traveling behind the vehicle, in the adjacent lane, preventing lane change - In a scenario where changing lanes during an MRM is possible and achieved - In a scenario where the lane change must be aborted due to sudden acceleration of a vehicle behind in the adjacent lane, or sudden braking of a vehicle ahead in the adjacent lane - 52 Highway environment Vertical signage present (cone, signs) With or without light signaling With human signaling (including AFO) - Entering the motorway, adapting speed to traffic (lane change settings) - Motorway exit, anticipation of lane change without necessary deceleration) - UN R157 Crossing an intersection For the entire speed range of the ODD Crossing (any) 3 lanes, with or without lights, with different priority regimes 4 lanes, with or without lights, with different priority regimes Roundabouts With human signaling (including AFO) - Without preceding vehicle - With a vehicle (including PTW) as the preceding vehicle - With or without approaching vehicles (TTC) - Rotating movement Roadway dry and in good condition - Lane insertion from a non- priority road by a turning movement with and without crossing the opposite direction lane (TTC) - Turning movement crossing the opposite direction lane (TTC) Automated valet parking Different parking spaces in different conditions - Parking spaces parallel and perpendicular to the road - On flat and inclined surfaces - With other vehicles in surrounding parking spaces (including PTW and cyclists) - With masked pedestrian crossing the path of the vehicle at 5 km/h - With a vehicle leaving its place in front of the vehicle - With a stationary obstacle in front of the vehicle - With a small object on the ground after a ramp obstructed by other objects in the path of the vehicle - With different paths, where infrastructure obstructs the field of vision - 53 - On different geometric parking spaces - When a vehicle couples the parking space Minimum scenarios of UN R157 regulation (known as ALKS) The ADS regulation provides that the motorway scenarios come from the settings which appear in the UN R157 regulation. The scenarios described in the regulation are detailed in the following annexes: - Appendix 3 is dedicated to critical traffic disruption scenarios, defined as scenarios whose conditions do not make it possible to avoid collision, - Appendix 5 is dedicated to scenarios to be tested in a controlled environment - Appendix 6 is dedicated to scenarios to be tested on open roads The ALKS provides a parameterization of braking distances and impact times, which are not included in this document, specific to driving scenarios, because they characterize the responses and not the behaviors of third-party users. In addition, among the additional parameters to take into account, not described in the scenarios, are: Traffic environment Road geometry Number of lanes Lane width Road category Road surface including friction coefficient Horizontal signaling (lane marking, visibility) Environmental conditions Lighting conditions (day, night) Climatic conditions (snow, wind, etc.) Initial conditions for third-party users Speeds Speeds of vehicles involved Distance Longitudinal distance between the rear of the predecessor and the front of the ego Size of predecessor Width of predecessor Lateral distance between ego and predecessor relative to the median plane Vehicle movements Lateral movement Lateral speed of the predecessor Deceleration Maximum predecessor deceleration Jerk Predecessor deceleration rate The following table lists the minimum scenarios prescribed by Annexes 3, 5 and 6 of the regulation, whether these are the minimum conditions in which the manufacturer must ensure the safety of the system or the test scenarios required for controlled or real environmental validation. 54 The specific ?detection? scenarios, as they are called in the regulation, have been introduced into the vehicle maneuvers relating to these detections, in particular the detection of another user arriving from the right is linked to the current circulation of the ego vehicle when staying on track. Nominal maneuver and functional scenario Static infrastructure configuration13 Collision precursor event and parameterization Go straight Keeping in lane Vehicle pursuit At ODD speed limits Different radius of curvature of the ODD Repeated changes to the speed limit above 60 km/h Exposure to different signals requiring a system response (at least 3 times) Tunnel Work zone Toll zone Change in environmental conditions - With a vehicle including a PTW and a PL as predecessor vehicle - With a predecessor vehicle swerving - With a vehicle close to the adjacent lane - For different speeds, decelerations and lateral positions of predecessors - PTW approaching the ego from the left side (9m) - PTW approaching the ego from the right side - Stop and go situations at different speed ranges - Emergency vehicle approaching Obstacles (in front of or in the driving environment) At ODD speed limits Radius of curvature - Other stationary vehicle - PTW stationary in the lane - PTW located at the outer edge of each adjacent lane - PTW approaching from the rear (area 9m) left - PTW approaching from the right rear - Pedestrian stationary in the lane - Pedestrian crossing the road at a speed of 5 km/h - Stationary pedestrian located at the edge of each adjacent lane - With a blocked path - With partial track blocking - With a sequence of obstacles Cut-in - Other vehicles including PTW - Setting prescribed by taking into account the indicator ranges mentioned above - Vehicle entering a highway entrance - Vehicle inserting at the end of the lane in smooth and lightly congested conditions 13 All scenarios must be selected in relation to the ODD 55 - Vehicle entering the end of the lane in congested traffic conditions (10 times) - Vehicle inserted between the ego and its predecessor at a sufficiently large distance Cut-out - With a vehicle stationary in the lane - With a PTW in the lane - With a pedestrian stationary in the lane - Lane blocked - With obstacle sequence - At the highway exit Detection of direction indicators of other vehicles - Different types of vehicles including PTW - Vehicle positioned in a random area detecting the presence of another vehicle Avoid an MU in the event of a passable obstacle - Without another vehicle - With another preceding vehicle - With PTW preceding Insertion - Insertion at a highway entrance - Insertion at the end of the lane in smooth, lightly congested traffic conditions - Insertion at the end of the lane in congested traffic conditions - End of highway Changing lanes (if possible) - With different vehicles including PTW approaching from the rear - With lane change possible under normal conditions - With lane change impossible under normal conditions - With a vehicle of the same speed traveling in the adjacent lane preventing lane change - With vehicle traveling in the adjacent lane preventing lane change - With lane change possible during MRM/MU - With a vehicle fitting in the same place as the ego Activation of the ALKS only within its ODD (no activation outside) - Portion of motorway not compliant with the ODD - Urban environment 56 - Non-compliant environmental conditions Resumption of control by the driver - By the wheel - By the accelerator pedal - By the brake pedal - Other scenarios, which may not be part of the ODD, should be assessed if deemed necessary by the competent authorities, including: - Y-shaped motorway lane separation - Traffic lights - Emergency Vehicles - Ground marking erased, hidden, defaced - Service and emergency personnel directing traffic - Change in road characteristics (pedestrians authorized, roundabout, intersection) - Oncoming/contrary traffic - Pedestrian crossing the lane at 5 km/h with ego up to 60 km/h Scenarios identified by NHTSA, 2018 NHTSA's 2018 work is based on a review of existing test methods and tools, which made it possible to identify current practices for testing vehicles equipped with automation systems on the one hand and on the other hand to compensate for certain shortcomings of these methods. The scenarios in the framework developed by the NHTSA attempt to be based on the main elements that govern the circulation of automated vehicles: tactical maneuvering, the definition of the ODD and the OEDR. These scenarios have been developed for both black box testing and performance testing of system components. In this preliminary document, we are not interested in the test evaluation parameters, nor in the procedures for implementing the tests associated with the scenarios. The scenarios described are dissociated from the skills and behaviors expected by the vehicles tested, otherwise defined in the document. The tests offered are as follows: Tactical maneuver ODD Features OEDR characteristics (hazards) Number of scenarios Low Speed Lane Change/Insertion Different speed profiles for each vehicle involved (3 different for each vehicle) Road with divided carriageways and several lanes in the same direction Asphalt Straight, flat profile Clear markings Clear weather, daytime, dry - In a straight line - With a vehicle 6m in front of the ego on the adjacent lane - With a vehicle 8m in front of the ego and a vehicle 8m behind the ego on the adjacent lane - With a vehicle less than 5m in front of the ego, a vehicle at the height of the ego and a vehicle less than 6m behind the ego on the adjacent lane 12 57 Vehicle pursuit Different speed profiles for vehicles (3 for each correlated to the gap) Road with divided carriageways and several lanes in the same direction Asphalt Straight, flat profile Clear markings Clear weather, daytime, dry - In a straight line - Curved - With a gap greater than 30m - With a gap greater than 68m - With a gap greater than 105m 6 Lane departure to board/unload passengers Different speeds of approaches and vehicles parked on the side of the road Road with several lanes of traffic in each direction Asphalt Straight, flat profile Clear markings Clear weather, daytime, dry - With an intervehicular space of 24m - With an inter-vehicular space of 24m (several vehicles parked) - With an inter-vehicular space less than 3m 6 School bus stopped on another lane to unload students Different speeds (3 correlated to inter- vehicular distances) Two-way road several lanes in the same direction Asphalt Straight, flat profile Clear markings Clear weather, daytime, dry - Bus stopped on lane in the same direction - Bus stopped on opposite lane - Inter-vehicle distance greater than 30m - Inter-vehicle distance greater than 68m - Inter-vehicle distance greater than 105m 6 Oncoming vehicle drifting past ego Different speeds for each vehicle (3 for each) Two-way road - A vehicle comes from the opposite direction and drifts in front of the ego 6 Crossing a pedestrian crossing Different speeds for the ego (2) Road in urban environment One or more traffic lanes per direction - With the presence of a pedestrian (5 km/h) on the path - Pedestrian entering the crossing - Pedestrian outside crosswalk - With and without signaling 10 Scenarios from NHTSA work in 2007 (pre-crash scenarios) The NHTSA 2018 scenarios come from work carried out in 2007 using accident databases in the United States. This report enabled the creation of a new typology of pre-crash scenarios to establish a common basis for vehicle safety research for public and private organizations, which would enable researchers to determine road safety issues at priority study in the development of collision avoidance systems. The reason for this basis relates to the situations preceding the accident, from an avoidance point of view: we seek to avoid a collision, whatever the final consequence, by admitting that the same critical situation can have different consequences (collision, leaving the road, etc.). This new database aimed to replace the two existing reference bases used by the automobile industry: the typology of 44 accidents developed by General Motors and the USDOT NASS base. 58 Its construction was based on the two bases previously cited and on their construction hypotheses: ? The severity of the accident ? The number of vehicles involved ? The contribution of the external environment (weather and environmental conditions, risk factors for drivers) The list thus includes three categories of situations preceding the accident: those involving a single vehicle, those involving two vehicles and those involving at least three vehicles. The classification below is organized according to the frequency of occurrence of all accidents involving light vehicles. No Scenarios 1 Predecessor vehicle stopped 2 Loss of control without prior maneuver (e.g. traffic on track in rainy weather) 3 Vehicle turning at an unsignalized intersection 4 Predecessor vehicle braking 5 Departure from the roadside without prior maneuver (e.g. entering traffic from a parking space) 6 Vehicle changing lanes ? same direction 7 Collision with an animal without prior maneuver 8 Crossing an unsignalized intersection 9 Run a red light 10 Vehicles turning ? same direction 11 Turn left crossing the opposite lane at a signalized intersection 12 Predecessor vehicle traveling at low speed 13 Turn left crossing the opposite lane at an unsignalized intersection 14 Reversing into another vehicle 15 Vehicle not maneuvering ? opposite direction 16 Loss of control with prior maneuvering of the vehicle (e.g. turn left in rainy weather) 17 Vehicle drifting ? same direction 18 Following vehicle making a maneuver 19 Departure from the roadside with prior maneuver (e.g. vehicle turning left at an intersection from the stop) 20 Departure from the side of the road while reversing 21 Collision with object without prior maneuver 22 Avoidance action without prior maneuver 23 Parked vehicle ? same direction 24 Crossing a stop sign 25 Incident without collision 26 Vehicle failure 27 Pedestrian accident without prior maneuver 28 Vehicle turning right at a signalized intersection 29 Collision with object with prior maneuver 30 Collision with cyclist without prior maneuver 31 Collision with animal with prior maneuver 32 Collision with cyclist with prior maneuver 33 Collision with pedestrian with prior maneuver 34 Predecessor vehicle accelerating 35 Vehicle maneuvering ? opposite direction 59 36 Avoidance action with prior maneuver 37 Others Scenarios from work related to the ISO 34502 standard This part presents the ISO 34502 standard based on the following diagram with regard to the articulation of the scenario layers. The ISO 34502 standard offers a method for defining functional scenarios based on the possible maneuvers of actors and egos. The following tables present examples of possible functional and logical scenarios to consider. ? SCENARIOS RELATED TO ACTORS? MANEUVERS Initial scene: no vehicles preceding the EGO Lane following Event: modification of maximum regulatory speed Event: arrival on a slower or stationary vehicle Event: vehicle in the wrong direction Event: crossing of a vehicle (with encroachment or swerve of 30 cm) Insertion into my lane (cut- in) Event: insertion in front and behind Event: insertion from the right lane or the left lane Event: close (TIV<= 3.5 s) or distant (TIV> 3.5 s) Event: normal or aggressive (speed ~1m/s) or significant acceleration >2m/s² Initial scene: vehicle in front of the EGO Vehicle tracking Event: Braking of the preceding vehicle Event: Acceleration of the preceding vehicle Event: vehicle crossing Event: inert object encroaching or obstructing the path of the vehicle Changing lane of the vehicle preceding the Ego (cut- out) Event: change to the right lane or the left lane Event: slow or aggressive lane change Event: lane change of the preceding vehicle without or with a new preceding vehicle in the lane (this vehicle may be stopped or slower (25 km/h)) Changing lanes of the EGO vehicle Event: with a vehicle arriving from behind on the intended lane Event: concomitant lane change Scenarios specific to particular types of actors such as motorized two-wheelers, vulnerable road users, or objects can be considered. Figure 6: Scenario construction diagram taken from ISO 34502 standard 60 ? SCENARIOS RELATED TO INFRASTRUCTURES The construction of scenarios linked to the infrastructure must make it possible to specify the type of infrastructure on which the system will run; it integrates the analyzes of the ODD at the different levels of variation of the system, whether it is the vehicle level, technical system or STRA deployed on a route as part of a service. The ISO 34502 standard incorporating the JAMA ?Safety Assurance Framework? provides an application of the approach to the motorway case in Japan. The system design scenarios must integrate dysfunction scenarios (failures and functional insufficiencies): ? Failure: ?failure of a system component? type event (total failure of a sensor, total failure of the main braking system, failure of the steering system, failure of a system which could seem secondary such as: lighting , wiping); ? Functional insufficiency These two types of scenarios involve developing scenarios aimed at evaluating the relevance of each of the following elements: PERCEPTION x DECISION x ACTION (ISO 34502) The vehicle may not correctly perceive the situation, which may lead to a critical scenario (scenario including one or more risk factors linked to perception). Critical perception-related scenarios can result from a combination of conditions intrinsic or extrinsic to the sensor or vehicle. Table 2: Example of JAMA's consideration of infrastructure levels and maneuvers Figure 7: Link between the elements of perception, decision and action in ISO 34502 61 Intrinsic reasons include the mounting of the part (e.g., instability related to sensor mounting or manufacturing variability) or the condition of the vehicle (e.g., vehicle tilt due to uneven loading which changes the orientation of the sensor, or protection of the sensor by external accessories such as bicycle racks). External reasons include environmental conditions (e.g., sensor opacity, dirt, light) or blind spots induced by surrounding vehicles. Traffic-related risk factors refer to conditions in which the affected system may not correctly assess the situation, which may lead to a critical traffic-related scenario (scenario including one or more traffic-related risk factors). Critical traffic scenarios can result from a combination of the following factors: road sector (e.g. main road, convergence zone), behavior of the affected vehicle (e.g. lane change maneuver) and location and movement of surrounding vehicles (for example, cut-off by a nearby vehicle). Vehicle control risk factors refer to conditions where perception and judgment function properly, but the system may fail to control the vehicle, which may lead to a critical vehicle control scenario ( scenario including one or more risk factors linked to vehicle control). The methodology proposed in this annex can be linked to different approaches to parameterize critical scenarios based on risk factors related to the traffic situation, perception and control of the vehicle, as well as the relevant objectives of safety tests based on performance reference models, such as UN/WP29/R157. ? SCENARIOS RELATED TO ENVIRONMENTAL CONDITIONS or MASKS Figure 2: Diagram from the ISO 34502 standard on the management of environmental conditions in scenarios 62 Appendix 4: collision typologies depending on the angle of the initial configuration Figure 3: Typologies of collision configurations where angles are less than 90 degrees Figure 9: Typologies of collision configurations with angles greater than 90 degrees 63 Appendix 5: requirements linked to the concept of caution in the Highway Code The objective of this annex is to explore the possibilities of reflecting certain prudential scope requirements of the Highway Code in the approach to safety demonstration scenarios of automated road transport systems. In doing so, this paper attempts to identify which requirements could, without recourse to an interpretation of expected vehicle/driver responses, be relatively simply translated into scenarios. For other requirements, this document lists the parameters which appear difficult to configure and whose translation into scenarios would therefore be much more complex. It should be remembered that this appendix is in no way intended to translate the requirements of the Highway Code into parameterized and/or binary rules. It therefore does not fall under the ?digitalization of the highway code? approach that certain players could envisage. The table below aims to present all the requirements provided for by the Highway Code applicable to drivers of motor vehicles of categories M, N, O and C, as well as the urban shuttle category defined by the order of May 6, 2019, affected by decree 2021-873. Only the requirements incumbent on the driver and what he or she can control are included in this table. If certain articles refer within them to vehicles of categories other than motor vehicles of the categories previously mentioned, no mention will be made of their content. The table is organized as follows: ? Columns 1 and 3 are reserved for the Highway Code containing respectively the article number and the requirement formulated. ? Column 2 gives the requirement summarized for ease of reading, it is not a repeat of the requirement nor an explanation. ? Column 4 proposes an instantiation explicitly provided for by the Highway Code relating to certain settings or certain situations described by the regulatory requirements presented. ? The last column presents the first non-unambiguous a priori parameters as well as characterizations of the expected behaviors of drivers/vehicles equipped with an automated driving system. This first analytical framework is still only very incompletely informed at this stage. In particular, it does not yet distinguish the difficulties of instantiating the requirements of the Highway Code which could reside respectively in the conditions of application of the rule and/or in the response of the vehicle / driver to the rule. This first analytical framework therefore aims primarily to list the requirements of the Highway Code, distinguishing them according to whether they are high-level requirements characterizing road traffic as a whole or whether they are. This concerns specific requirements for certain types of road or various requirements (audible warning devices, maximum authorized speed). With this in mind, at this stage we do not foresee the transposition of the requirements into concrete scenarios nor the pass/fail criteria which would make it possible to validate the associated requirements. The following definitions have been recalled to avoid any confusion through the use of terms from the Highway Code: ? roadway: part(s) of the road normally used for vehicle circulation ? traffic lane: subdivision of the roadway having an insufficient width to allow the circulation of a line of vehicles ? meeting zone: section or set of sections of roads in built-up areas constituting an area allocated to the circulation of all users. In this zone, pedestrians are authorized to travel on the roadway 64 without parking and benefit from priority over vehicles. Vehicle speed is limited to 20 km/h. All roads are two-way for cyclists, drivers of light scooters and drivers of motorized personal transport vehicles, unless otherwise arranged by the authority vested with police power. Entrances and exits to this area are announced by signage and the entire area is laid out in a manner consistent with the applicable speed limit. ? cycle lane: lane exclusively reserved for two- or three-wheeled cycles, light scooters and motorized personal transport vehicles on a multi-lane roadway ? cycle path: roadway exclusively reserved for two- or three-wheeled cycles, light scooters and motorized personal transport vehicles ? pedestrian area: section or set of sections of roads in built-up areas, excluding busy roads, constituting an area allocated to pedestrian traffic on a temporary or permanent basis. In this zone, subject to the provisions of articles R. 412-43-1 and R. 431-9, only vehicles necessary for internal service of the zone are authorized to circulate at walking pace and pedestrians have priority on these. Entrances and exits to this area are announced by signage. ? zone 30: section or set of sections of roads constituting an area allocated to the circulation of all users. In this zone, vehicle speed is limited to 30 km/h. All roads are two-way for cyclists, drivers of light scooters and drivers of motorized personal transport vehicles, unless otherwise arranged by the authority vested with police power. Entrances and exits to this area are announced by signage and the entire area is laid out in a manner consistent with the applicable speed limit. General note applicable to urban delivery droids: the provisions applicable to delivery droids are the provisions applicable to vehicles corresponding to the vehicle categories to which they belong (art. R311-1). 65 Traffic Laws Summary requirement of the Highway Code Regulatory requirement of the highway code Instantiations and settings explicitly provided for by the highway code Non-unambiguous parameters High-level requirements on vehicle circulation R412-7 - use of the roadway Vehicles must, unless absolutely necessary, travel on the roadway. - (no traffic planned on the sidewalks for droids at this stage) - pedestrian area, meeting zone defined by highway code R412-8 - use of the hard shoulder Driving on emergency lanes is prohibited. Provision not applicable to vehicles of general interest (art. R432) R412-19 - crossing continuous longitudinal lines When continuous longitudinal lines axial or separating traffic lanes are placed on the roadway, they prohibit drivers from crossing or overlapping them. R412-18 - crossing discontinuous longitudinal lines When discontinuous longitudinal lines are placed on the surface of the roadway, they authorize their crossing or overlapping. They are intended in particular to demarcate lanes with a view to guiding traffic. R412-20 - crossing a discontinuous longitudinal line joined to a continuous longitudinal line When a discontinuous longitudinal line is adjacent to the continuous longitudinal line, any driver may cross or overlap the latter if the discontinuous line is closest to his vehicle at the start of the maneuver and provided that this maneuver is completed before the end of the broken line. (performance ratio: degraded markings) R412-23 - traffic when the roadway has several traffic lanes in the same direction When the roadway has discontinuous longitudinal lines delimiting the traffic lanes: 1° If these are non-specialized general traffic lanes, any driver must, in normal walking, take the one of these lanes which is furthest to the right and only cross these lines in the event of overtaking, or when he is necessary to cross the road 66 R412-23 - traffic on lanes reserved for certain categories of vehicles 2° If it is a traffic lane reserved for certain categories of users, other users may only cross or overlap the line to leave the roadway or approach it. (driving of droids on cycle paths?) R412-28 - traffic in the prohibited direction The fact, for any driver, of traveling in the prohibited direction is punishable by the fine provided for contraventions of the fourth class. (moving up the line for the droids?) R415-11 - priority for pedestrians All drivers are required to give way, if necessary by stopping, to pedestrians regularly crossing a roadway or clearly indicating the intention to do so or traveling in a pedestrian area or meeting zone. - regular crossing of the road (see Highway Code rules relating to the crossing of pedestrians art. R412-34 to R412-43) - and clearly expressing the intention to do so R415-12 - priority of passage for priority vehicles of general interest In all circumstances, all drivers are required to give way to priority vehicles of general interest announcing their approach by using special warning devices provided for their category traveling in a pedestrian area or meeting zone. R421-1 - insertion straps The provisions relating to traffic on motorways also apply to motorway junction ramps. R421-5 - use of the central separating strip Drivers must under no circumstances travel, stop or park on the central strip separating the roadways. Provision not applicable to vehicles of general interest (art. R432) Vehicle speed R413-1 - the more restrictive speeds decreed by the police prevail over those of the highway code When they are more restrictive, the maximum speeds decreed by the authority vested with police power take precedence over those authorized by this code. R413-2 - maximum speeds authorized outside built-up areas Outside urban areas, vehicle speed is limited to: 1° 130 km/h on motorways. 2° 110 km/h on two-carriageway roads separated by a central reservation; 67 3° 80 km/h on other roads. However, on sections of these roads with at least two lanes assigned to the same direction of traffic, the maximum speed is increased to 90 km/h on these lanes only. In the event of rain or other precipitation, these maximum speeds are lowered to: 1° 110 km/h on sections of motorways where the normal limit is 130 km/h; 2° 100 km/h on sections of motorways where this limit is lower as well as on two-carriageway roads separated by a central reservation; 3° 80 km/h on sections of other roads mentioned in 3° of I. R413-3 - maximum speeds authorized in built-up areas In built-up areas, vehicle speed is limited to 50 km/h. However, this limit can be raised to 70 km/h on sections of road where access for local residents and pedestrian crossings are limited in number and are protected by appropriate devices. The decision is taken by order of the authority holding traffic police power, after consultation with the authorities managing the road and, if it is a major traffic road, after assent from the prefect. On the Paris ring road, this limit is set at 70 km/h. R413-4 - maximum authorized speed in case of restricted visibility In the event of visibility less than 50 meters, maximum speeds are lowered to 50 km/h on all road and motorway networks. - generic distance measurement scenarios R413-7 - speed limit for vehicles with a GVWR < 3.5 t and public transport, equipped with non-slip studded tires The speed of vehicles with an authorized total weight of less than or equal to 3.5 tons and public transport vehicles, equipped with tires having protruding non-slip studs, is limited to 90 km/h. R413-8 - speed limit for vehicles with a gross vehicle weight > 3.5 t, except TC The speed of vehicles with an authorized gross vehicle weight of more than 3.5 tons or combinations of vehicles with an authorized gross vehicle weight of more than 3.5 tons, with the exception of public transport vehicles, is limited. has : 1° 90 km/h on motorways; 2° 80 km/h on priority roads marked as such. However, this maximum speed is increased to 90 km/h for vehicles whose total weight is less than or equal to 12 tons on two-carriageway roads separated by a central reservation; 68 3° 80 km/h on other roads. However, this maximum speed is lowered to 60 km/h for articulated vehicles or vehicles with a trailer whose total weight is greater than 12 tons. 4° 50 km/h in built-up areas. However, this maximum speed is increased to 70 km/h on the Paris ring road. R413-9-1 - speed limit for passenger transport vehicles (GVW > 3.5 and < 12 t) However, the speed of vehicles referred to in Article R. 413-8 which are intended for the transport of people and whose total authorized weight is greater than 3.5 tons and less than or equal to 12 tons is limited to: 1° 110 km/h on motorways; 2° 100 km/h on two-carriageway roads separated by a central reservation when they are a priority and marked as such; 3° 80 km/h on other roads. R413-10 - speed outside urban areas of public transport I. - Outside urban areas and with the exception of roads on which the speed of vehicles is limited to 80 km/h in application of 3° of I of Article R. 413-2, the speed of public transport vehicles is limited to 90 km/h. II.- However, this maximum speed is increased to 100 km/h: 1° On motorways for vehicles whose total weight is greater than 10 tons and having particular technical characteristics defined by order of the minister responsible for transport; 2° On motorways and roads with carriageways separated by a central reservation for vehicles weighing less than or equal to 10 tons. III. - In operation, these maximum speeds are lowered to 70 km/h for buses and coaches with standing passengers. R413-17 - speed reduction in certain situations The maximum speeds authorized by the provisions of this code, as well as those possibly reduced by the authorities vested with traffic police powers, only apply under optimal traffic conditions: good weather conditions, smooth traffic, vehicle in good condition. Its speed must be reduced: 1° When crossing or overtaking pedestrians, including those who have left a vehicle, or cyclists alone or in groups; 1° bis When crossing or overtaking any vehicle, stationary or traveling at low speed on a shoulder, an emergency lane or a roadway, equipped with the special lights mentioned in articles R. In the presence of third parties: - crossing/overtaking pedestrians - crossing/overtaking a vehicle stopped or traveling at low speed on the roadway, on the shoulder, on the hard shoulder and using special lights - optimal traffic conditions = good atmospheric conditions, smooth traffic, vehicle in good condition - insufficient visibility conditions / visibility not assured - road which appears not clear - slippery road 69 313-27 and R. 313-28 or whose driver uses his hazard lights under the conditions provided for in the first paragraph of article R. 416- 18; 2° When overtaking stationary convoys; 3° When crossing or overtaking public transport vehicles or vehicles used to transport children and subject to special signage, when passengers are getting off and on; 4° In all cases where the road does not appear entirely clear, or risks being slippery; 5° When visibility conditions are insufficient (rainy weather and other precipitation, fog, etc.); 6° In turns; 7° On rapid descents; 8° In sections of narrow or congested roads or lined with houses; 9° When approaching hilltops and intersections where visibility is not guaranteed; 10° When he uses special lighting devices and in particular his dipped headlights; 11° When crossing or overtaking animals. - overtaking stationary convoys - crossing/overtaking public transport vehicles, transporting children when getting on/off passengers - crossing/overtaking animals In specific situations: - unclear or slippery road - in turns - on rapid descents, - in narrow or congested road sections or bordered by houses - when approaching side apexes and intersections with reduced visibility - when using special lighting devices including dipped headlights - narrow road - congested road R413-19 - abnormally low traffic speed No driver must interfere with the normal operation of other vehicles by traveling without valid reason at an abnormally low speed. Particularly on motorways, when traffic is flowing and the weather conditions allow sufficient visibility and grip, drivers using the leftmost lane cannot travel at a speed lower than 80 km/h. - abnormally reduced speed - Valid reason - interfere with normal walking - fluid situation - sufficient visibility - sufficient grip R412-28- 114 - circulation of EDP-M and PTW in two directions When the maximum authorized speed is less than or equal to 30 km/h, the roads are two-way for drivers of motorized personal 14 This article does not actually designate a requirement for automated vehicles but designates a specificity of circulation on roadways where the maximum speed is limited to 30 km/h for EDP-M and 2WD. In this case, the absence of signage (vertical or horizontal) to indicate the possible presence of these categories of third-party users in both 70 transport vehicles, light scooters and cyclists unless otherwise decided by the authority vested with police power. . Use of audible alarms R416-1 - use of sound alarms Outside built-up areas, the use of sound horns is only authorized to give the necessary warnings to other road users. In built-up areas, the use of the sound horn is only authorized in the event of immediate danger. The signals emitted must not be prolonged longer than necessary. At night, warnings must be given by the intermittent switching on of either the dipped headlights or the main beam headlights, with audible signals only being used if absolutely necessary. - target scenarios where the use of the sound horn would be necessary? - necessary warnings to other road users - immediate danger - extend longer than necessary - absolute necessity (AVAS concerned by the provision, cf. ECE R138) Traffic on uninterrupted roadway Driving on track R412-9 - position of the vehicle near the right edge of the road When driving normally, all drivers must keep their vehicle close to the right edge of the roadway, as much as the condition or profile of the roadway allows. However, a driver who enters a roundabout with several traffic lanes in order to take an exit located on his left in relation to his entrance axis can turn left. - distance to the right edge of the road to be respected or position in its lane (relative to the middle of the lane) - notion of ?good? road condition - notion of ?good? roadway profile R412-11-1 Article link R313-27 - vehicle traveling at low speed or stopped on the roadway or hard shoulder When a vehicle equipped with special lights 15or any other vehicle whose driver uses its hazard lights is immobilized or traveling at low speed on a shoulder or emergency lane, any driver traveling on the right edge of the the roadway must, when approaching, reduce its - driving on the lane with a vehicle using special lights or hazard lights immobilized/moving at low directions of traffic, while the circulation of other vehicles only takes place in one meaning, should not be an obstacle to the proper consideration of these users by the automated vehicle. 15 Priority vehicles of general interest, vehicles of general interest benefiting from passage facilities, or vehicle of general interest 71 R313-28 R413-17 R414-4 R416-18 speed and change lanes of traffic after ensuring that it can do so without danger. If changing lanes is not possible, the driver must move as far away from the vehicle as possible while remaining in their lane. When the same vehicle is stationary or traveling at low speed on a roadway, any driver traveling on the same lane must, when approaching, reduce their speed, if necessary stop, and overtake the vehicle. When this same vehicle is stationary or traveling at low speed on an adjacent traffic lane, any driver must, upon approaching, reduce their speed and move away from it as much as possible while remaining in the same lane. speed on the shoulder or hard shoulder - traffic on lane with vehicle using special lights or hazard lights immobilized/moving at low speed in its lane - traffic on lane with vehicle using special lights or hazard lights immobilized/moving at low speed in an adjacent lane R412-12 - safety distance When two vehicles follow each other, the driver of the second must maintain a sufficient safety distance to be able to avoid a collision in the event of sudden slow down or sudden stop of the vehicle in front. This distance is greater as the speed is higher. It corresponds to the distance traveled by the vehicle over a period of at least two seconds. - traffic on track with sudden braking of the predecessor - driving on the track with sudden braking in front of one of the predecessor vehicles - safety distance = distance traveled by the vehicle in at least 2 seconds (applicable in all circumstances, including pedestrian zones; concept relating to traffic speed) Crossing R414-1 - crossing Crossings are made on the right. In the event of crossing vehicles, each driver must keep to their right as much as the presence of other users allows. However, certain intersections may be arranged in such a way that the driver must, depending on the signage, keep to his left to allow the crossing. - as much as the presence of other users allows R414-2 - crossing impossible In all cases where the insufficient free width of the roadway, its profile or its condition do not allow crossing easily and in complete safety, drivers of vehicles whose size or whose load exceeds 2 meters in width or 7 meters in length, trailer included, with the exception of public transport vehicles in built-up areas, must reduce their speed and, if necessary, stop or park to give way to vehicles of smaller dimensions. In the same cases, all users must reduce their speed and, if necessary, stop or park to facilitate the passage of a vehicle of - crossing on a roadway of insufficient width or in poor condition - crossing easily and safely (performance ratio: management of the footprint of crossed vehicles) 72 general interest using the special warning devices authorized for its category or of exceptional transport mentioned in article R. 433-1 and its accompanying vehicles mentioned in article R. 433-17. Change of lane R412-10 - change of direction Any driver who is about to make a change in the direction of his vehicle or to slow down its speed must warn other users of his intention, in particular when he is going to move to the left, cross the roadway, or when, after a stop or parking, he wants to regain his place in the flow of traffic. - change lane to the left - crossing the road (see intersections) - insertion into traffic after a stop or parking - temporal notion of warning (in application of this provision, any deviation from the traffic position must be reported) R412-24 - heavy traffic When, on one-way roads and on roads with more than two lanes, traffic, due to its density, forms an unbroken line on all lanes, drivers must remain in their line. However, changing lanes are possible to prepare for a change of direction and must be carried out with as little interference as possible to the normal movement of other vehicles. - uninterrupted single-file traffic on all traffic lanes - heavy traffic - hinder the normal operation of other vehicles as little as possible R412-25 - change of lane for vehicles with a GVW > 3.5 t When a road has three or more lanes, assigned to the same direction of traffic, drivers of vehicles whose total authorized weight exceeds 3.5 tons or a combination of vehicles whose length exceeds 7 meters are prohibited. 'take lanes other than the two lanes located closest to the right edge of the roadway, except, by obstructing the normal movement of other vehicles as little as possible, to prepare for a change of direction. - traffic on separate carriageways with 3 lanes or more, of a vehicle [GVW > 3.5 t or L > 7 m] - hinder the normal operation of other vehicles as little as possible (remark on performance: management of areas with high pedestrian density) R414-3 - crossing on a steep road When crossing on mountain roads and on steep roads is difficult, the descending vehicle must be the first to stop in time. If it is impossible to cross without one of the two vehicles being forced to reverse, this obligation applies: 1° To a single vehicle in relation to a group of vehicles; 2° To the lighter vehicle of the two; 3° To a goods transport vehicle with a total authorized weight greater than 3.5 tons compared to a public transport vehicle. When it comes to vehicles of the same category, it is the driver of the descending vehicle who must reverse, unless this is clearly easier for the driver of the ascending vehicle, in particular if the latter is close to 'a place of avoidance. - crossing on a steep road 73 Overtaking R414-4 - overtaking conditions Before overtaking, all drivers must ensure that they can do so safely. He can only attempt to overtake a vehicle if: 1° He has the possibility of returning to his place in the normal flow of traffic without hindering it; 2° The relative speed of the two vehicles will make it possible to overtake in a sufficiently short time. 3° He is not himself on the verge of being surpassed. He must also warn the user he wants to overtake of his intention. To overtake, he must move far enough away so as not to risk hitting the user he wants to overtake. In any case, he must not approach it laterally within less than one meter in built-up areas and one and a half meters outside built-up areas if it is an animal-drawn vehicle, a vehicle with two or more people, an engine with two or three wheels, a pedestrian or an animal - overtake without danger - without hindering traffic - sufficiently short time - lateral safety distance for overtaking a pedestrian, a 2-3 wheeler, a rider, an animal, an animal-drawn vehicle = 1 m agglomeration; 1.5 m outside urban areas - distance for overtaking a pedestrian in a pedestrian zone, meeting zone R414-5 - overtaking at pedestrian crossings When approaching crossings intended for pedestrians, drivers must only overtake after ensuring that no pedestrian is engaged in the crossing. - overtaking situation at a pedestrian crossing R414-6 - overtaking on the right Overtaking is done on the left. As an exception to this rule, all drivers must overtake on the right: 1° A vehicle whose driver has indicated that he is preparing to change direction to the left; 2° A vehicle traveling on a railway using the roadway when the distance between this vehicle and the edge of the roadway is sufficient; however, in the latter case, overtaking can be done on the left on roads where traffic is one-way or on other roads when overtaking leaves the entire left half of the roadway free. When, on one-way roads and on roads with more than two lanes, traffic has, due to its density, established in an uninterrupted line on all lanes, the fact that vehicles in one line travel faster than vehicles in another lane is not considered overtaking. R416-7 - overtaking on two-way roads (2*1) Any driver who overtakes on the left can only use the left half of the roadway if he does not obstruct traffic in the opposite direction. - overtaking on a two-way roadway in 2*1 lane - hindrance to oncoming traffic 74 R414-8 - overtaking on two-way roads When a two-way roadway has more than two lanes, marked or not, drivers overtaking must not take the lane located furthest to their left. R414-10 - end of overtaking Any driver who has just overtaken on the left must return to their right without causing the vehicle being overtaken to slow down. R414-11 - overtaking at low visibility Any overtaking is prohibited on roads with two directions of traffic, when forward visibility is not sufficient, which may be particularly the case in a bend or at the top of a hill, unless this maneuver leaves free the part of the roadway located to the left of a continuous line or if, when overtaking a two-wheeled vehicle, this maneuver leaves the left half of the roadway free. - overtaking on a two-way road with low forward visibility (e.g.: side bend or apex) R414-11 - overtaking at intersection Any overtaking other than that of two-wheeled vehicles is prohibited at road intersections, except for drivers approaching an intersection where drivers traveling on other roads must give them way, or when they approach an intersection where crossing is regulated by traffic lights or by a traffic officer. - overtaking a PTW vehicle at an intersection R414-12 - overtaking at a level crossing Any overtaking is prohibited when crossing railway tracks not equipped with barriers or half-barriers. Provision applicable to tram crossings R414-13 - overtaking public transport vehicles required to follow a trajectory It is prohibited for any driver to overtake a train or a public transport vehicle required to follow, permanently, a trajectory determined by one or more material rails and using the road base, stopped during the ascent or the descent of travelers on the side where it takes place. R414-16 - be overtaken When about to be overtaken, drivers must immediately pull to their right without accelerating. R414-17 - overtaking in snow When, on the roadway, at least one traffic lane is covered with snow or ice on all or part of its surface: I. - 1° Overtaking or changing lanes is prohibited for any driver of a vehicle whose total authorized weight exceeds 3.5 tons or for any driver of a combination of vehicles whose length exceeds 7 meters; 2° Overtaking winter service vehicles operating on the roadway is prohibited for any vehicle. - taxiway covered with snow or ice on all or part of its surface Insertions and intersections 75 Crossing a roundabout/roundabout R415-10 - crossing a roundabout Any driver approaching a roundabout is required, regardless of the classification of the road he is about to leave, to give way to users traveling on the roadway surrounding the roundabout. Crossing an intersection R415-1 - crossing an intersection Any driver approaching a road intersection must check that the roadway they are going to cross is clear, travel at a more moderate speed as the visibility conditions are less good and, if necessary, announce their approach. . - poorer visibility conditions - if necessary R415-2 - enter an intersection Any driver must only enter an intersection if their vehicle is not likely to be immobilized there and prevent the passage of vehicles traveling on other lanes. In particular, a driver must not enter a road intersection if the driver of one of the accompanying vehicles reports the imminent crossing of this intersection by an exceptional transport. R412-30 - red traffic light All drivers must come to a complete stop in front of a red traffic light, fixed or flashing. The stop is made: 1° When a stop line is materialized, respecting the limit of this line; 2° When a stop line is not marked, respecting the limit of a line located before the pedestrian crossing if it precedes the light and, in other cases, directly above the traffic light. R412-30 - crossing a cycle path marked by lights When a cycle path or a path marked for cycles, crossing the roadway is parallel and contiguous to a crossing reserved for pedestrians, the crossing of which is regulated by illuminated traffic lights, any driver using this path or this marked path is required, in the absence of specific signage, to respect the traffic lights regulating the crossing of the roadway by pedestrians. R412-31 - yellow traffic light All drivers must stop in front of a fixed yellow traffic light, except in the case where, when said light is switched on, the driver can no longer stop his vehicle in sufficient safety conditions. - sufficient safety conditions R412-32 - flashing yellow traffic light The purpose of flashing yellow traffic lights is to draw the attention of any driver to a particular danger. 76 They authorize the passage of vehicles subject, where applicable, to compliance with the provisions relating to the priority rules established by this code or prescribed by specific signage. R412-33 - green traffic light Green traffic lights authorize the passage of vehicles, provided, in intersections, that the driver only enters if his vehicle does not risk being immobilized and preventing the passage of other vehicles traveling on the cross roads and that exceptional transport or one of its accompanying vehicles is not used on these routes. In the latter case, priority of passage belongs to exceptional transport and its vehicles accompaniment. R415-5 - priority right When two drivers approach an intersection from different roads, the driver coming from the left is required to give way to the other driver, unless otherwise provided for in this book. R415-6 - stop At certain intersections indicated by so-called stop signs, all drivers must stop at the edge of the road being approached. He must then give way to vehicles traveling on the other road(s) and only enter it after ensuring that he can do so without danger. - be able to engage without danger - concept of break time R415-7 - yield At certain intersections indicated by ?give way? signs, all drivers must give way to vehicles traveling on the other road(s) and only enter after ensuring that they can do so safely. - be able to engage without danger Crossing a level crossing R422-3 - crossing a level crossing No driver must enter a level crossing if their vehicle risks being immobilized there due to its technical characteristics or traffic conditions. When a level crossing is equipped with barriers or half- barriers, no road user must enter it when these barriers are either closed or in the process of closing or opening. When a level crossing is not equipped with barriers, half-barriers or a light signal, no user must enter it without having ensured that no train is approaching. When a crossing is guarded, the road user must obey the guard's injunctions and not obstruct, where applicable, the closing of the barriers. Any driver must, when approaching a train, immediately clear the railway tracks so as to allow it passage. Provision applicable to tram tracks (by definition) - technical characteristics or traffic conditions Turn right at an intersection/turn left 77 U-turn R421-6 - U-turn and reverse Drivers must under no circumstances make a U-turn on a motorway, even when crossing the central strip separating the roadways or taking an interruption of it. Likewise, they must not go backwards. Entry from lane insertion/acceleration/lane exit/acceleration R415-3 - leaving the road Any driver preparing to leave a road on their right must keep to the right edge of the road. He may, however, take the left part of the roadway when the route of the bend and the dimensions of the vehicle or its load make it impossible for him to keep to the right; he must therefore only maneuver at a moderate pace, and after having ensured that he can do so without danger to others. He must give way to motorized personal transport vehicles, cycles and mopeds traveling in both directions on cycle paths which cross the roadway on which he is going to enter. - leaving the road without danger R415-4 - leaving the road on the left Any driver preparing to leave a road on their left must keep to the left. When the roadway has two directions of traffic, it must not exceed the median axis. However, when this roadway has an odd number of marked lanes, he must, unless otherwise arranged by the authority vested with police power, take the middle lane. He must give way to vehicles coming in the opposite direction on the roadway which he is preparing to leave as well as to motorized personal transport vehicles, cycles and mopeds traveling in both directions on the cycle paths which cross the roadway on which he is going to commit to. (performance RQ: management of insertions on the priority lane in the event of heavy traffic) R415-8 - on-road insertion Outside built-up areas, any driver approaching a busy road and not himself on a road of this category is required to give way to vehicles traveling on the busy road. R421-3 - insertion from an insertion strap Any driver who uses a motorway junction ramp must give way to vehicles traveling on the motorway. R421-4 - positioning for highway exit As soon as, on the motorway, an exit ramp or a junction is announced, all drivers must, as the case may be: 1° Go to the right or left lane if you wish to take the exit ramp; - at the latest, the maneuver must be completed upon reaching 78 2° Go to the lane or one of the lanes corresponding to the branch of the motorway in which he wishes to enter at the junction. Both of these maneuvers must be completed at the latest when the driver reaches the signals placed at the start of the slip road or junction. the signals placed at the start of the slip road/bifurcation Stopping and parking CT stop/stop output R412-11 - stop exit of public transport vehicles In built-up areas, all drivers must slow down if necessary and, if necessary, stop to let public transport vehicles leave the stops marked as such. - exiting a public transport vehicle from its stop Parking/stop zone R413-18 - walking traffic in a parking lot The driver of a vehicle or machine which travels in a parking lot set up on a median or which crosses a sidewalk or circulates there, must only drive there at a walking pace and taking all precautions in order to not constitute a danger to pedestrians. - walking pace - constitute a danger for pedestrians - all precautions R417-1 - parking and stopping in built-up areas In built-up areas, any stationary or parked vehicle must be positioned in relation to the direction of traffic according to the following rules: 1° On the shoulder, when it is not allocated to the circulation of particular categories of users and if the state of the ground is suitable; 2° For two-way roadways, on the right side thereof, unless otherwise provided by the authority vested with police power; 3° For one-way carriageways, on the right or left side, unless otherwise provided by the authority vested with police power. R417-4 - parking and stopping outside urban areas Outside built-up areas, any stationary or parked vehicle must be placed off the roadway as much as possible. When it can only be placed on the roadway, it must be placed in relation to the direction of traffic according to the following rules: 1° For two-way roadways, on the right side thereof, unless otherwise provided by the authority vested with police power; 79 2° For one-way carriageways, on the right or left side, unless otherwise provided by the authority vested with police power. R417-5 - stopping and parking at pedestrian crossings Stopping or parking a vehicle encroaching on a crossing provided for pedestrians is prohibited. R417-7 - opening the door when parked or stopped It is prohibited for any occupant of a stationary or parked vehicle to open a door when this maneuver constitutes a danger for themselves or other users. Does not a priori concern the circulation of the vehicle but the GAME type analysis (hazards at system level) R417-9 - park or stop safely Any stationary or parked vehicle must be positioned so as not to constitute a danger to users. In particular, stopping and parking near road intersections, bends, hilltops and level crossings are considered dangerous when visibility is insufficient. Parking or stopping are considered dangerous: - when visibility is insufficient - near intersections - turns - peaks - level crossings - insufficient visibility R417-10 - inconvenient parking or stopping Any stationary or parked vehicle must be placed in such a way as to obstruct traffic as little as possible. The stopping or parking of a vehicle is considered to obstruct public traffic: In spaces reserved for stopping or parking public passenger transport vehicles, taxis, vehicles holding the car-sharing label or vehicles assigned to a public service; the authority vested with police power may, however, define by order the times during which parking is authorized; Between the edge of the roadway and a continuous line when the width of the lane remaining free between this line and the vehicle does not allow another vehicle to travel without crossing or overlapping the line; On locations where the vehicle prevents either access to another stationary or parked vehicle, or the release of the latter; On bridges, in underpasses, tunnels and under overpasses, unless otherwise arranged by the authority vested with police power; On emergency lanes, unless absolutely necessary; Parking or stopping are considered inconvenient: - on spaces reserved for stopping/parking public transport vehicles, taxis, car- sharing vehicles - between the edge of the roadway and a continuous line when the width of the remaining lane is insufficient to allow the passage of another vehicle - on locations where the vehicle prevents stopping/parking or the release of a vehicle - on bridges, underpasses, tunnels - obstruct traffic 80 On a public road specially designated by order of the authority vested with municipal police power. The parking of a vehicle is also considered to be disruptive to public traffic: In front of the vehicle entrances to the neighboring buildings; Double file, except for personal transport vehicles, two-wheeled cycles, two-wheeled mopeds and motorcycles without a sidecar; In front of devices intended for recharging electric vehicles with energy; On spaces reserved for stopping or parking delivery vehicles; the authority vested with police power may, however, define by order the times during which parking is authorized; In meeting areas, outside of locations set up for this purpose; In pedestrian areas, with the exception of personal transport vehicles, light scooters and cycles on spaces provided for this purpose; Above marked accesses to underground installations. - on the hard shoulder - in front of vehicle entrances to buildings - in double file - in front of electric charging devices - on the locations of delivery vehicles - in meeting areas - in pedestrian areas R417-11 - inconvenient parking or stopping Stopping or parking is considered very inconvenient for public traffic: 1° Of a vehicle on the roads and lanes reserved for the circulation of public passenger transport vehicles, taxis or priority vehicles of general interest; 3° A vehicle in spaces reserved for vehicles carrying a mobility inclusion card including the words ?parking for disabled people? or a parking card for disabled people; 4° A vehicle on spaces reserved for vehicles transporting cash or precious metals; 5° A vehicle on passages reserved for pedestrian traffic when crossing the roadway; 6° From a vehicle to the right of the vigilance strips with the exception of those which mark the platform of a public transport stop; 7° A vehicle near traffic light signals or road signs when its size is likely to obscure this sign from the view of road users; 8° Of a motorized vehicle with the exception of motorized personal transport vehicles, light scooters and pedal-assisted cycles: a) On sidewalks, with the exception of motorcycles, motorized tricycles and mopeds; Parking or stopping are considered very inconvenient: - on roadways reserved for the circulation of public transport vehicles, taxis, priority vehicles of general interest - on spaces reserved for people holding a ?disabled person? card - on locations reserved for the transport of cash or precious metals - on crossings reserved for pedestrians - to the right of vigilance awareness bands - near traffic light signals or road signs when the size of - very annoying for traffic 81 b) On greenways with the exception of vehicles authorized to circulate there, cycle lanes and paths; c) Over a distance of five meters upstream of pedestrian crossings in the direction of traffic, outside of locations marked for this purpose; d) Right next to fire hydrants. the vehicle is likely to obscure them - on the sidewalks - on greenways, lanes and cycle paths - 5 m upstream of pedestrian crossings in the direction of traffic - to the right of fire hydrants R421-7 - stopping and parking on the roadway/shoulder Unless absolutely necessary, drivers must not stop or park their vehicles on roadways and shoulders, including on hard shoulder areas of motorways. - in case of absolute necessity 82 References [1] An Improved Method to Calculate the Time-to-Collision of Two Vehicles, Jimenez et al, Springer. 2013 [2] University of Warwick. Cross-Domain Safety Assurance for Automated Transport System. 2022 [3] Test scenarios of automated driving systems ? General status report, ISO experts, Informal document GRVA-16-24. 2023 [4] ISO 34501 ? road vehicles ? Test scenarios for automated driving systems ? Vocabulary. 2022 [5] ISO 34502 ? Road vehicles ? Test scenarios for automated driving systems ? Scenario-based safety assessment framework. 2022 [6] ISO 34503 ? Road vehicles ? Test scenarios for automated driving systems ? Specification of the operational design domain. 2023 [7] BSI Flex 1889 ? Natural language description for abstract scenarios for automated driving systems ? Specification. 2022 INVALIDE)