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Contracting Tools for Transportation Data
Troves of transportation data can be, and are, produced by smart infrastructure. Municipalities collect various kinds of transportation data, including traffic information such as accidents, flows, and volumes; bicycle information such as bike counts; pedestrian information such as pedestrian counts; smart bus stop information; street mapping information; location information for traffic signals; mapping details such as the miles of city streets; and information on roadwork and infrastructure planning such as construction or road closures expected to affect traffic. Governments, educational institutions, non-profit enterprises, and businesses find transportation data useful for purposes such as improving infrastructure, reducing traffic congestion, improving vehicle and pedestrian safety, providing public security and emergency services, making transportation services more accessible, improving civic planning and design, research and development of new mobility products and services (including machine learning), and researching other potential uses for the data. Wider availability and sharing of transportation data would help to facilitate the development, testing, and adoption of smart infrastructure and connected and automated modes of transportation (collectively, “smart mobility products and services”). However, there are barriers to the accessibility of transportation data for these purposes. One is that there is a lack of standardization and clarity in the permissions granted when transportation data is made available, and another is that privacy and other concerns prevent much of the data that could be useful from being made available; an example of the latter is the discontinuation of a smart streetlights project in San Diego due to concerns about the potential use of transportation data for surveillance purposes. This paper explores license provisions and contracting tools that data providers can consider using when making transportation data publicly available. Part II describes the kinds of provisions that data providers typically include in the licenses or other terms and conditions that they apply to transportation data. Part III examines the agreements under which specific municipalities in four states (Michigan, California, Pennsylvania, and Arizona) make transportation data publicly available, including pursuant to template agreements. Part IV identifies additional template agreements that are available for use by data providers when making data publicly available. Finally, Part V sets out key considerations for data providers in choosing the terms under which they make their transportation data available.AVs Must Not Perpetuate Infrastructure Racism
In light of the 2021 Law and Mobility Conference’s focus on equity, the Journal of Law & Mobility Blog will publish a series of blog posts surveying the civil rights issues with connected and autonomous vehicle development in the U.S. This is the first part of the AV &…New Projects in Michigan and Elsewhere Show AV Testing and Development’s Bounce Back from COVID Lockdowns
Like many industries, the automated vehicle industry faced setbacks due to this year’s many COVID-19 related local and regional lockdowns. In the spring, as the first wave of the virus spread, many companies had to stop testing to protect the human safety drivers and, in the case of Bay…Cities, Streets, and COVID-19
As the COVID-19 pandemic continues and our memories of the “before time” feel ever more distant, some have begun to wonder how this crisis and its aftermath could change how and where people live. Will people abandon expensive and dense major cities for smaller cities, suburbs or even small…Mobility and Cybersecurity
Over the last few years, emerging mobility technologies from CAVs to e-scooters have become the targets of malicious hackers. CAVs, for example, are complicated machines with many different components, which opens up many avenues for attack. Hackers can reprogram key fobs and keyless ignition systems. Fleet management software…Talking Cars, the FCC, and a Battle for Bandwidth
Last month FCC Chairman Ajit Pai announced a plan to allow unlicensed use of a 45-megahertz (MHz) chunk of the mid-band spectrum. How is this even close to related to mobility or transportation? In 1999, the FCC dedicated 75 MHz of the 5.9GHz band to vehicle-related communications and transportation…Connecticut Governor’s New Plan Shows the Many Roles States Play in Transportation
Earlier this month, Connecticut’s Governor Ned Lamont announced and released the details of his plan to upgrade and “transform” the state’s transportation system. The plan, Connecticut 2030 (CT2030), allocates $21 billion primarily to improving Connecticut’s highways, airports, mass transit, and ports and is pitched as “what Connecticut…How Much Electric Vehicle Charging Infrastructure Do We Need?
Regardless of the mixed reactions to Tesla’s new Cybertruck, the electric vehicle revolution is here. Some analysts have predicted that within twenty years, half of new vehicles sold will be electric. For the future of the planet, we may need them to be. One core tenet of climate…The More Data, The Merrier? Sidewalk Labs May Be Sidelined in Toronto
In 2015, Google’s parent, Alphabet, decided the time was ripe for establishing a subsidiary in charge of investing in “smart infrastructure” projects – from waste to transport and energy. Its aim was specifically to implement such projects, transforming our urban landscape into a realm of dynamic and connected infrastructure…Re(Writing) the Rules of The Road: Reflections from the Journal of Law and Mobility’s 2019 Conference
On March 15th, 2019, the Journal of Law and Mobility, part of the University of Michigan’s Law and Mobility Program, presented its inaugural conference, entitled “(Re)Writing the Rules of The Road.” The conference was focused on issues surrounding the relationship between automated vehicles (“AVs”) and the law. In the afternoon, two panels of experts from academia, government, industry, and civil society were brought together to discuss how traffic laws should apply to automated driving and the legal person (if any) who should be responsible for traffic law violations. The afternoon’s events occurred under a modified version of the Chatham House Rule, to allow the participants to speak more freely. In the interest of allowing those who did not attend to still benefit from the day’s discussion, the following document was prepared. This document is a summary of the two panels, and an effort has been made to de-identify the speaker while retaining the information conveyed.