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This study presents a comparative optimization framework for electric robo-taxi (eRT) and electric unmanned aerial vehicle (eUAV) systems under a unified set of design and operational constraints. The objective is to evaluate the trade-off between total system cost and target travel time, providing a quantitative basis for assessing the feasibility and efficiency of both urban mobility modes. The proposed framework integrates fleet sizing, charging infrastructure design, and battery capacity optimization. The results demonstrate the differences in optimal design and cost-performance characteristics between the eRT and eUAV systems across various target travel times. The eRT system is found to be more cost-effective due to its lower infrastructure requirements, whereas the eUAV system significantly reduces travel time, offering a compelling solution for fast urban transport. The study focuses on system-level comparative analysis, excluding aspects such as real-world calibration, passenger pooling, regulatory constraints, and user behavior modeling, which are reserved for future research. This work offers insights into the design trade-offs and operational feasibility of emerging electric mobility systems under common optimization conditions.

Private cars now exceed 1.5 billion worldwide and remain parked for most of the day, burdening cities with congestion, land take, and emissions. Fully driverless robotaxi fleets could reverse this trend; however, large-scale European deployment is constrained by regulation, cost, and technology readiness. This study evaluates an intermediate solution: a valet-style Autonomous Mobility on Demand (AMoD) service in which vehicles independently navigate, at low speed, towards calling users, then are driven manually by customers and afterwards relocate autonomously to subsequent users or charging locations, if needed, otherwise select a parking side. A dynamic simulator integrates greedy nearest vehicle assignment to calls, overnight proportional rebalancing, and battery-aware charging. The model replays all the real private‑car trips recorded in one week from 28,369 telematics-equipped vehicles in Milan. Under quality of service constraints, a maximum user waiting time of 20 minutes and fewer than 2% unmet requests, only 2,300 shared autonomous vehicles are required, a twelve‑fold reduction relative to the current private fleet. Serving the same demand with a conventional free‑floating car sharing system would require 7,750 vehicles, confirming the efficiency gain enabled by partial autonomy. By embedding real trip streams, partial autonomy constraints, and operational heuristics into a reproducible framework, the analysis quantifies how a step between private ownership and fully driverless robotaxis can operate feasibly in an urban context. Results suggest that valet AMoD could enable households to dispense with the second or third car typically used for city travel, free curb space, and lower emissions while preserving the individual driving experience and providing a practical bridge toward fully autonomous mobility.

With the increasing deployment of autonomous taxis in different cities around the world, recent studies have stressed the importance of developing new methods, models and tools for intuitive human-autonomous taxis interactions (HATIs). Street hailing is one example, where passengers would hail an autonomous taxi by simply waving a hand, exactly like they do for manned taxis. However, automated taxi street-hailing recognition has been explored to a very limited extent. In order to address this gap, in this paper, we propose a new method for the detection of taxi street hailing based on computer vision techniques. Our method is inspired by a quantitative study that we conducted with 50 experienced taxi drivers in the city of Tunis (Tunisia) in order to understand how they recognize street-hailing cases. Based on the interviews with taxi drivers, we distinguish between explicit and implicit street-hailing cases. Given a traffic scene, explicit street hailing is detected using three elements of visual information: the hailing gesture, the person's relative position to the road and the person's head orientation. Any person who is standing close to the road, looking towards the taxi and making a hailing gesture is automatically recognized as a taxi-hailing passenger. If some elements of the visual information are not detected, we use contextual information (such as space, time and weather) in order to evaluate the existence of implicit street-hailing cases. For example, a person who is standing on the roadside in the heat, looking towards the taxi but not waving his hand is still considered a potential passenger. Hence, the new method that we propose integrates both visual and contextual information in a computer-vision pipeline that we designed to detect taxi street-hailing cases from video streams collected by capturing devices mounted on moving taxis. We tested our pipeline using a dataset that we collected with a taxi on the roads of Tunis. Considering both explicit and implicit hailing scenarios, our method yields satisfactory results in relatively realistic settings, with an accuracy of 80%, a precision of 84% and a recall of 84%.

Shared on-demand mobility services emerge at a fast pace, changing the landscape of public transport. However, shared mobility services are largely designed without considering the access needs of people with disabilities, putting these passengers at risk of exclusion. Recognising that accessibility is best addressed at the design stage and through direct participation of persons with disabilities, the objective of this study was to explore disabled users' views on the following emerging shared mobility services: (a) ride pooling, (b) microtransit, (c) motorbike taxis, (d) robotaxis, (f) e-scooter sharing, and (g) bike sharing. Using an online mobility survey, we sampled disabled users' (1) views on accessibility, (2) use intention, and (3) suggestions for improving accessibility. The results reflect the responses of 553 individuals with different types of disabilities from 21 European countries. Projected accessibility and use intention were greatest for microtransit, robotaxis, and ride pooling across different disabilities. In contrast, motorbike taxis, e-scooter sharing, and bike sharing were viewed as least accessible and least attractive to use, especially by persons with physical, visual, and multiple disabilities. Despite differences in projected accessibility, none of the shared mobility services would fulfil the access needs of disabled persons in their current form. Suggestions for increasing the accessibility of these services included (a) an ondemand door-to-door service, (b) an accessible booking app, (c) real-time travel information, and (d) the necessity of accommodating wheelchairs. Our findings highlight the need for improving both vehicles and service designs to cater for the access needs of persons with disabilities and provide policymakers with recommendations for the design of accessible mobility solutions.

The first few months of 2020 have profoundly changed the way we live our lives and carry out our daily activities. Although the widespread use of futuristic robotaxis and self-driving commercial vehicles has not yet become a reality, the COVID-19 pandemic has dramatically accelerated the adoption of Artificial Intelligence (AI) in different fields. We have witnessed the equivalent of two years of digital transformation compressed into just a few months. Whether it is in tracing epidemiological peaks or in transacting contactless payments, the impact of these developments has been almost immediate, and a window has opened up on what is to come. Here we analyze and discuss how AI can support us in facing the ongoing pandemic. Despite the numerous and undeniable contributions of AI, clinical trials and human skills are still required. Even if different strategies have been developed in different states worldwide, the fight against the pandemic seems to have found everywhere a valuable ally in AI, a global and open-source tool capable of providing assistance in this health emergency. A careful AI application would enable us to operate within this complex scenario involving healthcare, society and research.

Robotaxis are emerging as a promising form of urban mobility, but removing human drivers fundamentally reshapes passenger-vehicle interaction and raises new design challenges. To inform robotaxi design based on real-world experience, we conducted 18 semi-structured interviews and autoethnographic ride experiences to examine users' perceptions, experiences, and expectations for robotaxi design. We found that users valued benefits such as increased agency and consistent driving. However, they also encountered challenges such as limited flexibility, insufficient transparency, and emergency handling concerns. Notably, users perceived robotaxis not merely as a mode of transportation, but as autonomous, semi-private transitional spaces, which made users feel less socially intrusive to engage in personal activities. Safety perceptions were polarized: some felt anxiety about reduced control, while others viewed robotaxis as safer than humans due to their cautious, law-abiding nature. Based on the findings, we propose a user-driven design framework spanning hailing, pick-up, traveling, and drop-off phases to support trustworthy, transparent, and accountable robotaxi design.

The Operational Design Domain (ODD) of urbanoriented Level 4 (L4) autonomous driving, especially for autonomous robotaxis, confronts formidable challenges in complex urban mixed traffic environments. These challenges stem mainly from the high density of Vulnerable Road Users (VRUs) and their highly uncertain and unpredictable interaction behaviors. However, existing open-source datasets predominantly focus on structured scenarios such as highways or regulated intersections, leaving a critical gap in data representing chaotic, unstructured urban environments. To address this, this paper proposes an efficient, high-precision method for constructing drone-based datasets and establishes the Vehicle-Vulnerable Road User Interaction Dataset (VRUD), as illustrated in Figure 1. Distinct from prior works, VRUD is collected from typical "Urban Villages" in Shenzhen, characterized by loose traffic supervision and extreme occlusion. The dataset comprises 4 hours of 4K/30Hz recording, containing 11,479 VRU trajectories and 1,939 vehicle trajectories. A key characteristic of VRUD is its composition: VRUs account for about 87% of all traffic participants, significantly exceeding the proportions i

Autonomous driving is undergoing a shift from modular rule based pipelines toward end to end (E2E) learning systems. This paper examines this transition by tracing the evolution from classical sense perceive plan control architectures to large driving models (LDMs) capable of mapping raw sensor input directly to driving actions. We analyze recent developments including Tesla's Full Self Driving (FSD) V12 V14, Rivian's Unified Intelligence platform, NVIDIA Cosmos, and emerging commercial robotaxi deployments, focusing on architectural design, deployment strategies, safety considerations and industry implications. A key emerging product category is supervised E2E driving, often referred to as FSD (Supervised) or L2 plus plus, which several manufacturers plan to deploy from 2026 onwards. These systems can perform most of the Dynamic Driving Task (DDT) in complex environments while requiring human supervision, shifting the driver's role to safety oversight. Early operational evidence suggests E2E learning handles the long tail distribution of real world driving scenarios and is becoming a dominant commercial strategy. We also discuss how similar architectural advances may extend beyond

We have recently observed the commercial roll-out of robotaxis in various countries. They are deployed within an operational design domain (ODD) on specific routes and environmental conditions, and are subject to continuous monitoring to regain control in safety-critical situations. Since ODDs typically cover urban areas, robotaxis must reliably detect vulnerable road users (VRUs) such as pedestrians, bicyclists, or e-scooter riders. To better handle such varied traffic situations, end-to-end AI, which directly compute vehicle control actions from multi-modal sensor data instead of only for perception, is on the rise. High quality data is needed for systematically training and evaluating such systems within their OOD. In this work, we propose PCICF, a framework to systematically identify and classify VRU situations to support ODD's incident analysis. We base our work on the existing synthetic dataset SMIRK, and enhance it by extending its single-pedestrian-only design into the MoreSMIRK dataset, a structured dictionary of multi-pedestrian crossing situations constructed systematically. We then use space-filling curves (SFCs) to transform multi-dimensional features of scenarios into

This paper quantitatively investigates the crash severity of Autonomous Vehicles (AVs) with spatially localized machine learning and macroscopic measures of the urban built environment. Extending beyond the microscopic effects of individual infrastructure elements, we focus on the city-scale land use and behavioral patterns, while addressing spatial heterogeneity and spatial autocorrelation. We implemented a spatially localized machine learning technique called Geographical Random Forest (GRF) on the California AV collision dataset. Analyzing multiple urban measures, including points of interest, building footprint, and land use, we built a GRF model and visualized it as a crash severity risk map of San Francisco. This paper presents three findings. First, spatially localized machine learning outperformed regular machine learning in predicting AV crash severity. The bias-variance tradeoff was evident as we adjusted the localization weight hyperparameter. Second, land use was the most important predictor, compared to intersections, building footprints, public transit stops, and Points Of Interest (POIs). Third, AV crashes were more likely to result in low-severity incidents in city

Designing autonomous driving systems requires efficient exploration of large hardware/software configuration spaces under diverse environmental conditions, e.g., with varying traffic, weather, and road layouts. Traditional design space exploration (DSE) approaches struggle with multi-modal execution outputs and complex performance trade-offs, and often require human involvement to assess correctness based on execution outputs. This paper presents a multi-agent, large language model (LLM)-based DSE framework, which integrates multi-modal reasoning with 3D simulation and profiling tools to automate the interpretation of execution outputs and guide the exploration of system designs. Specialized LLM agents are leveraged to handle user input interpretation, design point generation, execution orchestration, and analysis of both visual and textual execution outputs, which enables identification of potential bottlenecks without human intervention. A prototype implementation is developed and evaluated on a robotaxi case study (an SAE Level 4 autonomous driving application). Compared with a genetic algorithm baseline, the proposed framework identifies more Pareto-optimal, cost-efficient solu

With the increasing presence of automated vehicles on open roads under driver supervision, disengagement cases are becoming more prevalent. While some data-driven planning systems attempt to directly utilize these disengagement cases for policy improvement, the inherent scarcity of disengagement data (often occurring as a single instances) restricts training effectiveness. Furthermore, some disengagement data should be excluded since the disengagement may not always come from the failure of driving policies, e.g. the driver may casually intervene for a while. To this end, this work proposes disengagement-reason-augmented reinforcement learning (DRARL), which enhances driving policy improvement process according to the reason of disengagement cases. Specifically, the reason of disengagement is identified by a out-of-distribution (OOD) state estimation model. When the reason doesn't exist, the case will be identified as a casual disengagement case, which doesn't require additional policy adjustment. Otherwise, the policy can be updated under a reason-augmented imagination environment, improving the policy performance of disengagement cases with similar reasons. The method is evaluate

Autonomous taxi services represent a transformative advancement in urban mobility, offering safety, efficiency, and round-the-clock operations. While existing literature has explored user acceptance of autonomous taxis through stated preference experiments and hypothetical scenarios, few studies have investigated actual user behavior based on operational AV services. This study addresses that gap by leveraging survey data from Wuhan, China, where Baidu's Apollo Robotaxi service operates at scale. We design a realistic survey incorporating actual service attributes and collect 336 valid responses from actual users. Using Structural Equation Modeling, we identify six latent psychological constructs, namely Trust \& Policy Support, Cost Sensitivity, Performance, Behavioral Intention, Lifestyle, and Education. Their influences on adoption behavior, measured by the selection frequency of autonomous taxis in ten scenarios, are examined and interpreted. Results show that Cost Sensitivity and Behavioral Intention are the strongest positive predictors of adoption, while other latent constructs play more nuanced roles. The model demonstrates strong goodness-of-fit across multiple indices

The aim of this paper is to investigate the relationship between operational design domains (ODD), automated driving SAE Levels, and Technology Readiness Level (TRL). The first highly automated vehicles, like robotaxis, are in commercial use, and the first vehicles with highway pilot systems have been delivered to private customers. It has emerged as a crucial issue that these automated driving systems differ significantly in their ODD and in their technical maturity. Consequently, any approach to compare these systems is difficult and requires a deep dive into defined ODDs, specifications, and technologies used. Therefore, this paper challenges current state-of-the-art taxonomies and develops a new and integrated taxonomy that can structure automated vehicle systems more efficiently. We use the well-known SAE Levels 0-5 as the "level of responsibility", and link and describe the ODD at an intermediate level of abstraction. Finally, a new maturity model is explicitly proposed to improve the comparability of automated vehicles and driving functions. This method is then used to analyze today's existing automated vehicle applications, which are structured into the new taxonomy and rat

Autonomous driving technology has witnessed rapid advancements, with foundation models improving interactivity and user experiences. However, current autonomous vehicles (AVs) face significant limitations in delivering command-based driving styles. Most existing methods either rely on predefined driving styles that require expert input or use data-driven techniques like Inverse Reinforcement Learning to extract styles from driving data. These approaches, though effective in some cases, face challenges: difficulty obtaining specific driving data for style matching (e.g., in Robotaxis), inability to align driving style metrics with user preferences, and limitations to pre-existing styles, restricting customization and generalization to new commands. This paper introduces Words2Wheels, a framework that automatically generates customized driving policies based on natural language user commands. Words2Wheels employs a Style-Customized Reward Function to generate a Style-Customized Driving Policy without relying on prior driving data. By leveraging large language models and a Driving Style Database, the framework efficiently retrieves, adapts, and generalizes driving styles. A Statistica

Vehicles today can drive themselves on highways and driverless robotaxis operate in major cities, with more sophisticated levels of autonomous driving expected to be available and become more common in the future. Yet, technically speaking, so-called "Level 5" (L5) operation, corresponding to full autonomy, has not been achieved. For that to happen, functions such as fully autonomous highway ramp entry must be available, and provide provably safe, and reliably robust behavior to enable full autonomy. We present a systematic study of a highway ramp function that controls the vehicles forward-moving actions to minimize collisions with the stream of highway traffic into which a merging (ego) vehicle enters. We take a game-theoretic multi-agent (MA) approach to this problem and study the use of controllers based on deep reinforcement learning (DRL). The virtual environment of the MA DRL uses self-play with simulated data where merging vehicles safely learn to control longitudinal position during a taper-type merge. The work presented in this paper extends existing work by studying the interaction of more than two vehicles (agents) and does so by systematically expanding the road scene