無(wú)人駕駛汽車(chē)如何融入城市交通？

On the path along the waterfront of the Greenwich peninsula, on the river Thames in east London, residents have become used to encountering a four-wheeled pod trundling among the runners, walkers, cyclists and dogs. The vehicle runs regularly — at a maximum speed of 10mph, beeping continuously — between the InterContinental Hotel on the west of the peninsula and blocks of flats to the east.

在倫敦東部泰晤士河畔的格林威治(Greenwich)半島，居民們已經(jīng)習(xí)慣于在濱江的道路上遇到一種形似太空艙的四輪Pod車(chē)。這種小車(chē)緩慢地穿行在跑步、行走、騎車(chē)和牽狗的人們之間。以每小時(shí)10英里的最大速度，這種車(chē)在格林威治半島西部的洲際酒店(InterContinental Hotel)和東部的公寓區(qū)之間規(guī)律地運(yùn)行，一路發(fā)出嘟嘟聲。

The biggest surprise about the vehicle is not its futuristic appearance but how it is controlled. While current safety rules require a human to monitor the vehicle’s performance and step in to avoid crashes, the pod largely drives itself. It is one of several experiments worldwide aimed at exploring how autonomous vehicles might mesh with city transport systems. All are looking at how a technology being developed mainly for US highways can work in the more confined, chaotic space of city streets.

這種車(chē)最讓人驚訝的地方不在于其未來(lái)主義的外觀，而在于其操控方式。盡管當(dāng)前的安全法規(guī)要求由人來(lái)監(jiān)控?zé)o人駕駛汽車(chē)的運(yùn)行、在必要時(shí)出手干預(yù)以避免事故，這輛車(chē)基本是自動(dòng)駕駛的。在世界各地，為探索自動(dòng)駕駛車(chē)輛如何融入城市交通系統(tǒng)，人們?cè)谶M(jìn)行多項(xiàng)試驗(yàn)，這是其中之一。所有人都在關(guān)注：一項(xiàng)主要為美國(guó)公路研發(fā)的技術(shù)，如何能應(yīng)用于更狹窄、更混亂的城市街道。

At the heart of these efforts is an attempt to work out whether driverless vehicles will ease or worsen the impact that private car travel has had on many cities following the highway-building craze of the mid-20th century.

這些努力的核心是為了確認(rèn)一件事情：在20世紀(jì)中葉的公路建設(shè)潮之后，私家車(chē)出行對(duì)許多城市造成了影響，無(wú)人駕駛車(chē)輛是會(huì)緩解還是會(huì)加重這種影響。

Some fear the technology could prompt more journeys by private motor vehicles rather than more space-efficient public transport. If the technology provides comfortable, stress-free, private journeys, it might also prompt people to commute daily from further afield, generating yet more traffic.

一些人擔(dān)心，無(wú)人駕駛技術(shù)將會(huì)帶來(lái)更多私家機(jī)動(dòng)車(chē)出行，而不是促進(jìn)更節(jié)省道路空間的公共交通。如果這項(xiàng)技術(shù)提供了一種舒適、無(wú)壓力的非公共交通方式，它也可能促使人們?cè)黾用咳胀ㄇ诰嚯x，從而產(chǎn)生更多的車(chē)流量。

Experts concerned about such impacts on behaviour argue it is vital that the rollout of autonomous vehicle technology goes hand-in-hand with a rethink of how it is used.

專(zhuān)家們擔(dān)憂(yōu)無(wú)人駕駛技術(shù)會(huì)對(duì)行為產(chǎn)生影響，他們主張，關(guān)鍵的一點(diǎn)是，推廣自動(dòng)駕駛車(chē)輛技術(shù)應(yīng)該與重新思考這種技術(shù)的運(yùn)用方式同步進(jìn)行。

David Begg, a former chairman of the UK’s Commission for Integrated Transport, accepts that autonomous vehicles will use road space more efficiently but says the problem remains that cars take up too much space for the people they carry. On average, most vehicles contain little more than one person — the driver.

英國(guó)綜合交通委員會(huì)(Commission for Integrated Transport)前主席戴維•貝格(David Begg)承認(rèn)，自動(dòng)駕駛車(chē)輛能夠更高效地利用道路空間，但他表示，一個(gè)問(wèn)題依然存在，就是汽車(chē)占用道路空間相對(duì)其運(yùn)載的人數(shù)還是太多。平均而言，大多數(shù)車(chē)輛所載人數(shù)幾乎只有一人，就是司機(jī)。

“There’s no doubt [autonomous vehicles] can allow us to squeeze more vehicles [into] a given amount of capacity because they’re bumper-to-bumper and side-by-side,” Prof Begg says. “[But] unless we can increase vehicle occupancy up from 1.1, we’re moving too much fresh air and not enough people.”

“毫無(wú)疑問(wèn)(自動(dòng)駕駛車(chē))能夠讓我們?cè)诩榷ǖ牡缆烦休d量上擠進(jìn)更多的車(chē)輛，因?yàn)檫@些車(chē)輛行駛時(shí)可以首尾相接，左右緊挨，”貝格教授說(shuō)，“(但)除非我們能夠?qū)④?chē)輛搭載人數(shù)從1.1提高到更多，否則我們就是移動(dòng)了太多的空氣，卻沒(méi)有移動(dòng)足夠多的人。”

Dieter Helm, professor of energy policy at Oxford university, dismisses many of the concerns about driverless technology. He says likely improvements in how close together autonomous vehicles can drive should reduce congestion problems. Because it will be easier for people to share use of autonomous vehicles, they will also quickly start carrying more passengers per trip, Prof Helm adds.

牛津大學(xué)(University of Oxford)能源政策教授迪特爾•赫爾姆(Dieter Helm)認(rèn)為，許多對(duì)無(wú)人駕駛技術(shù)的擔(dān)憂(yōu)都是沒(méi)有必要的。他表示，自動(dòng)駕駛車(chē)輛在行駛中的間距有可能縮小，這應(yīng)該能夠緩解道路堵塞問(wèn)題。赫爾姆還說(shuō)，因?yàn)槿藗兡軌蚋菀椎毓蚕碜詣?dòng)駕駛車(chē)輛，自動(dòng)駕駛車(chē)輛將很快能夠在每一次行程中搭載更多的乘客。

“We have this distinction between public and private transport,” he says. “You either have you in your car or lots of people in a train. An interesting question about autonomous vehicles is: what would be their capacity use [per] car?”

“我們對(duì)公共交通和私人出行存在這樣的區(qū)分，”他說(shuō)：“要么是自己坐在自己的車(chē)?yán)?，要么是很多人同時(shí)乘坐一趟列車(chē)。有關(guān)自動(dòng)駕駛車(chē)輛，一個(gè)有趣的問(wèn)題是：(每輛)車(chē)的運(yùn)力使用率將是多少?”

The Greenwich experiment, which is being run in conjunction with Heathrow airport and TRL, a transport research company, is exploring a fundamental question about how autonomous vehicles will fit into city streets. Oxbotica, the Oxford company that developed the vehicle’s software, is trying to improve the pods’ ability to track people, cyclists and other non-vehicular objects.

正在格林威治半島進(jìn)行的這個(gè)實(shí)驗(yàn)，是與希斯羅機(jī)場(chǎng)(Heathrow airport)和交通研究公司TRL合作開(kāi)展的。這項(xiàng)實(shí)驗(yàn)探索的是一個(gè)根本性問(wèn)題——自動(dòng)駕駛車(chē)輛能否適應(yīng)城市街道?位于牛津的Oxbotica研發(fā)了該車(chē)軟件，該公司正努力提高自動(dòng)駕駛車(chē)輛追蹤行走和騎車(chē)的人以及其他非車(chē)輛主體的能力。

While autonomous cars on larger urban highways should be able to move closer together by communicating with each other, performance on city streets will depend on how well they can navigate around non-mechanised obstacles.

盡管在更寬闊的城市公路上，自動(dòng)駕駛車(chē)輛能夠通過(guò)相互溝通在行駛時(shí)貼得更近，它們?cè)诔鞘薪值郎系谋憩F(xiàn)將取決于它們能否很好地避開(kāi)非機(jī)械化障礙物。

Nick Reed, who is in charge of the Greenwich experiment for TRL, hopes it will be more pleasant for passengers to share space with autonomous vehicles than human-driven cars. Unlike people, they behave predictably and will be programmed to travel as safely as possible. “That could be a transformational change,” he says.

TRL負(fù)責(zé)格林威治項(xiàng)目的尼克•里德(Nick Reed)希望，對(duì)乘客而言，共享自動(dòng)駕駛車(chē)輛將比共享人類(lèi)駕駛的車(chē)輛更舒服。和人類(lèi)司機(jī)不同，自動(dòng)駕駛車(chē)輛的行為是可以預(yù)測(cè)的，而且會(huì)被設(shè)定為盡可能安全地駕駛。“這可能會(huì)是一個(gè)徹底的改變，”他說(shuō)。

Nevertheless, dense cities will still need high-capacity, fast public transport networks such as metros. The most significant autonomous technology development in Greenwich in recent years has arguably been new signalling on the Jubilee Tube line that allows trains to run faster and closer together, largely without drivers’ intervention.

無(wú)論如何，更稠密的城市依然需要大運(yùn)力的高速公共交通系統(tǒng)，比如地鐵。倫敦地鐵Jubilee線(xiàn)的新信號(hào)系統(tǒng)可以說(shuō)是近年來(lái)格林威治最重大的自動(dòng)技術(shù)開(kāi)發(fā)項(xiàng)目，該系統(tǒng)能讓列車(chē)行駛速度更快、運(yùn)行間距更小，而且基本不需要司機(jī)介入。

It is no coincidence that the Greenwich pod stops at several public transport hubs, including the Jubilee Line’s North Greenwich station. The hope is that such automated systems may in time provide more efficient, cost-effective links to public transport networks than are possible at present.

格林威治的自動(dòng)駕駛小車(chē)在Jubilee地鐵線(xiàn)的北格林威治(North Greenwich)站等幾個(gè)公共交通樞紐?？?，是有意為之。人們希望，假以時(shí)日，這樣的自動(dòng)化系統(tǒng)能夠擴(kuò)寬現(xiàn)有的可能性，以更高效、更節(jié)約成本的方式連接起各公共交通網(wǎng)絡(luò)。

Chris Joyce, head of surface access for Heathrow, which uses autonomous shuttles to link a car park to Terminal 5, says that such uses of technology can help to shift transport in developed countries away from dependence on private cars.

希斯羅機(jī)場(chǎng)地面交通接駁事務(wù)主管克里斯•喬伊斯(Chris Joyce)表示，使用這種技術(shù)有助于減輕發(fā)達(dá)國(guó)家交通中對(duì)私家車(chē)的依賴(lài)。希斯羅利用自動(dòng)駕駛擺渡車(chē)在停車(chē)場(chǎng)和5號(hào)航站樓之間接送乘客。

But the shift has to be made on the basis of “right vehicle for the right journey”. Some trips will remain too inconvenient to be shifted to even the most efficient public transport. “Just moving everybody on to public transport isn’t the solution, just as moving everybody on to autonomous vehicles isn’t the solution,” he says.

但這種轉(zhuǎn)變必須建立在“根據(jù)行程選擇合適車(chē)輛”的基礎(chǔ)上。有一些行程，即使是改為采用最高效的公共交通，也依然會(huì)太不方便。“一股腦把所有人轉(zhuǎn)到公共交通上不是解決之道，就像把所有人都轉(zhuǎn)到自動(dòng)駕駛車(chē)輛上不是解決之道一樣，”他說(shuō)。