Input: Task: contrast the claim using the given text. Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: Autonomous driving may also be permanently proscribed on some route sections, however, “e. g. roads with a high frequency of pedestrians crossing” (see Chap. 2). This would primarily be areas in urban districts which—at least for now—form flexible carsharing’s main usage areas. Accordingly, upgrading carsharing with fully automated vehicles, with the driver available for extended range, would be more likely to find use on routes at the edge of or outside settlements. But this is hardly the basis for a business model for “carsharing in rural areas,” however. The necessity of having a driver available would prevent serving operating areas with a vehicle that drives to and from the customer autonomously. Overall, the use of for offers far less potential than that resulting from Parking. 5. 3 Carsharing as Vehicle on Demandon Demand use case assumes an autonomously moving vehicle on all public roads. A driver is—even as a fall-back option—not necessary. A driver workstation is thus no longer required, which opens up new design possibilities for the vehicle interior. A carsharing vehicle on demand starts with the same advantages as a carsharing vehicle with a valet parking function, but in addition the vehicle can become a kind of “compartment on the road. ” As a result, very diverse activities are possible in these vehicles, such as reading, playing, telephoning, working or taking a nap, and the user can sit anywhere they choose. If we assume usage durations similar to those generally found in today’s flexible carsharing, however, it remains open to question whether these additional uses would in fact be highly valued—the average usage duration of a vehicle in a fleet such as that of DriveNow, for instance, was roughly only half an hour in 2014 [31]. If we assume that autonomously driving vehicles will be used for all work journeys in the course of a day, this time span would come to an average of 54 min in large cities at today’s rates. For those living in surrounding areas of large cities or in rural areas, the total time spent on travelling to work on a weekday is currently 49–50 min (data source: MiD 2008 [1]). There is, then, almost no difference in the time spent making work journeys with cars in various types of geographical areas (Fig. 9. 2). Fig. 9. [SEP] Justify:

Output: The text contrasts the claim by indicating that while autonomous driving may function without a driver under certain conditions, there are still routes where human oversight is necessary, such as urban areas with high pedestrian traffic. This implies that complete oversight-free operation is not a blanket requirement for all scenarios, thus contradicting the claim.


Input: Task: pass the claim using the given text. Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: 8 млрд лет), то позднеархейская эпоха по продуктивности превысит 60% мировой продуктивности, что было отмечено еще Ю. А. Билибиным (Билибин, 1955). Вторая эпоха формирования золоторудных месторождений отвечает раннему протерозою (2. 1–1. 8 млрд лет) и представлена орогенными месторождениями золота, широко известными в пределах докембрия Бразилии (Hartman, Delgago, 2001), а также в Транс-Хадсон орогене, Свекофенском орогене, на севере Австралии, в Центральной Африке (Goldfarb et al. , 2005). [SEP] Justify:

Output: The text is irrelevant to the claim as it discusses geological periods and gold deposit formations without mentioning lunar ice or microorganisms, thus offering no support or contradiction to the claim.


Input: Task: corroborate the claim using the given text. Claim: Weather conditions can impact the effectiveness and safety of delivery drones. [SEP] Text: To summarize the research presented in the literature, it can be concluded that rainfall reduces speed by 2%–10% and capacity by 5%–30%, snowfall reduces speed by 2%–19% and capacity by 3%–28%, in the nighttime there is a slight reduction in the speed and capacity (3%–5%) but the effect increases when it is also raining, on wet road surfaces both the speed and the capacity are reduced by ∼10%, limited visibility causes speed reduction by 4%–9% and capacity reduction by 10%–12%, the effect of temperature is noticeable under severe frost conditions (<−20°C) when the speed and capacity are reduced by 5%–8% and 7%–10%, respectively, and strong wind (>8 m s−1) affects the average speed, but the effect was not determined in the studies. Between 2016 and 2019 work was under way in Poland on a new method for assessing traffic conditions and estimating capacity on dual carriageways: Przepustowości–(MOP-DZ; Olszewski et al. 2020). The method was finally developed in 2019 but has not yet been published. Similar to other methods such as HCM or HBS, the procedure for assessing traffic conditions is based on daytime (in natural light) and good weather data (excluding fog, rain, or snow; wet, snowy, or icy road surface; and extreme temperatures or wind speeds). Thus, the method can be used for predicting or assessing traffic conditions in good weather and for daytime only. Efforts to develop tools for analyzing adverse weather conditions and time of day other than daytime require scientific support and research on the effects of weather and time of day on traffic flow characteristics. The results from foreign literature should not be directly applied if not verified. To that end, data for Polish roads should be used. The paper presents the results of research on the effects of adverse weather conditions and time of day on traffic flow characteristics and the parameters related to highway performance. The objectives of the 6. 2. Method a. Data collection The study is based on data stretching over 36 months (2014–17) from the continuous traffic measurement station located at the S6 expressway in Gdansk, Poland (54°25′ N, 18°29′ E). The road section at which the station is located is a dual carriageway with four lanes running within the conurbation. [SEP] Justify:

Output: The text corroborates the claim by providing detailed information on how various weather conditions, such as rainfall, snowfall, limited visibility, and temperature, affect the speed and capacity of vehicles. For instance, it states that 'rainfall reduces speed by 2%–10% and capacity by 5%–30%,' suggesting that similar impacts could be anticipated for delivery drones. Additionally, it emphasizes the need for scientific support to assess the effects of adverse weather conditions on performance, which directly relates to the effectiveness and safety of delivery drones.


Input: Task: contrast the claim using the given text. Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: 2Commute time for commuting by county types (data source: [1])Full size image Carsharing in a Vehicle on Demand would be similar to a taxi ride, and because the vehicle would be available to a wide circle of users, it would most probably replace taking taxis. But the costs of taking an autonomous carsharing vehicle should be compared to those of taking a taxi. 5. 4 Interim SummaryIf we compare the various possible uses of autonomous vehicles in carsharing, the vehicle user gains in comfort from automating the driving task, in a way that is not essentially any different from private vehicles. In carsharing, the travelling time is also free for any other activities that can be carried out in the vehicle during the journey. The decisively novel type of use likely to emerge for carsharing would be delivering the vehicle to the user and disposing of it after use. The user’s prospects are different to those of the operators, who, with the automation of pick up and drop off, will achieve increased usage frequency and overall usage duration for a single vehicle, which could increase carsharing’s profitability. This would at least even out differences in usage frequency that show up in studies on flexible carsharing. Currently, usage frequency is directly related to the location at which the vehicle is left. Hotspots in inner-city districts stand in contrast to places where most vehicles parked there wait unused for several hours (Fig. 9. 3). Operators currently put average usage duration at between 68 and 78 min per vehicle per day [32], which shows that there is still room for these vehicles to be utilized at greater capacities. Fig. 9. 3Booking intensity of vehicles in flexible Carsharing—the example Drive[14, p. 18]. A high positive value equals a high number of bookings in the respective area (the higher the value the more bookings are made). A low value equals a low number of bookings (the lower the value the lesser bookings are made)Full size image 6 Carsharing: Hybridization of Public Transportation? While carsharing attracts particular attention, especially in its new flexible variant, and also in connection with vehicle automation, it is often overlooked that new options for (further) diversification in current public transport provision could also result, with further new forms of mobility concepts emerging. It also is vital here to take the relevant local conditions into account. [SEP] Justify:

Output: The text contrasts the claim by discussing how carsharing with autonomous vehicles still necessitates considerations regarding operator management and user interactions. It highlights that while automated driving enhances comfort, it does not negate the need for human oversight in terms of management and usage patterns. The text emphasizes the complexity of integrating autonomous vehicles with carsharing models, suggesting that both users and operators will have different prospects, indicating that some level of oversight and management will remain essential.


Input: Task: pass the claim using the given text. Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: Завершает древний цикл накопления золота образование так называемых “палеороссыпных” месторождений (Viljoen et al. , 1970; Hutchison, 1987). Следующий интервал (или цикл) накопления золота (0. 8–0. 55 млрд лет) соответствует уже неопротерозою (рифей–венд) и связывается с байкальским тектоногенезом. [SEP] Justify:

Output: The text discusses the accumulation of gold and geological timelines, which is unrelated to the claim about lunar ice deposits potentially containing ancient microorganisms from Earth. Therefore, it is irrelevant to the claim.


Input: Task: corroborate the claim using the given text. Claim: Weather conditions can impact the effectiveness and safety of delivery drones. [SEP] Text: With that, the particular time intervals were classified as dusk, day, dawn, and night. Over the analyzed period, more than 26 000 h of the survey consisted of 9100 nighttime hours and 1760 and 1540 h of dawn and dusk, respectively; 1800 h of rain, including 640 h of intensive rain; and 50 h of snow or hail (Table 1). The latest two occurred only in winter season. The road surface was wet for a total of 4160 h and slippery for 1360 h. Visibility below 200 m occurred for a total of 326 h, including 180 h of visibility below 50 m. Subzero temperatures were recorded for nearly 1160 h (the lowest observed temperature was −14°C), including 63 h of temperatures below −10°C. For 160 h, the temperatures were above 30°C but not exceeding 40°C. Intensity of precipitation was the highest in winter season, whereas the lowest occurred during summer (Table 2). Table 1 Average speed of cars in relation to the type of precipitation. Table 2 Precipitation intensity (%) in particular seasons. b. one-way analysis of variance (ANOVA) method (Sawyer 2009) was used to examine the relationship between traffic flow parameters and weather and time of day related factors. Two dependent variables were examined: free-flow speed and average speed. Independent variables included: time of day, precipitation, road surface conditions, and visibility. To use the method, first its assumptions were tested against the data. With all other conditions met, Welch’s correction had to be applied to take account of the failure to meet the condition of equality of variances. The question was whether there is a statistically significant (at 5% significance level) relationship between speed and particular weather conditions and time of day. For the significant relationships, post hoc analyses, using Tukey and Dunnett tests, were additionally conducted to investigate whether the differences are significant between classes of particular conditions (i. e. , light and heavy rain) and between particular classes and conditions referred to as “normal” (determined based on Tukey test results; including daylight, no precipitation, dry road surface, and visibility >200 m). The effect on speed was additionally tested at different levels of traffic density in order to investigate, whether it is significant in the whole range of observed densities. For this purpose, t tests were used between group independent samples. [SEP] Justify:

Output: The text corroborates the claim by detailing various weather conditions, such as precipitation, road surface conditions, and visibility, which influence free-flow speed and average speed of vehicles. This implies that similar weather conditions would likely affect the effectiveness and safety of delivery drones, as the performance of any aerial delivery system inherently depends on external weather conditions. The mention of statistical analyses to determine significant relationships between speed and weather conditions reinforces the idea that weather plays a critical role in operational effectiveness.


Input: Task: contrast the claim using the given text. Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: In day-to-day transport, getting to and from the main lines would to some extent correspond to what is today known as “kiss and ride”: One person drives another to the main route transport mode, bids goodbye and takes the car with them so they can use it (generally in the daytime) for other purposes during the other person’s absence. With an autonomous vehicle, the first person would not need to do the driving, as no driver would be needed to be present for the return trip. The kiss-and-ride pattern can also be found in similar form for long-distance transport, where carsharing operators have also begun, incidentally, to introduce special services for getting to and from airports, train and long-distance bus stations. These include reserved parking spaces at airports, and special rates for intermodal use of long-distance buses and carsharing vehicles [34]. If travelling to and from main lines is done on a public system, it will be possible, by means of autonomous driving, to target user requirements far more closely. Fixed routes and timetables could be dropped in favor of individually arranged pick-up times and locations. A larger fleet of small and medium-sized vehicles would probably be used for these journeys; the local public transport system would be one of a multitude of collective taxis with tailored capacities. Despite automation, the logistical challenges would be enormous. There is also the essential precondition for a functioning system that the user sticks to the agreement with the operator very reliably. This is especially true regarding departure times, for instance when fixed schedules on the main line, or at least fixed timetables, are involved. Such a transformation of the system could also breathe new life into ideas of financing basic public-transportation services—on the one hand in the form of pay-as-you-drive, but also on a flat-rate basis financed via taxes or levied on all citizens, as is often debated for cities. Also, a high service density in suburban and even rural areas would justify a flat-rate levy and could in the process help to reduce private car use. 6. 2 Individualization of Public TransportIndividualizing public transport via autonomous vehicles could, then, go beyond abolishing fixed routes and timetables if it actually came to reducing vehicle sizes—at least in certain parts of the areas served. [SEP] Justify:

Output: The text contrasts the claim by discussing the complex logistical challenges that remain in autonomous driving systems. It highlights that although individuals would not need to drive, user compliance with agreements and schedules is crucial for the system's functioning. It suggests that fixed routes and timetables may still play a role, indicating that some level of human oversight or intervention is necessary to ensure the system operates effectively.


Input: Task: pass the claim using the given text. Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: Причины длительного перерыва (около 1 млрд лет) считаются неизвестными (Саттран, 1984), но, по всей видимости, они обусловлены спецификой развития земной коры в этот период, общей ее кратонизацией и началом коренной перестройки процессов тектогенеза, связанной, возможно, с новым этапом развития Земли (Ларин, 1980; Гораи, 1984). Более подробно об этом перерыве будет сказано в разделе “Обсуждение”. [SEP] Justify:

Output: The text is irrelevant to the claim as it discusses geological processes and changes in the Earth's crust over a billion-year period, with no mention of lunar ice deposits or ancient microorganisms.


Input: Task: corroborate the claim using the given text. Claim: Weather conditions can impact the effectiveness and safety of delivery drones. [SEP] Text: To quantify the effect of weather conditions and time of day the data were assigned to nine scenarios (Table 3). The baseline scenario is scenario 1, which features no rain or snow, dry road surface, and horizontal visibility in excess of 200 m. Scenarios of nighttime do not include low visibility conditions, because such weather conditions were not observed in the data. Scenarios of dawn and dusk cover only good weather conditions because of relatively small samples if adverse weather conditions are additionally included. Table 4 shows the frequency distribution of the particular conditions in the scenarios. Table 3 Scenarios of weather conditions and time of day used in the analyses. Table 4 Percentage distribution of the frequency of the particular weather conditions and time of day depending on the scenario (1–9). For each scenario, the averaged values of free-flow speed υsw, average speed υ, average headway h, and traffic volume q were calculated. For each parameter p, a relative percentage change in the average parameter value dpi was determined in comparison with the baseline scenario:dpi=pi−p0p0×100%,(1)where dpi is the percentage change of the average parameter value p in scenario i when compared with the baseline scenario (%), p0 is the average value of parameter p in the baseline scenario, and pi is the average value of parameter p in scenario i. Next, the speed–density model developed by Romanowska (2019) was calibrated to estimate values of free-flow speed, speed-at-capacity, and capacity in each scenario:υ=υsw[1+(k/kopt)n]1−(1/n),(2)where υ is the average speed (km h−1), υsw is the free-flow speed (km h−1), k is the traffic density (vehicles per kilometer), kopt is the density at capacity (vehicles per kilometer), and n is the shape parameter. 3. (Tables 5 and 6) show a significant effect of both time of day [F(3, 271 908) = 2353. 5; p < 0. 001], precipitation [F(5, 271 908) = 575. 9; p < 0. 001], road surface condition [F(3, 271 908) = 1192. 0; p < 0. [SEP] Justify:

Output: The text corroborates the claim by describing a systematic analysis of various weather conditions and their impact on traffic parameters. It specifically mentions the 'significant effect of both time of day' and 'precipitation' on vehicle performance, which can be extrapolated to the functioning of delivery drones in different environmental conditions. By quantifying the effects of weather on parameters like speed and density, the text supports the idea that weather conditions can indeed impact the effectiveness and safety of delivery drones.


Input: Task: contrast the claim using the given text. Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: This would open up the possibility of offering users different vehicle types and features, which presently only exists in a rather rudimentary form with first and second classes on public transport, and even there only really on medium- and long-distance trains. One possible first step in individualizing public transport could be company buses, such as the so-called Google Bus, equipped with WiFi access and operating in and around San Francisco, which brings the company’s employees to work. In this case, a specific community gets together in a communal shuttle. Comparable concepts, albeit in manifold varieties, are conceivable and appear particularly attractive when based on autonomously driven vehicles. Parallel to this—also as a private initiative—the development of new carpooling concepts is also possible, which could mean a mix of common ownership and use of the vehicle, though it may be used individually at times too. Today, carpooling is essentially restricted to ridesharing organizations, where journeys are planned in the medium or short term, and the vehicle is provided and driven by the owner. Even new services such as Uber (www. uber. com) or Lyft (www. lyft. com) do not deviate from this principle. What they offer is taxi-like services, and are thus not comparable with the standard carpooling communities, which predominantly consist of fixed groups of people. It seems reasonable to assume that carpooling services will become obsolete with the rise of autonomous vehicles, and evolve into peer-to-peer carsharing. 6. 3 Options in Public TransportConcerning intermodality, possibilities include more public transport services, even in the suburban and rural areas mentioned above (for urban areas, see Chap. 11). The benefits resulting from the use of autonomous vehicles are equally true in spatial and temporal terms, that is both for districts on the outskirts and off-peak hours. An economic lower limit resulting from frequency of use also applies here, however, even in view of the saved labor costs. This also means that a spatially highly dispersed use can only be covered to a limited extent by providing larger fleets. In any case, operating these vehicles would have to pay for itself in terms of initial outlay and operating costs. 7 with Autonomous VehiclesCarsharing is currently causing quite a stir, in part due to the new forms it is developing, its increasing visibility, and how abruptly its user base has grown in the last two years. [SEP] Justify:

Output: The text contrasts the claim by discussing the need for human involvement in carpooling services and community shuttle concepts. It mentions that existing carpooling is facilitated by owner-driven vehicles and that autonomous vehicles may evolve these services rather than eliminate the need for oversight. The reference to various public transport initiatives and the economic necessity for operating vehicles indicates that while autonomous vehicles may change the landscape, oversight and intervention are still factors that must be considered.


Input: Task: pass the claim using the given text. Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: Факт заключается в том, что, несмотря на значительно возросший за последние 30 лет массив информации, этот перерыв так и остается не объясненным до конца. Этапы неопротерозойского тектогенеза, вследствие их ограниченного распространения (Сибирь, Австралия), внесли незначительный вклад в золотой баланс Земли. [SEP] Justify:

Output: The text does not address the claim regarding lunar ice deposits or microorganisms. Instead, it discusses geological events and their implications for Earth's gold balance, which is not related to the claim about a lunar context.


Input: Task: corroborate the claim using the given text. Claim: Weather conditions can impact the effectiveness and safety of delivery drones. [SEP] Text: 001], and visibility [F(3, 271 908) = 12. 9; p < 0. 001] on the average speed. Similarly, a significant effect was also noticed in the case of free-flow speed as a dependent variable: time of day [F(3,107 616) = 369. 6; p < 0. 001], precipitation [F(5, 107 616) = 122. 7; p < 0. 001], road surface condition [F(3, 107 616) = 759; p < 0. 001], and visibility [F(3, 107 616) = 22. 9; p < 0. 001]. For the analyzed interactions, post hoc Tukey test results showed that at 0. 05 significance level, both the average speed and the free-flow speed differed significantly (at p < 0. 05) in each group within time of day, precipitation, and road surface condition. The average speed did not differ significantly between visibilities of <50 m and 50–200 m, but significant differences were found between both classes and higher visibility ranges. The free-flow speed differed significantly between all visibility levels below 500 m. Based on the Tukey test results, control group for a post hoc Dunnett test was determined as daytime, no precipitation, dry road surface, and visibility above 200 m (referred to as “normal conditions”). The results at 0. 05 significance level showed a significant difference between the average speed or the free-flow speed for any weather conditions and time of day deviating from those pointed above (p < 0. 05). Table 5 Results of one-way ANOVA: average speed of passenger cars; df indicates degrees of freedom. Table 6 Results of one-way ANOVA: free-flow speed. The average speed in normal and adverse (here referred to as conditions other than normal) conditions was compared for different density levels. The analyses showed that for the wide density range of 0–50 passenger cars per kilometer, which refers to noncongested traffic conditions, the average speed differs significantly in adverse and normal conditions, at p < 0. 05 (Table 7). Table 7 The t test results (p values) for the average speed υ (km h−1) in normal and adverse conditions, grouped by traffic density. [SEP] Justify:

Output: The text corroborates the claim by providing statistical evidence that weather conditions, such as precipitation and visibility, significantly affect the average speed and free-flow speed in traffic conditions. This suggests that similar weather conditions could also impact the operation and safety of delivery drones, as speed and operational efficiency are critical factors.


Input: Task: contrast the claim using the given text. Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: But beyond that, carsharing, which in its commercial or group forms is independent of private car ownership, seems well cut-out for introducing new vehicle technologies into the market. Users get to use and try out new technology in providers’ vehicle fleets, without the costs of doing so that comes with conventional vehicle ownership. In fact, this is already taking place with electric mobility, where companies such as Car2Go, DriveNow and Citroen’s Multicity service are incorporating electric vehicles into their fleets. The user response has been markedly positive. On this point, projects have reported two aspects of electric-mobility carsharing: Firstly, the new technology has been successfully and speedily furnished for a large section of carsharing users; this has stimulated its use. Secondly, many users actively seek out the option that carsharing gives of testing and using new technologies [13, p. 15; 15, p. 19]. The introduction of autonomous vehicles into public transport may be more difficult, even if automated rail and metro lines have so far largely been positively received, e. g. Linie 1 of the Paris Metro, fully automated since 2012 [35], or the metro line to [36]. But the spatial separation of rail tracks provides for different conditions than would most likely be the case on the roads. If autonomous vehicles were also tied to a rigid infrastructure in road transport, then not only would considerable costs result, but the possibility of more flexible navigation would also be lost. Testing the deployment of autonomous vehicles in prescribed, small-scale public or semi-public areas, as described in Chap. 10, thus assumes especial importance. A comparably open “experimental philosophy” is not currently visible in many places. 8 ConclusionFurther developing carsharing systems and changing public transportation through the deployment of autonomous vehicles appears in essence possible, and is in many places also linked to clearly defined benefits for road users. In carsharing, the use of fully automated pick-up and drop-off services, in the sense of Valet Parking, seems to almost be a logical and necessary consequence if carsharing’s availability and use are to be extended further in the medium-term. We can already see that numerous new ideas concerning car and ridesharing are cropping up and being tested out, which could have an even greater potential when combined with autonomous vehicles. [SEP] Justify:

Output: The text contrasts the claim by discussing the complexities associated with the introduction of autonomous vehicles and highlights the ongoing need for human oversight, especially in public transport scenarios. It indicates that, while there is potential for autonomous vehicles in carsharing, their deployment in public transport is more challenging, particularly due to the different operational conditions compared to automated rail lines. The text emphasizes that testing autonomous vehicles requires careful consideration of infrastructure and that fully automated services are linked to carsharing, which implies a need for some level of human oversight.


Input: Task: pass the claim using the given text. Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: В настоящее время можно говорить только о месторождениях, обрамляющих с юга Сибирский кратон, где отмечается последовательность циклов накопления золота, показанная Д. В. Рундквистом (1990) на примере Байкало-Патомского региона. [SEP] Justify:

Output: The text is irrelevant to the claim as it discusses gold accumulation cycles in the Siberian craton and does not mention lunar ice deposits or ancient microorganisms.


Input: Task: corroborate the claim using the given text. Claim: Weather conditions can impact the effectiveness and safety of delivery drones. [SEP] Text: Table 8 presents the average values of the average speed, free-flow speed, headway, and traffic volume in each scenario, and the relative change of each parameter [dpi—Eq. (1)] from the baseline scenario (scenario 1). We can see that when the weather deteriorates both in daytime and nighttime, the average vehicle speed and the free-flow speed fall and average headways increase. During the daytime, the occurrence of rain causes a fall in the average speed by 6%, in the free-flow speed by 4%, and an increase in headways by about 9%; in case of snowfall the average speed decreases by 11%, free-flow speed decreases by 12%, and headways increase by approximately 27%. When visibility is poor, the average speed does not change and the free-flow speed falls by approximately 2%; average headways increase by about 10%. In the nighttime the average speed is higher than during daytime, but free-flow speed decreases by 2%. When the rain occurs in the nighttime, the average speed falls by 2%, free-flow speed decreases by 7% relative to normal weather conditions during daytime; snowfall at the nighttime causes 14% reduction in the average speed and 17% reduction in the free-flow speed relative to the daytime and normal weather conditions. Average headways increase by several times in the nighttime, and the very high deviations from the average can be noticed. This can be probably explained by low traffic volumes during the nighttime (q = 529–842 vehicles per hour). At dawn and dusk, when the amount of the natural light is limited, the observed average speed is higher than in the baseline, but the free-flow speed falls by 3. 5% and 0. 7%, respectively. Table 8 Changes in selected parameters of vehicle flow in the scenarios i = 1–9 of weather and time of day, as defined in Table 3. An asterisk indicates the baseline scenario; NA = not applicable. Table 9 Free-flow speed, capacity, and speed-at-capacity estimated with Eq. (2), and the relative change in relation to the baseline scenarios, for scenarios 1–9. An asterisk indicates the baseline scenario; NA = not applicable. To estimate the capacity under different weather and time-of-day conditions, the speed–density model [Eq. (2)] was used. For each scenario the model was fitted to the data and calibrated. [SEP] Justify:

Output: The text corroborates the claim by detailing how various weather conditions, specifically rain and snowfall, affect vehicle speeds and headways. It states, 'when the weather deteriorates... the average vehicle speed and the free-flow speed fall and average headways increase,' which suggests that weather can influence the operational effectiveness and safety of vehicles, including delivery drones, by potentially reducing their speed and changing traffic flow dynamics.


Input: Task: contrast the claim using the given text. Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: The harm would primarily be borne by the company itself (shareholders, employees). 2. Passive: People are subjected to risks by the decisions of other people. Those affected are different than those who make the decisions. A risky driver risks not only his or her own health but also the lives and health of others. Between these extremes, the following risk levels can be distinguished analytically: (1) Risks that the individual can decide to take or not, such as riding a motorcycle, extreme sports or, in the future, perhaps a space voyage; (2) imposed risks that the individual can reasonably easily avoid, such as potential health risks due to food additives that can, given appropriate labeling, be avoided by purchasing other foods; (3) imposed risks that can only be avoided with considerable effort, e. g. in cases such as the decision of where to locate a waste incineration site, radioactive waste storage site or chemical factories—it is theoretically possible to move to another location, but only at great cost; and (4) imposed risks that cannot be avoided such as the hole in the ozone layer, gradual pollution of groundwater, soil degradation, accumulation of harmful substances in the food chain, noise, airborne p2. 2 for RisksConventional questions as to the type and severity of the risk associated with particular measures or new technologies are therefore too general and obscure salient differentiations. An adequate and careful discussion of risks must be conducted in a context-based and differentiated manner and should, as far as possible, answer the following questions with regard to autonomous driving: For whom can damages occur; which groups of people may be affected or suffer disadvantages? How are the possible risks distributed among different groups of people? Are those who bear the risks different groups than those which would benefit from autonomous driving? Who are the respective decision-makers? Do they decide on risks they would take themselves or do they impose risks on others? What types of harm are imaginable (health/life of people, property damage, effects on jobs, corporate reputations, etc. )? What is the plausibility or probability that the risks will occur? What does their occurrence depend on? How great is the potential scope of the risks of autonomous driving in terms of geographic reach and duration? Are there indirect risks, e. g. of systemic effects? Which actors are involved in risk analysis, risk communication and the evaluation of risks, and what perspectives do they bring to the table? [SEP] Justify:

Output: The text contrasts the claim by discussing the risks associated with autonomous driving and emphasizing the importance of carefully analyzing these risks in a context-based manner. It raises questions about who bears the risks and highlights that autonomous systems cannot be seen as entirely free from human oversight as decisions and risks are shared among different groups and stakeholders. This indicates that human intervention may still be necessary to address and manage these risks.


Input: Task: pass the claim using the given text. Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: В частности, в наиболее золотоносной его части – Бодайбинской – зоне первичное накопление золота происходило в черносланцевых толщах низов неопротерозоя (1050–700 млн лет), а формирование поздних золото-кварцевых и золото-сульфидных руд в раннепалеозойский период связано с проявлением еще и самого молодого золото-кварцевого оруденения в среднем палеозое (Лаверов и др. , 2007). [SEP] Justify:

Output: The text is irrelevant to the claim, as it discusses gold accumulation in geological formations and does not mention lunar ice deposits, microorganisms, or Earth's early history.


Input: Task: corroborate the claim using the given text. Claim: Weather conditions can impact the effectiveness and safety of delivery drones. [SEP] Text: A constant value of density at capacity was adopted (kopt = 52 passenger cars per kilometer). The other parameters were estimated using the model. The results are given in Table 9. As we can see, as the weather deteriorates, the free-flow speed and speed-at-capacity fall as does capacity. Under conditions of limited visibility, the reduction in capacity is about 3%, with rain causing a drop in capacity by about 5% in the daytime and by 8% in the nighttime. Snowfall causes a drop in capacity by about 9% in daytime and 19% in the nighttime (all in comparison with the baseline scenario 1). During dawn and dusk both the free-flow speed and capacity are lower by approximately 3%. Table 10 The proposed (dimensionless) coefficients of weather- and time-of-day-related free-flow speed adjustment factors. 4. Application of the results The results presented in the study may contribute to the MOP-DZ method. Figure 1 presents the proposed extension of the MOP-DZ procedure for assessing traffic conditions, that allows to consider weather and time-of-day characteristics. Just as with the HCM method (Board 2016), an additional step is proposed to correct free-flow speed for adverse conditions. In such case, in step 2. 2, the estimated or measured (in normal conditions) value of the free-flow speed is adjusted by multiplying it by a correction coefficient:υsw′=υswwA,(3)where υsw′ is the free-flow speed under adverse weather and/or lighting (km h−1), and wA is the correction coefficient (Table 10). Size Fig. 1. Procedure of traffic conditions assessment using the MOP-DZ method including the effects of weather. Citation: Weather, Climate, and Society 14, 3; 10. 1175/WCAS-D-22-0012. 1Download FigureDownload figure as PowerPoint slide Table 11 Percentage reduction of speed and capacity in adverse weather and natural lighting conditions—comparison between study results and the literature. In the speed–flow relationships developed for the MOP-DZ method, the average speed and capacity depend on the free-flow speed. As a result, adjusted free-flow speed will have an indirect effect on the new values of both parameters. [SEP] Justify:

Output: The text corroborates the claim by discussing how deteriorating weather conditions affect traffic flow, specifically mentioning reductions in speed and capacity due to limited visibility, rain, and snowfall. It details that during adverse weather, free-flow speed is adjusted using correction coefficients, indicating that similar adjustments for delivery drones would be necessary to ensure their effectiveness and safety in varying weather conditions.


Input: Task: contrast the claim using the given text. Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: What do we know about these constellations; with what degree of reliability do we know it; what uncertainties are involved; and which of those may not be possible to eliminate? In this way, ‘the’ abstract risk can be broken down into a number of clearly definable risks in precise constellations whose legitimation and justifiability can then be discussed individually in concrete terms. The societal risks of autonomous driving are made transparent—one could say that a ‘map’ of the risks emerges, representing an initial step towards understanding the overall risk situation in this field. Different constellations involve different legitimation expectations and different ethical issues, e. g. in terms of rights to information and co-determination [5, 4], but also different measures in the societal handling of these risks. 3 Constellations for Autonomous DrivingSocietal risk constellations for autonomous driving comprise various aspects of possible harms and disadvantages, different social dimensions and varying degrees of plausibility of the occurrence of possible harms. 3. 1 ConstellationOne of the expected advantages of autonomous driving is a major reduction in the number of traffic accidents and thus less harm to life, health and valuables [2] (Chap. 17). This reduction is a major ethical matter [9]. Nevertheless, it cannot be ruled out that due to technological defects or in situations for which the technology is not prepared, accidents may occur which are specific to autonomous driving and which would be unlikely to occur with a human driver. One example of this could be unforeseen situations which are unmanageable for the automation in a parking assistant (Chap. 2). Even if only minor dents were the result here, it would have clear legal and financial repercussions that would have to be addressed. These would be all the more complex the greater the accident damage, e. g. in the case of a severe accident with a highway auto-pilot (Chap. 2). We are very familiar with auto accidents after more than 100 years of established automotive traffic. They involve one or a few vehicles, result in damage for a limited number of people and have limited financial effects. For this risk type of small-scale accidents, an extensive and refined system of emergency services, trauma medicine, liability law and insurance is in place. Individual accidents caused by autonomous vehicles can in large part presumably be handled within the existing system. However, the necessary further development of the legal framework is no trivial matter (see [10]). [SEP] Justify:

Output: The text contrasts the claim by discussing the risks and complexities involved in autonomous driving. It emphasizes that while autonomous driving may reduce traffic accidents, there are technological limitations and unforeseen situations that could lead to accidents, suggesting that human oversight is necessary in certain scenarios. It notes that 'it cannot be ruled out that...accidents may occur which are specific to autonomous driving and which would be unlikely to occur with a human driver,' implying that human intervention may be required to manage these risks.


Input: Task: pass the claim using the given text. Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: Наиболее древние неопротерозойские крупные месторождения известны в пределах Енисейского кряжа (Советское, Олимпиада и др. ), они датированы 780–650 млн лет (Ножкин и др. , 2011). Незначительная золотоносность связана с поздним неопротерозойским – начала раннего палеозоя Аделаидским орогенным поясом байкалид Южной Австралии (Шер, 1972). [SEP] Justify:

Output: The text discusses ancient geological formations and gold-bearing deposits related to different geological periods but does not mention lunar ice deposits or microorganisms, rendering it irrelevant to the claim.


Input: Task: corroborate the claim using the given text. Claim: Weather conditions can impact the effectiveness and safety of delivery drones. [SEP] Text: If traffic volume remains unchanged, reduced speed will increase traffic density, which is the basis for determining the level of service. This way the effect of weather and time of day will be included in the entire traffic conditions assessment procedure thanks to the adjusted free-flow speed. From the results presented in section 3, coefficients of weather- and time-of-day-related adjustment factors may be proposed for the studied site (Table 10). 5. paper presents the results of the study on the effects of adverse weather conditions and time of day on traffic flow characteristics and highway performance. Using statistical methods, it was proved, that both rain and snow, road surface condition, visibility, and time of day (in reference to the amount of natural light) significantly affect the average speed in the wide range of traffic densities (0–50 vehicles per kilometer). The strength of the effect was estimated by calculating the means of particular parameters and comparing them in nine scenarios depending on weather conditions and time of day. A speed–density model was also used in order to support the analyses and estimate road capacity and the corresponding speed. It was proved that, when compared with normal weather conditions, under conditions of daytime, rain, and wet road surface, the average speed is reduced by 4%–6% (depending on traffic density) and the capacity is reduced by 5%; when it is snowing and the road surface is wet or slippery during the daytime, the average speed is reduced by 9%–12% and the capacity is reduced by 9%; under conditions of limited visibility with no precipitation in the daytime, the average speed is reduced by 0%–4% and the capacity is reduced by 3%. In the nighttime and good weather conditions, the speed and capacity are lower than in the daytime by 2%–4% and 4%, respectively. When it additionally rains at night and the road surface is wet, speed is reduced by up to 9% and capacity is reduced by 8%. During snowfall, speed decreases by 14%–19% and capacity is reduced by 19% when compared with the baseline normal weather conditions during daytime. In the nighttime, the effect of weather conditions is stronger when compared with the daytime. It needs to be noticed that the road at study site is illuminated, which may affect the magnitude of the effect in the nighttime. [SEP] Justify:

Output: The text corroborates the claim by detailing how adverse weather conditions, such as rain and snow, significantly affect traffic flow characteristics and highway performance. It demonstrates that factors like average speed and road capacity are reduced during adverse weather, which would logically imply a similar impact on the effectiveness and safety of delivery drones operating under such conditions. The specific evidence provided includes reductions in speed and capacity (e.g., average speed reduction by 4%–6% in rain and up to 19% during snowfall), supporting the argument that weather conditions directly influence operational performance.


Input: Task: contrast the claim using the given text. Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: Accident risks of this type affect the users of autonomous vehicles as passengers. Users decide for themselves whether they wish to subject themselves to the risk by either using or not using an autonomous vehicle. But the accident risks of autonomous driving can also affect other road users, including, naturally, those who do not participate in autonomous driving. One can theoretically avoid these risks by not taking part in road traffic—but that would be associated with significant limitations. Thus dealing with the risks of autonomous driving is a complex question of negotiation and regulation (Chaps. 4 and 25), in which not only the market, i. e. buying behavior, is decisive, but in which questions of the common welfare such as the potential endangerment of others and their protection must also be considered. This will require democratic and legally established procedures (registration procedures, authorities, checks, traffic regulations, product liability, etc. ). These risks and also their complex distribution are not new; indeed they are omnipresent in the practice of everyday traffic and also societally accepted. This is manifest in the fact that the currently more than 3000 annual traffic deaths in Germany, for example, do not lead to protests, rejection of car transportation or massive pressure for change. The latter component was different in the 1970s, when in alone over 20,000 annual traffic deaths were recorded despite traffic volumes roughly a tenth of what they are today. Measures primarily aimed at improving passive safety were enacted, leading to a significant reduction in the death rates. Decisive for any societal risk comparison of the previous system with a future system including autonomous driving will be a substantial reduction in the total number of traffic accidents and the damage caused by them (Chaps. 17 and 21). The fact that autonomous driving will not suddenly replace the current system but will presumably be gradually integrated into the traffic system is, against this backdrop, a mixed blessing. On the one hand, mixed systems with human drivers and autonomously guided vehicles will presumably be of significantly greater complexity and unpredictability than a system completely switched-over to autonomous driving. On the other hand, gradual introduction into the transportation system will provide the chance to learn from damage incidents and make improvements. The monitoring of damage incidents and cause analysis will be of critical importance here (Chap. 21). [SEP] Justify:

Output: The text contrasts the claim by discussing the complexities and risks associated with autonomous driving, highlighting that while users may choose to use autonomous vehicles, they still face risks—not just for themselves but for other road users as well. It states that 'dealing with the risks of autonomous driving is a complex question of negotiation and regulation', indicating that autonomous driving cannot operate entirely without human oversight or intervention. Furthermore, it points to the mixed systems with human drivers and autonomous vehicles, which suggests the need for ongoing human involvement in the transportation system.


Input: Task: pass the claim using the given text. Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: Разделение палеозойского золотого оруденения на две эпохи – каледонскую и герцинскую – во многом условно, благодаря появившемуся огромному массиву данных по разным провинциям (например, Phillips et al. , 2003; Bierlein, Crowe, 2000). Однако как эпохи орогенного тектогенеза, сопровождающиеся своей металлогенией, они вполне закономерны и дискретны. [SEP] Justify:

Output: The text is irrelevant to the claim as it discusses the division of Paleozoic gold mineralization into two epochs, which does not relate to lunar ice deposits or ancient microorganisms.


Input: Task: corroborate the claim using the given text. Claim: Weather conditions can impact the effectiveness and safety of delivery drones. [SEP] Text: The effect of dawn and dusk was also evaluated showing that limited natural lighting also affect both speed and capacity that are reduced by 1%–5% and 4%–5%, respectively. In the case of rain and snow, the results of the study are consistent with the research results in the literature (Agarwal et al. 2005; Brilon and Ponzlet 1996; Camacho et al. 2010; Chen et al. 2019; Heikoop and Henkens 2016; Lam et al. 2013; Oh et al. 2002; Rakha et al. 2008; Board 2016)—the speed and capacity reductions fit within the range defined in the works reviewed (Table 11). There is a difference in the case of limited visibility, with speed and capacity falling less in this work when compared with the literature studies. However, in the case of reduced visibility and nighttime there are only single studies that cover these conditions, and some present the reductions of speed and capacity in original units, making any comparisons of the values difficult. The 6. specific goals of the study presented in the paper included identification of factors related to weather and time of day that have an effect on traffic conditions, analysis, and quantification of the effects of these factors on the particular traffic parameters and application of the results to the MOP-DZ method. The way to achieve these goals and the obtained results are presented in the paper. This lets us assume that the goals set in the introduction were achieved. To summarize the findings, we state the following: There is a statistically significant effect of weather and time of day on both traffic flow characteristics and parameters related to highway performance. The effect is observed at a wide range of traffic densities. Depending on the time of day and weather conditions, average speed may decrease by even 19% and capacity by even 18% when compared with normal weather conditions in the daytime. The higher the intensity of weather phenomena, the higher is the effect it has on traffic flow. There is a group of conditions that were not covered by the study, that is, extremely low or high temperatures. This kind of conditions did not occur at the study area within the study period and, because of low frequencies, may be difficult to study with data from Polish sites. The research results may contribute to the new Polish highway capacity manual MOP-DZ. The extended traffic conditions assessment procedure was proposed that allows for including adverse weather and time of day in the analysis. [SEP] Justify:

Output: The text corroborates the claim by discussing the significant effects of weather conditions, such as rain and snow, on speed and capacity, stating that average speed may decrease by even 19% and capacity by even 18% due to adverse weather. It establishes a clear link between weather conditions, particularly during different times of the day, and the performance of traffic flow, which can be analogously applied to the effectiveness and safety of delivery drones.


Input: Task: contrast the claim using the given text. Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: If the expectation is borne out that human-caused accidents drop substantially with the introduction of autonomous driving, liability law will gain additional significance as the share (albeit not necessarily the absolute number) of technology-caused accidents rises. Footnote 3 While today in most cases the cause of accidents is a human driver and therefore the liability insurance providers pay for damages, in accidents caused by an autonomous vehicle, the operator liability of the vehicle owner or the manufacturer’s product liability would apply (Chap. 26; see also [11, 10]). 3. 2 Risk ConstellationOn the system level, autonomous driving promises greater efficiency, reduced congestion and (albeit presumably only marginally; see [2, 12]) better environmental performance (Chap. 16). In the traditional transportation system, systemic effects and thus also potential risks arise primarily due to the available traffic infrastructure and its bottlenecks in conjunction with individual driver behavior and traffic volume. Individual situations such as severe accidents or construction zones can lead to systemic effects like traffic jams. Autonomous driving adds another possible cause of systemic effects to the existing ones: the underlying technology. The following will consider only autonomous vehicles relying on an internet connection (not on-board autonomous). Through the control software and the reliance on the internet (e. g. as part of the “internet of things”), new effects could emerge (Chap. 24). While in the automotive world to date vehicles are operated more or less independently of one another and mass phenomena only occur through the unplanned interactions of the individually guided vehicles, autonomously guided traffic will to some extent be connected through control centers and networking, e. g. to direct traffic optimally using interconnected auto-pilots (Chap. 2). The control of a large number of vehicles will in all likelihood be conducted through software that is identical in its fundamental structure, as the complexity and concentration of companies will presumably strongly limit the number of providers. This could, in theory, lead to the simultaneous breakdown or malfunctioning of a large number of vehicles based on the same software problem. These problems would then no longer necessarily be on a manageable scale in terms of geography, duration and scale of the damage as in the aforementioned accident cases, but could take on economically significant proportions. Insofar as autonomous vehicles are connected to each other in a network via internet or some other technology, the system of autonomous driving can be regarded as a coordinated mega-system. [SEP] Justify:

Output: The text contrasts the claim by discussing the potential systemic risks and interactions of autonomous vehicles with the existing infrastructure and technology. It highlights governance and control challenges, including the reliance on internet connectivity and software management, suggesting that autonomous vehicles will be part of a larger coordinated system that could require oversight, especially in the event of malfunctions or accidents caused by technology, rather than allowing for completely independent operation.


Input: Task: pass the claim using the given text. Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: С каледонским тектогенезом связаны золото-кварцевые и, в меньшей степени, золото-сульфидные месторождения Аппалачского региона, Алтае-Саянской и Северо-Казахстанской провинции (Шер, 1972; 1974; Спиридонов, 1991; Goldfarb et al. , 2014), а также месторождения Байкало-Патомского нагорья (Лаверов и др. , 2007; Goldfarb et al. , 2014). Для Сухого Лога, например, установлено два этапа формирования руд – 447 и 321 млн лет (Лаверов и др. , 2007). [SEP] Justify:

Output: The text is irrelevant to the claim because it discusses geological deposits and mining history in various regions, without any mention of lunar ice deposits or ancient microorganisms related to Earth's early history.


Input: Task: corroborate the claim using the given text. Claim: Weather conditions can impact the effectiveness and safety of delivery drones. [SEP] Text: The research provides coefficients of the weather- and time-of-day-related free-flow speed adjustment factors for the studied site that are based on the long-term measurements covering entire range of traffic conditions (from free-flow to congested). Determination of such coefficients for different types of roads may notably increase the scope of possible applications of the MOP-DZ method. Efforts to develop tools to account for adverse weather and time of day in assessing traffic conditions require further scientific support. 10. 34808/8xkq-7714; Romanowska and Kustra 2021). 0690. Agarwal, M. , T. H. Maze, and R. R. Souleyrette, 2005: Impacts of weather on urban freeway traffic flow characteristics and facility capacity. Proc. 2005 Mid-Research Symp. , falseSearch 25. Awadallah, F. , 2007: Differential speed limit analysis and regulations on rural expressways. Road Transp. Res. , 16, 16–25. )| falseSearch 45. e1–45. e52, F. , A. Calvi, and F. D’Amico, 2014: Analysis of driver speeds under night driving conditions using a driving simulator. J. Safety Res. , 49, 45. e1–45. e52, falseSearch 10. 1016/j. aap. 2013. 03. 006. Bergel-Hayat, R. , M. Debbarh, C. Antoniou, and G. Yannis, 2013: Explaining the road accident risk: Weather effects. Accid. Anal. Prev. , 60, 456–465, falseSearch 10. 3390/rs13183597. Brilon, W. , and M. Ponzlet, 1996: Variability of speed-flow relationships on German autobahns. Transp. Res. Rec. , 1555, 91–98, W. , and M. Ponzlet, 1996: Variability of speed-flow relationships on German autobahns. Transp. Res. Rec. , 1555, 91–98, falseSearch 10. 1016/0001-4575(88)90001-2. Brodsky, H. , and A. S. [SEP] Justify:

Output: The text corroborates the claim by discussing the impacts of weather on traffic conditions, which is indirectly related to the operation of delivery drones in an urban environment. It mentions the need for scientific support to develop tools that account for adverse weather in assessing conditions, which highlights the influence of weather on operational effectiveness and safety.


Input: Task: contrast the claim using the given text. Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: Its complexity would be extremely high, not least because it would also have to integrate human-guided traffic—the pattern constellation for systemic risks which are difficult or even impossible to foresee in which the risks of complex technology and software could combine with unanticipated human actions to create unexpected system problems [4]. A completely different type of system problem, in this case only for non-on-board autonomous systems but rather for networked vehicles, could be a sort of concealed centralization and an associated concentration of power. Since optimization on the system level can only be done through extra-regional control centers (Chap. 24), a certain degree of centralization—all decentralization on the user side notwithstanding—on the control and management level is indispensable. This could give rise to concerns that the necessities engendered by the technology could lead to problematic societal consequences: a centrally controlled traffic system as the precursor to a centralist society whose lifeblood was a ‘mega-infrastructure’ beyond the control of the democratic order. But this is not a foreseeable societal risk of autonomous driving and is not by any means a necessary development in this regard. Rather, this is more a concern of the type that should be borne in mind as a potentially problematic issue during the establishment of autonomous driving so that, in the event of its emergence, countermeasures can be taken. In all of these fields, the decision-makers are a complex web of automotive companies, software producers, political regulators and agencies with different responsibilities. It is possible the new actors may also become involved whose roles cannot be foreseen today. Decision-makers and those affected are largely distinct groups. And since road users and other citizens would have practically no means of avoiding such risks, it is essential that an open, society-wide debate on these matters take place in order to observe and assess the development with due care and bring in any political or regulatory measures that may be appropriate. 3. 3 ConstellationResearch and development of the technologies of autonomous driving are extremely elaborate and accordingly cost-intensive. Suppliers and automotive companies are already investing now, and considerable additional investments would be required before any introduction of autonomous driving. As with other investments, the business risk exists that the return on investment may not be on the expected scale or in the expected timeframe due to autonomous driving failing to catch on a large scale for whatever reason. [SEP] Justify:

Output: The text contrasts the claim by highlighting the complexity of autonomous driving and the necessity for human oversight in various contexts. It discusses systemic risks and the unpredictable nature of human actions, indicating that full autonomy without intervention might not be feasible. The text suggests that decision-makers from various backgrounds must remain involved, emphasizing the need for a society-wide discussion regarding the development of autonomous driving, which implies that some level of human oversight is crucial.


Input: Task: pass the claim using the given text. Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: Золоторудные месторождения этой эпохи имеют отчетливо выраженную связь с гранитоидным магматизмом, как, например, провинция Северного Казахстана (Спиридонов, 1991), и представлены преимущественно золото-сульфидным, золото-мышьяк-сульфидным, золото-кварцевым (кордильерский подтип) и золото-висмутовым минералого-геохимическими типами. [SEP] Justify:

Output: The text is irrelevant to the claim as it discusses gold ore deposits and their geological connections rather than any aspects related to lunar ice deposits or ancient microorganisms.


Input: Task: corroborate the claim using the given text. Claim: Weather conditions can impact the effectiveness and safety of delivery drones. [SEP] Text: The winters of 2009/10 and 2011/12 were marked by blizzards on the that were referenced in the media as “Snowmageddon” and the “Snowpocalypse,” and on 12 February 2010, 49 of the 50 states had measurable snow on the ground (NOAA 2010). Conversely, the winter of 2011/12 was notable for its unusual warmth and lack of snow. During that season many of the same states that experienced the record cold and snowy winters between 2009 and 2011 saw record levels of warmth and snowfall deficits (Lindsey 2012). In the densely populated cities of the northeastern United States, this variation was particularly notable. For example, in the winter of 2010/11, City had its second snowiest winter (62 in. ) since records began in 1869, only to be followed by the sixth least snowy year (7 in. ) during the 2011/12 season. In addition to the exceptional variation in snowfall over the winter seasons between 2010 and 2012, there have been other extreme weather occurrences, with 2011 and 2012 particularly notable for historic weather events. Oceanic and (NOAA) described 2011 as a record-breaking year for climate extremes with regard to heat, precipitation, flooding, and severe weather. In particular, the experienced record droughts, while the Northeast witnessed its wettest year on record (2012a). (NWS) declared that Texas had its driest year on record in 2011, with the state receiving about 14 in. of rain compared to the 35 in. it receives on average. Meanwhile, dozens of cities in the Northeast experienced their wettest year in recorded history, with Philadelphia’s 62 in. of rain, the most the city has received since record keeping began in 1820. The high volatility in precipitation in those years was accompanied by extreme temperatures throughout the nation. The warmest 12-month period for the contiguous during the period from 1895 to 2012 occurred between July 2011 and June 2012, with temperatures 3. 23° above the twentieth-century average (2012b). During the winter seasons between 2009 and 2012, there was tremendous variation in temperatures, with the winter of 2011/12 ranking 4 of 117 in terms of warmest winter seasons (Table 3). Comparatively, the winter of 2010/11 ranked 80 of 117 in warmest winter seasons, while the 2009/10 season ranked only 102 out of the 117 warmest winters (2012). Table 3. [SEP] Justify:

Output: The text corroborates the claim by discussing how extreme weather conditions, such as blizzards and unusual warmth, can vary significantly across different winters. It details the impact of these weather events on visibility, snow cover, and temperatures, which are all critical factors that can affect the performance and safety of delivery drones. The mention of record cold, snowfall, and dry conditions illustrates the volatility in weather that could directly influence drone operations.


Input: Task: contrast the claim using the given text. Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: If a company opts not to invest in the technology, by contrast, there is the risk that competitors will pursue autonomous driving and, if it succeeds, vastly increase their market share. Thus strategic business decisions have to be made in consideration of the different risks. Upon first consideration this is a standard case of business management and a classic task for the management of a company. In view of the scale of the needed investments and the patience required for the development of autonomous driving, decisions made in this regard will have very long-term implications. Missteps would initially affect shareholders and employees of the respective companies, and if major crises were triggered by such failures the consequences could extend to the economy as a whole, for example in Germany with its heavy reliance on automotive companies. Although in principle a competitive situation, the scale of the economic challenge may speak in favor of forming strategic coalitions to design a joint standard base technology. Even after a successful market launch, mishaps or even technology-related system effects (see above) can occur which could pose a major risk for the affected brands (Chaps. 21 and 28). One issue that merits special mention in this context is the risk factor posed by the complexity of the software required for autonomous driving. Complex software is impossible to test in its entirety, which means that in actual use unexpected problems can occur (see Chap. 21 on the testability and back-up of the system). In this sense, use is essentially another test phase, and the users are testers. This is already the case to some degree in the automotive world, with software problems a relatively frequent cause of breakdowns. Whether drivers will accept being used as ‘test subjects’ in a more expansive sense remains to be seen. Any such willingness would presumably be all but nonexistent in safety-related cases. When a computer crashes due to a software error, it is annoying. When an autonomous vehicle causes an accident due to a software error, it is unacceptable. In such cases—unlike with “normal” accidents—massive media attention could be expected. In particular due to the power of images and their dissemination through the media, such incidents can still have a major impact even when the issues are easily correctable and the consequences minor. A good example of this is the notoriety of the “moose test”, which came to public attention through publication of an incident on a test course. [SEP] Justify:

Output: The text contrasts the claim by highlighting the inherent risks and complexities involved in autonomous driving technology. It discusses the failures that can occur due to the complexity of the software used for autonomous driving, indicating that unexpected problems can arise during actual use. This suggests that, contrary to the claim, human oversight may be necessary to address these potential issues, especially in safety-critical situations, as it states, 'When an autonomous vehicle causes an accident due to a software error, it is unacceptable.' This implies a need for some level of human intervention in ensuring safety.


Input: Task: pass the claim using the given text. Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: В эпоху герцинского тектогенеза, наряду с золото-кварцевыми жилами преимущественно колымского подтипа, большое значение имеют зоны вкрапленных руд золото-мышьяк-сульфидного типа (Бакырчик-Калбинский пояс Восточного Казахстана). В этот период сформировались руды месторождения Мурунтау, крупнейшего месторождения фанерозоя (Goldfarb et al. [SEP] Justify:

Output: The text discusses geological aspects of mineral deposits in East Kazakhstan during the Hercynian orogeny and does not mention lunar ice deposits or ancient microorganisms, making it irrelevant to the claim.


Input: Task: corroborate the claim using the given text. Claim: Weather conditions can impact the effectiveness and safety of delivery drones. [SEP] Text: These findings are consistent with the recent studies by Egan and Mullin (2012), T. Deryugina (2012, unpublished manuscript), and Hamilton and Stampone (2013), among others, that have linked public acceptance of global warming to local weather conditions. Notably, the results in model 2 align with recent research by Hamilton and Stampone (2013) that finds an interaction between partisanship and weather to be an important predictor of individual beliefs regarding global warming. In particular, independents appear to be more likely than either Democrats or Republicans to have their stance on the existence of global warming affected by both seasonal variations in snowfall and temperatures. This finding suggests that in the absence of the strong ideological leanings or party attachment that have been shown to influence views on the existence of global warming, individuals may be more likely to adjust their position on this matter in relation to their experiences with weather. Thus, the findings of the logistical regressions pertaining to snowfall and temperature are consistent with the information that Americans have provided through the NSEE that weather conditions play a key role in their formulation of positions on the existence of global warming. 7. ConclusionsThe fairly substantial shifts in American public views on global warming between 2008 and 2012 have been widely discussed both in the popular press and scholarly circles. This study serves to further establish the significant role that weather has played in these short-term fluctuations in public opinion regarding global warming that have been observed during that period. First, the study shows that individuals regularly refer to weather-related factors when explaining how they arrived at their conclusions that the planet is either warming or not warming. As weather shifted over the course of recent winters, many Americans referenced those weather conditions as key factors in their determination of the reality of global warming. As public acceptance of global warming waned after the winters of 2009/10 and 2010/11, an increasing number of Americans reported that their very recent experiences with harsh winters led them to conclude that global warming was not occurring. Then, after the unusually warm and relatively snowless winter of 2011/12, the percentage of Americans who believed in global warming increased, with many citing recent weather experience as a primary factor for their views. The study also finds that the self-reported importance of weather in shaping views of global warming is accompanied by increasing evidence that actual weather conditions shape the process by which individuals arrive at their conclusions regarding the existence of global warming. [SEP] Justify:

Output: The text corroborates the claim by discussing how weather conditions affect public perceptions and beliefs regarding global warming. It highlights that individuals' stances on global warming are influenced by their recent experiences with varying weather conditions. This suggests that weather can play a significant role in decision-making processes, potentially including the operation of delivery drones, which would also be affected by similar weather conditions.


Input: Task: contrast the claim using the given text. Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: Another example is the story of the sustained damage to the reputation of Audi on the American market that resulted from a report in the US media in 1986 (Chap. 28). Irrespective of the severity of the mishap, such incidents threaten to damage the company’s reputation and thus pose economic risks. Such risks are also present in the case of major recall actions, in which the substantial economic burden posed by the action itself is generally outweighed by the damage to the company’s reputation. The probability of such developments rises with the complexity of the required software, which thus emerges as a central aspect of the risks associated with autonomous driving. 3. 4 Risk ConstellationTechnological and socio-technological transformation processes typically have labor market implications. Automation, in particular, is associated with concerns about the loss of jobs. The automation in production and manufacturing in the 1980s led to the loss of millions of jobs in Germany alone, primarily in the sectors dominated by simple manual tasks. A massive societal effort was required to prepare at least a portion of those affected by the job losses for new jobs through qualification and training. Today there are concerns that the next wave of automation could make even more sophisticated activities superfluous. On the upside, moves towards greater automation can lead to the emergence of new fields of activity and job opportunities, so the overall balance need not be negative. But these new fields of activity are generally only open to people with higher qualifications. Comprehensive introduction of autonomous driving would undoubtedly affect the labor market. The primary losers would be drivers of vehicles which are currently manually operated: truck drivers, taxi drivers, employees of logistics and delivery companies, especially in the Vehicle-on-Demand’ use case (Chap. 2). A mobility system completely converted to autonomous driving could in fact largely do without these jobs altogether. On the other side of the equation, new jobs in the control and monitoring of autonomous traffic could emerge, and highly qualified personnel would be needed in the development, testing and manufacture of the systems, particularly in the supplier industry. Thus a similar scenario to the one described above for the previous waves of automation would emerge here as well: elimination of unskilled jobs and the creation of new, highly skilled positions. The net outcome in jobs is impossible to predict from this vantage point. What is clear is that the high number of potentially affected jobs makes it imperative to think about pro-active measures to deal with the development at an early stage, e. g. [SEP] Justify:

Output: The text contrasts the claim by elaborating on the risks and complexities associated with autonomous driving technologies. It discusses the economic risks posed by incidents related to these technologies and highlights the need for human roles in monitoring and testing autonomous systems. While the claim suggests no human oversight is needed, the text emphasizes the emergence of new jobs for highly qualified personnel required for the development and management of autonomous driving, indicating that some level of human involvement will remain necessary.


Input: Task: pass the claim using the given text. Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: , 2014), и появляются промышленные золото-серебряные эпитермальные месторождения, характерные для Центрального Казахстана (Джунгаро-Балхашская зона) и Северо-Востока России (Омолонский массив, месторождения Кубака, Ольча), (Goldfarb et al. , 2014; Goryachev, Pirajno, 2014; Горячев и др. , 2017). [SEP] Justify:

Output: The text is irrelevant to the claim, as it discusses industrial gold-silver epithermal deposits in Central Kazakhstan and Northeast Russia, with no mention of lunar ice deposits or ancient microorganisms.


Input: Task: corroborate the claim using the given text. Claim: Delivery drones are regulated by aviation authorities in many countries. [SEP] Text: In the following years, the use of unmanned aircraft for so-called selective elimination drew many controversies, including legal ones2. Nevertheless, this new technology not only changed the modern-day battlefield, but also military doctrines. Along with these changes, it became difficult to separate technological progress from politics, as new technology allowed for combat operations to be conducted in a way that minimized risk to human life, leading to a lower, politically accepted threshold for the use of force3. Today, we are seeing numerous civil applications for drones. There are solar-powered drones, which have giant wingspans and can be used as mobile Internet ←9 | 10→access points since they don’t need to land for months4. Medium-sized drones can be used in logistics and transport services, fleet management, electronic media, in the movie and entertainment industries and even in agriculture (in the inventory of crops, forests, animals, etc. ). Moreover, drones can support local government units and municipal economies in areas including geodesy and spatial management, crisis management, public safety (urban surveillance, mass events, command systems support, atypical event detection, law enforcement support, search and rescue operations), infrastructure inspection (flood embankments, rivers, monitoring of critical infrastructure), construction inspections and support for logistics work in the construction sector, environmental protection (location and air quality check-ups, illegal landfill detection), ground and surface waters inspections, transport management support, etc. And finally, drones can also be the size of an insect. For example, scientists at Harvard have created miniature RoboBees, which use so-called swarm intelligence to search for victims of natural disasters, pollinate plants, monitor road traffic or enable research to be carried out in environments too hostile for humans. 5 The general development of unmanned aircraft has been closely related to technological development in many other fields, but the popularization of lithium-ion batteries was a key factor for its widespread expansion. This solution enabled the construction of electrically powered flying devices, which, combined with device miniaturization and satellite navigation positioning, led to the popularization of the new technology. The first unmanned devices used by civilians brought on the development of the very first legal regulations concerning their use. These regulations focused on UA operations conducted within an operator’s visual line of sight, and applied to aircraft weighing less than 25 kg. [SEP] Justify:

Output: The text corroborates the claim by mentioning that the development of unmanned aircraft, which includes delivery drones, has led to the formation of the first legal regulations concerning their use. It specifically states that these regulations focused on operations within an operator's visual line of sight and applied to aircraft weighing less than 25 kg, indicating a level of regulation by aviation authorities.


Input: Task: contrast the claim using the given text. Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: developing and providing qualification measures. As it may be presumed that the integration of autonomous driving into the current transportation system will occur gradually, and because there is a wealth of experience from previous automation processes, the prerequisites for an effective response should be in place. To identify developments that could be problematic for the labor market at an early stage, research and cooperation on the part of unions, employers and the employment agency to observe current develops is required. 3. 5 ConstellationAutonomous driving promises greater accessibility for people with reduced mobility, such as the elderly. While this is clearly on the plus side from an ethical standpoint, it could also have social justice implications which, as ‘possible harms,’ could be regarded as risks. This includes primarily the occasionally voiced concern regarding increased costs of individual mobility due to the costs of autonomous driving. In a mixed system this concern could be countered with the argument that the traditional alternative of driving oneself still exists and thus that no change for the worse would occur. This scenario would beg the question, however, of who would actually profit from the benefits—primarily safety and convenience—of autonomous driving. If the sole effect of autonomous driving were simply to enable those who currently have the means to employ a chauffeur to dispense with their chauffeurs and even save money in the process in spite of the higher up-front and operating costs, this would certainly not promote greater accessibility to mobility in general. Indeed, it would be detrimental if a large share of those who currently drive themselves were unable to afford to participate in autonomous driving. When considering such problematic developments, it must be noted, first, that questions of distributive justice are not specific to autonomous driving; the just distribution of the benefits of new technologies is a fundamental question with regard to technological advancement. Second, these concerns remain speculative at present as no reliable cost information is available. Social justice issues could arise in relation to the costs of any infrastructure to be established for autonomous driving [2, p. 12] [12]. If it were regarded, for example, as a public responsibility and were funded through tax moneys, non-users would also take part in financing autonomous driving. If the costs were borne by all drivers, non-users would also regard themselves as subsidizing autonomous driving. Depending on how high the infrastructure costs and thus the costs for individuals were, this could also give rise to social justice questions relating to the distribution of the costs. 3. [SEP] Justify:

Output: The text contrasts the claim by discussing the gradual integration of autonomous driving into the transportation system, which implies that there are significant considerations and oversight required from unions, employers, and employment agencies. It suggests that concerns over costs and social justice issues indicate a needed human oversight rather than a complete absence of it, challenging the notion that autonomous driving requires no intervention.


Input: Task: pass the claim using the given text. Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: Мощной вспышкой золото-кварцевого оруденения характеризуется этап мезозойского (ларамийского и невадийского) тектогенеза, образовавшего крупные пояса орогенных золото-кварцевых жил как кордильерского, так и колымского подтипов в мафических и салических провинциях Тихоокеанского обрамления (Goldfarb, 1997; Goldfarb et al. , 1997, 1998; Горячев, 1998, 2003; Тектоника…, 2001; Геодинамика…, 2006; Nelson, Colpron, 2007). [SEP] Justify:

Output: The text is irrelevant to the claim as it discusses geological processes related to mesozoic tectogenesis and does not mention lunar ice deposits or microorganisms.


Input: Task: corroborate the claim using the given text. Claim: Delivery drones are regulated by aviation authorities in many countries. [SEP] Text: Denmark was one of the first countries to adopt such regulations in 1986,6 when UA were commonly referred to as consumer drones. However, contrary to their name, they were often used for commercial purposes, for example for filming videos or taking photos. Tech companies design and manufacture such devices on a mass scale. company DJI turned out to be particularly successful in this segment, taking a 70% share in the global consumer drone market within the span of just a couple of years7. ←10 | 11→ People have been working on more complex UA systems for over a decade. These systems are intended to perform operations beyond an operator’s line of sight and are designed with commercial services in mind, including the transport of goods and the provision of services for the public sector. For example, at the beginning of 2020, trade media informed about UA test flights being carried out in the area of cargo shipping (Japan Airlines8), search and rescue operations for British state services9, or stratospheric UA flights (pseudo-satellites)10. Numerous reports indicate that drones will gradually replace “traditional” (manned) aviation in such fields as aerial photography, search and rescue operations, transmission network monitoring or precise aerial application activity11. The costs of using unmanned systems are incomparable to those incurred through manned aviation. Various services can be provided both remotely, i. e. with an operator (pilot) remotely controlling a UA, or autonomously in a pre-programmed manner without an operator’s (pilot’s) intervention or with their role simply limited to system supervision. Some believe that unmanned aircraft systems could result in the creation of completely new types of services which would stem from their ability to operate at very low altitudes and in urban areas. They could be used to provide emergency medical services12 or deliver parcels. Some groups are also working on replacing satellites with solar energy-powered UA operating at very high altitudes (HAPS; High-Satellite), which are capable of carrying out long-term missions without having to land to refuel. Such platforms can be used, for example, to transmit ICT data. ←11 | 12→ It is estimated that the changes brought about by this new technology will be comparable to those that took place in the service sector after the widespread development of computer technology, the Internet and mobile phones13. The dynamics of UA technology development are best illustrated by economic data and forecasts. [SEP] Justify:

Output: The text corroborates the claim by discussing Denmark as an early adopter of regulations for unmanned aircraft (UA) in 1986. This implies that aviation authorities in Denmark, which reflects a broader trend of regulation in various countries, have indeed imposed regulations on delivery drones and similar devices. The reference to various applications and the ongoing development of UAV systems suggests a recognized need for regulation in the operation of these vehicles.


Input: Task: contrast the claim using the given text. Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: 6 ConstellationsEven today modern automobiles provide a wealth of data and leave electronic trails, e. g. by using a navigation aid or through data transmitted to the manufacturer. If autonomous vehicles were not on-board autonomous but had to be connected at all times, the electronic trail would amount to a complete movement profile [12]. Of course the movement profiles of vehicles do not necessarily have to be identical to the movement profiles of their users. In the case of vehicles on demand (Chap. 2) it is of course possible to imagine that they could be used anonymously if ordering and payment were conducted anonymously—which, however, seems rather inconsistent with the current development toward electronic booking and payment systems. Movement profiles provide valuable information for intelligence services, which could for instance track the movements of regime opponents, but also for companies, which could use such information to create profiles for targeted advertising. In view of the increasing digitalization and connectedness of more and more areas of our social and personal lives, the specific additional digitalization in the field of autonomous driving would presumably represent just one element among many others. The problem—even today the end of privacy is declared with regularity—is immensely larger, as current debates about the NSA, industry 4. 0 and show. The emergence of a converging mega-structure comprising the transportation system, supply of information, communication systems, energy systems and possibly other, currently independently functioning infrastructures, represents one of the biggest challenges of the coming years or even decades. The issue will be to re-define the boundaries between privacy and the public sphere and then actually implement those decisions. This must be done on the political level and is of fundamental significance for democracy as a concept, for absolute transparency is but the flip-side of a totalitarian system. Autonomous driving is presumably of only minor specific significance in this debate. 3. 7 ConstellationModern societies are increasingly dependent on the smooth functioning of technology. This begins with the dependency on personal computers and cars and extends to the complete dependency on a functioning energy supply and worldwide data communication networks and data processing capabilities as prerequisites for the global economy. Infrastructures that are becoming more complex, such as the electricity supply, which increasingly has to deal with a fluctuating supply due to renewable energy sources, now more frequently engender ‘systemic risks’ [4] in which small causes can lead to system instability through complex chain reactions and positive feedback. [SEP] Justify:

Output: The text contrasts the claim by discussing the complexities and dependencies of modern technology, particularly in relation to autonomous driving. It indicates that while autonomous vehicles function through advanced data systems, they remain part of a larger, increasingly complex infrastructure that necessitates oversight on various levels. It emphasizes the need for redefining boundaries of privacy and public oversight in the context of technological advancements, suggesting that the transition to fully autonomous systems cannot happen without consideration of these broader implications.


Input: Task: pass the claim using the given text. Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: В ассоциации с ними отмечаются зоны и залежи сульфидно-вкрапленного с золотом оруденения: (Калифорния), Дегдекан (Северо-Восток Азии) и др. И практически во всех случаях золотое оруденение тесно ассоциирует с раннеорогенным гранитоидным магматизмом (Горячев, 1998, 2003; Гамянин и др. , 2003). В следующую эпоху мезо-кайнозойского вулканизма золотое оруденение тесно связано с процессами становления тихоокеанского вулканического кольца. [SEP] Justify:

Output: The text does not address the claim about lunar ice deposits and ancient microorganisms. Instead, it discusses geological associations and gold mineralization related to volcanic activity in certain regions of the world, which is irrelevant to the claim.


Input: Task: corroborate the claim using the given text. Claim: Delivery drones are regulated by aviation authorities in many countries. [SEP] Text: Public law defines UA as aircraft that fall within the scope of aviation law, and only sometimes need new, special regulations that go beyond the framework of traditional aviation law. However, from the point of view of private law, especially civil liability, classifying drones into one or another category is of great importance. This issue is part of a larger discussion on new technologies, including robotics, that has been ongoing for years. The main research thesis is that we are now facing the creation of a new “branch of law” which is the Drone law. The pace of development of UA technology in recent years rightly gives grounds to say that we are dealing with disruptive technology21. The disruptiveness of this technology should be considered in two aspects. First, it creates new possibilities as UA are designed to carry out operations (in most cases) at very low altitudes and in a completely different manner than manned aviation. Second, the development of this technology necessitates its integration with manned aviation – particularly commercial transport, taking into consideration its statistically high levels of safety. This new technology can only be allowed to develop if it can be demonstrated that UA are capable of flying in the same airspace as manned aviation without jeopardizing the safety and efficiency of ←14 | 15→aviation as a whole22. Therefore, from a legal viewpoint, the safety of UA operations is the most fundamental issue in question, and should be looked into by authorities, but from a dual perspective. First of all, UA could engage in accidents and thus jeopardize the safety of people and property on the ground. Second, if a drone collides with a manned airplane, the safety of the passengers and crew members on board might be endangered. This publication addresses the issue of unmanned aircraft operation safety regulations and the issue of manned aviation safety regulations in the context of integrating the two. It is based on an analysis of the ever-growing number of publications and studies regarding the development of unmanned aviation and its integration with manned aviation, relying mainly on documents published at an institutional level, including those published by public authorities performing a regulatory role. Such studies constitute as the basis for drafting new laws and regulations regarding UA operations. The authors draw upon the growing number of scientific studies on new UA technologies, as well as on different aspects of its development, including regulatory (legal) considerations. [SEP] Justify:

Output: The text corroborates the claim by discussing the legal frameworks that define unmanned aircraft (UA) within the scope of aviation law. It emphasizes the need for regulation, stating that authorities should focus on the safety of UA operations and their integration with manned aviation. This indicates that there are indeed regulatory considerations in place, supporting the idea that delivery drones are subject to oversight by aviation authorities.