Inside Unmanned Systems

AUG-SEP 2017

Inside Unmanned Systems provides actionable business intelligence to decision-makers and influencers operating within the global UAS community. Features include analysis of key technologies, policy/regulatory developments and new product design.

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LETTER WASHINGTON VIEW by DEE ANN DIVIS 49 unmanned systems inside August/September 2017 Chairman Latta, however, made clear that federal preemption of state HAV regulations is essential. "Whether it is a pickup truck, a car, or a van, how the vehicle works and its design should be the province of the federal government—as the case has been for more than 50 years," Latta told the hearing. "…We simply cannot have cars that stop at state lines.' The bill does mandate that NHTSA fulfill its rule-making role and not let the industry oper- ate by exception indefinitely. "NHTSA has to have a plan, and a framework for following through on that plan, to actually write new rules of the road for the next gen- eration of vehicles," said a congressional staffer, who asked for anonymity to be able to speak freely. "We're not just giving exemptions to the current rules." "Exemptions are no substitute for updated safety standards as more AVs (automated vehicles) share the road," Schakowsky said. "Exemptions should only be a stopgap as NHTSA determines how to update existing laws and what additional safety standards might be necessary for AVs. We need to figure out a re- sponsible way to keep innovation moving for- ward while ensuring safety at every stage." Privacy, Cyber Protections The bill would also bar manufacturers from of- fering either partially- or fully-automated ve- hicles until they have both a written privacy and cybersecurity plan in place. The privacy plan must address "the collec- tion, use, sharing, and storage of information about vehicle owners or occupants." It must encompass how data is used by the company and the other entities it works with as well as the method for giving notice about the policy to vehicle owners and occupants. Enforcement of this provision would be in the hands of the Federal Trade Commission. The cybersecurity plan has to detail how the company identifies and responds to cyber threats including its process for mitigating "reasonably foreseeable vulnerabilities." Those vulnerabilities would include false or spurious messages and ma- licious efforts to take over control of the vehicle. Auto companies must develop incident re- sponse plans, intrusion detection and prevention systems that safeguard key controls, systems, and procedures through testing or monitoring. They must also have a way to update their sys- tems to address new threats and circumstances. The auto industry has already established an industry operated ISAC, or information sharing and analysis center, said Mitch Bainwol, presi- dent and CEO of the Alliance of Automobile Manufacturers. These centers, which have been set up by other industries as well, aim to en- hance cybersecurity awareness and boost col- laboration among their members. Interestingly, enforcement of these measures falls to the federal government under a section of 49 U.S. Code § 30165, which sets fines of $21,000 per violation per vehicle with a cap of $105 million. The SELF DRIVE Act is likely to come up for a vote in the full House in September un- der rules that allow easier passage, the staffer said. Given its level of bipartisan support, they said, it will probably pass without a problem. "I mean it was a 54 to 0 vote out of the Energy and Commerce Committee." Senate lawmakers are also working on an automated vehicle bill but are taking a differ- ent approach, the staffer told Inside Unmanned Systems. A draft of that measure has yet to emerge. " WHETHER IT IS A PICKUP TRUCK, A CAR, OR A VAN, HOW THE VEHICLE WORKS AND ITS DESIGN SHOULD BE THE PROVINCE OF THE FEDERAL GOVERNMENT—AS THE CASE HAS BEEN FOR MORE THAN 50 YEARS." Rep. Bob Latta, R-Ohio, Chairman, House Digital Commerce and Consumer Protection Subcommittee

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