Senin, 29 Februari 2016

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Kamis, 25 Februari 2016

Ever Consider Writing a Classic Car Book? This Is What Its Like

You can find a Greatest Hits collection of this author’s best works, available in Kindle and printed book format, on Amazon at - http://www.amazon.com/Classic-Car-Stories-Innovative-Meetings/dp/1530003954


I put together a collection of my short car stories/blogs and published them (you can buy it on Amazon at – http://www.amazon.com/Classic-Car-Stories-Innovative-Meetings/dp/1530003954); but self-publishing a car book was a major learning experience, at times comical.  I doubt it’s quite the experience you think it is, it sure wasn’t for me.  I’ll walk you through it.

First, you have to have some impetus for writing a book.  Be it your abnormal love for cars that resemble guppies (Citroen D.S., Jaguar XJ220, etc.), or your wife’s prodding that you need to do something with your life other than practicing car racing on Xbox Live while she works, you have to want to put a car book together.

Photo License FLICKR Creative Commons - Jaguar MENA

In my case it was likely a combination of vanity and lack of social skills that made me take up the pen.  Actually that’s a lie, I use a keyboard; the only time I take up a pen is to appease my wife’s desire for inscribed cards that border on Hallmark copyright infringements.  Lucky for her, I refuse to write Hallmarkisms and always find my own style when signing cards with platitudes. My wife Kellie is lovely though; she sweetly reassures me that I could save time and just buy the Hallmark card almost every holiday/birthday.

But I was discussing vanity and a lack of social skills.  Regarding vanity, I love when I tell one of my car stories and the room breaks into a riotous laughing.  I can’t recall this ever happening but the concept sounds great.  And on the topic of social skills, it’s seldom that I’m in a room of friends.  It turns out there just aren’t enough grumpy conservative car nuts in the local area to fill a room as my friends… or maybe there are but everyone is scared someone would die.  I don’t know.   Long story short, it was while in college that I realized that I might be able to reach someone that would laugh if I wrote my stories down and launched them out into the World Wide Web.

And that’s exactly what I did, blogging about every grand thought I had for a number of years.  After many angry friends and family members I learned that it’s not always best to write your thoughts in public record. 

After college I finally had a little more money.  Gone were the weeks I planned my eating by how many items I could buy on the dollar menu (and I ate every scrap of lettuce that fell out of that Big-n-Tasty)!

So what did I do with my new paycheck?  Responsible things like invest in my retirement and purchase a house?

No way. I started playing with motorsports.  I bought cars and motorcycles and used them hard (ish, they were still cheap and broke easily).  Then I’d blog about my experiences.  And less people were pissed off when I wrote about my car experiences.  As a matter of fact some people even seemed to enjoy my motorsport blogs.  So I kept doing it.



I’ve probably got about 10 years of motorsport blogging under my belt and according to Google my “views” are approaching 200,000.  I decided to collect some of the better short stories together and publish something of a “Greatest Hits”.  Why?  Well, remember the vanity.  Plus, if I sold a few maybe it’d pay for some racing parts!

At first blush it sounded awesome.  I’d copy and paste my old stories into book format, publish it, and watch the money roll in.

And then I started reading some of my old blogs.  Whoo boy.  Who was my editor?  That’s right, I didn’t have one.  Or if I did, it was 11 o’clock at night and she’d kept our children alive all day and couldn’t be considered super alert.  They were bad.  Just like this one probably is.

Finally I picked some stories I wasn’t completely embarrassed by and started editing them, which in some cases meant largely re-writing and making new mistakes I’ll see in two years.

It took a month to edit the stories to a point where I might not be embarrassed to have friends and family read them.

And then a different problem arose.  You see, I can’t use just any picture to illustrate my stories.  When I blog I get to use photos that photographers have released to bloggers for use as long as the blogger is not making money.  These photos are called “Creative Commons”.  But if I try to do anything commercial with the photos, like write a book, they all want me to pay for their photos or they’ll sue me. 

Side note - I used to copy and paste any photo from the internet into my blogs and then some creepy lawyer type from the UK threated to sue me with a 5 page email dissertation on why that’s illegal.  I’m poor, so in general I think people that make money on copyright pictures on the internet are lame.  I should be able to steal anything if it’s on the internet! GO BERNIE SANDERS.  Kidding… I think.

I had to delete all the Creative Common photos I’d used in my blog.  That meant I had to revert to pictures I’d actually taken for the book.  True, the book could have gone without pictures but I’ll be honest, I know my writing isn’t Ivy League, and I figured some photos could give the book a needed boost.  Who doesn’t like illustrations in books?  But consider the differences in the Creative Commons photo below and my stock photo.
Photo - Flickr Creative Commons License, Photographer: Jim Culp


Mine

Digging through all my old photos finding applicable photos for the stories took at least another couple weeks.  Bear in mind, with two very young kiddos and a wife that thankfully still likes to hang out with me for some odd reason, most of this was done in the period from 10 PM until I fell asleep with my face in the keyboard.

Finally, after a month and a half, I had what resembled a book in Microsoft Word format.  And I was going to give people their money’s worth.  This baby wasn’t short!  In 6x9 inch size it came out to 350+ pages.

So I kindly asked Kellie to proof read it.  She said “Sure, as soon as I have time”. 

I asked a few other people.  Same response.  You know who has time to read your 350 page manuscript, even if they have good intentions and possibly would if they did have time?

No one.  No one has time to read your 350 pages.  Not even your grandma.  Especially if they’ve already read a few of your blogs and already possess the knowledge that you’re not the next Hemmingway. Only my kids have time and energy to review 350 pages.


By this time you’ve read each story 15 times and you believe it says things it doesn’t.  Seriously.  When you’ve went through it a number of times your mind starts reading it without reading it.  You’ll look at a sentence and read it as perfect because that’s what you want there, when in reality you left out the subject or verb and you misspelled your best friend for life’s name.

So after a couple people have reviewed the first chapter, and you’re sure the other twenty-four are perfect, you’re ready to upload your file to the publisher.

You press upload, wait 20 minutes, and review what the publisher’s program picked up… and it’s completely jacked up.  Your chapter titles take up half a page.  Your pictures overlap text. Any special fonts you had are now in Chinese. An odd error causes a two page gap between each picture and the following text. Your photos look like they were edited by an impressionist painter.

So now you have to change things in your original Word file and wait 20 minutes, each time, to see if what you changed fixed the corresponding problem at the publisher’s software.  And during each 20 minute upload you guard the computer like a Rottweiler, protecting it from family members who might want to use it (or watch Curious George, if you’re my two year old).

Days later you’re down to 6 pages with formatting issues and you’re thinking “Screw it, six out of 350 pages ain’t half bad; let’s publish this bad boy.”

So you press publish.  And you’re really really really excited.  And then the publisher’s note pops up, “Your book must be reviewed by our team and may be available in 2 to 7 days”. 

Days later you get an email, “Your book was successfully reviewed and uploaded.  It is now available for purchase but first you must release the ransom we put on it by purchasing a copy”. 

Ok, I paraphrased but that is essentially what it says.  Hoping the review caught the formatting issues the software was jacking up you excitedly peruse the online preview they sent only to discover that the errors are still there.  You imagine the reviewers laughing when they found the screw-ups as they say, “Look what this moron is trying to publish.  Definitely not the next Hemingway.”

Impressed that a huge website is hosting your publishing, you’re sure that just by putting the book for sale you’ll sell thousands.


A day goes by and no book sells other than the one you bought.  Ok, you realize you’ll have to market.  You took marketing in college, no problem.

But you’re not as excited anymore after this cooling period.  Which is bad.  Because now you’re supposed to hock the stupid thing.  And you hate sales pitches.

First you tell your friends and family.  Strangely, with the formatting errors and because they might have already read the blogs, you’re a little embarrassed.  So you don’t tell them in person, you put it on Facebook.  Cool, they’ve been notified.  You’ve got five hundred friends, you should have 100 hundred sales in a day or two right?

The next day you have four sales.  Two of them yours, and two from your parents.

What’s even more awkward is you’re such a gem socially you haven’t logged into Facebook in 6 months.  You’ve got friends requests from people you went to Junior High with and now the only reason you’re logging in isn’t to be friendly, but to sell your stupid book. You’ve become the marketing scum you hate.  You might as well go get “Direct TV” tattooed on your butt because that’s the company you keep.

Days later the late adopters have also bought your book.  You’re up to 12 sales because there still exists friends and family that are dutiful although they’re wondering what they’re going to do with a 350 page book that’s too ugly to be used as a coaster.



You’re scrambling because you believe your creative genius just hasn’t been realized yet.  You need the right audience, car guys.  So you go out to every car magazine you can think of and explore the “Contact Us” pages collecting emails.   You spam them all with links to your book and a short biography of your illustrious writing career (“…almost 200k ‘views’ on Google!”).  You also log onto their forums and tell all their subscribers about your amazing new car book.

And then silence.  You sent 40 emails and not one person even sends you a reply.  Wait, you did get one!  Excitedly you open the reply to find, “Out of Office Reply: Bob will be gone until Tuesday”.

You decide to cruise back to the forums to find out what sort of snarky remarks people have wrote on your posts and follow up.  You find all your posts were deleted by forum moderators as spam.

The silence isn’t deafening, but your blood pressure rising might have side effects.  You haven’t been so ignored since captains were picking teams for recess basketball in 5thgrade.

You grouse to your coworkers because they’re forced to be in your presence, and at some point ask the question, “How do I sell books”?

One of them immediately responds, “You need something scandalous, put sex in each chapter.”

Your father works with someone who successfully self-published a book.  You ask that guy for tips.  1st response, “Well, car guys like scantily clad women.  Put scantily clad women in it.”


So there you have it, and that’s where I’m at.  If you want to successfully sell car books have scantily clad women in every chapter.  I’m a Christian, & father of two girls so there’ll be none of that junk for me.  So my book will probably sell 15 copies over the next two years.  I don’t think I’ll make the NY Times best sellers list.  And that’s my car book publishing experience.

Jumat, 19 Februari 2016

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Kamis, 18 Februari 2016

The New Genesis G90 Is All-But Autonomous, Claims Hyundai


As Hyundai enters the luxury brand game for real with the new Genesis marque, the old Hyundai Equus is gone and the Genesis G90 is here to replace it. The new car isn’t just a big luxobarge with a bargain price like the last one. Hyundai claims the G90 is “all-but autonomous.” Is it really?

Automotive News reports that this package bundles together active cruise control and lane-keep assist. There is also “Highway Driving Assistance” that seems to work just like active cruise control, slowing and speeding up to avoid collisions, but Hyundai curiously notes that this is restricted to the Korean market only.

Hyundai’s full press release on the car is kind of vague, referring also to “ a combination of newly developed technologies,” but it doesn’t elaborate what they do other than maintain the car’s speed, lane, and following distance.

Beyond this, the car also gets Smart High Beam Assist, Autonomous Emergency Braking, Pedestrian Detection, Active Blind Spot Detection, Driver Attention Alert, and a full view monitor assisted by a one megapixel rear camera.

So the car can dip your high beams for you, brake for pedestrians for you, keep you at a safe following distance from other cars for you, and stay in your lane for you.

“This combination of newly developed technologies create a first-class, all-but autonomous driving experience,” is how Hyundai put it.

These technologies may be newly developed from Hyundai, but they are all technologies that are already available on the market today, particularly from Mercedes, which started offering this smart cruise/lane keep bundling on the S-Class last year. We reviewed that car, and while it was somewhat spooky and self-driving, it was a long way from “all-but autonomous.” (Bear in mind the G90 will be considerably cheaper than an S-Class, which is kind of the point.)

We are still not at the point where we can take our hand and eyes off the wheel, take a nap, and arrive at work some time later.

That being said, this new Genesis does look comfy.

2017 Lexus LC500h hybrid car with autonomous features.


Lexus has announced that the hybrid version of its new LC luxury coupe will make its debut at the 2016 Geneva motor show.


The LC 500h is a hybrid version of the car which made its international debut at the Detroit auto show earlier in the year, a car itself based strongly on the LF-LC concept first shown back in 2012.

Lexus will reveal full details of the LC 500h at the show, but the company has already revealed it will use a new Lexus “Multi Stage Hybrid System”. Technical details haven’t been released, but it’s expected to be a replacement for the Hybrid Synergy Drive currently used in Lexus (and Toyota) hybrid models.

The company says it will provide the LC with ‘higher performance, more driving pleasure and greater efficiency’. The LC itself is based on all-new underpinnings, for ‘greater dynamic capabilities’. The platform utilises a mixture of high-strength steel and aluminium, while a carbonfibre roof is optionally available.


The hybrid model will join the LC 500 coupe in the LC range. This uses a more traditional powerplant, with a 467bhp, 5-litre naturally-aspirated V8 – like that used in the RC F and GS F models.

There’s 389lb ft of torque too (developed at 4800rpm), while the 0-60mph sprint takes less than 4.5 seconds. Despite the performance claims, Lexus says the model is more of a grand tourer than an out-and-out sports car.

Joining the LC 500h at Geneva is the LF-FC concept, thought to be a preview of the next-generation of Lexus’ flagship LS series. Unveiled at Tokyo last year, the concept uses a high-output fuel cell drivetrain, a range of autonomous features and gesture-operated controls.

Google Looking to create Autonomous Car Site near Ann Arbor Campus


Alphabet isn’t the only one working on Autonomous cars. Ford, GM, Tesla and several other car makers are also working on autonomous cars, and the University of Michigan has even put together a state-of-the-art track at their campus in Ann Arbor. However, Alphabet is looking to create their own track where they can test their own self-driving tracks. Seeing as Google has a campus in Ann Arbor (Alphabet and Google co-founder Larry Page is an alumni of the University of Michigan located in Ann Arbor, MI), they are looking to create a track nearby.

According to a report out of Crain’s Detroit Business, Alphabet is looking for an area of about 30,000 square feet for their new R&D facility. The company has been looking in Farmington Hills, Troy, and Southfield. All of which are about 20-30 miles from their Ann Arbor campus. It’s likely that Ann Arbor could soon become a test city for the company’s self-driving cars. After all, autonomous cars are legal in the state of Michigan, with Ford and General Motors both testing out their own autonomous cars in the state.

Currently, Alphabet is only testing their self-driving cars in a handful of cities. However news broke last week that the company may expand across the pond into London. As officials have been in contact with Alphabet about bringing their self-driving cars over that way. Right now, Google has been focusing their self-driving car initiative on the US. But in order for self-driving cars to be the future, it will need to expand outside of the US. Especially with the company competing with both Ford and GM, two companies that have been making cars for years and years. Definitely have a big advantage over Google.

Nothing is official just yet, but we could see Google creating their own self-driving car track here pretty soon. A bit interesting that they are aiming for the suburbs when the Mayor of Detroit has been pushing more and more companies to come into Detroit. Although there’s not much room in Downtown Detroit for a 30,000 track for Google to test out their self-driving cars.

Roborace hired the man behind Tron: Legacy light cycles to design its driverless cars


It's been nearly three months since we first learned about Roborace, the driverless racing series being started up by Formula E and the FIA. During a talk at Oxford University today, though, Formula E CEO Alejandro Agag did let one detail slip: Daniel Simon, the same man that gave us the light cycles in Tron: Legacy, is helping design the cars of Roborace.

That appears to be all that Agag said about the new supporting series during the talk (though it seems the series has also been promoting Simon's involvement as a way to lure new hires). But it's enough to make your mind run wild. Imagining what a driverless racing car will look like was already a fun exercise, but adding someone like Simon — who has also worked for Bugatti, designed F1 liveries, and helped create the Bubbleship in Oblivion — takes that excitement to another level.

    On Roborace: The designer from the movie Tron has designed the cars. They look amazing'.#FEOxford
    — FIA Formula E (@FIAformulaE) February 18, 2016

Still, Roborace won't just be full of Tron-like versions of the Formula E car. The cars are likely to look unlike anything we've seen in terms of a race car. Mark Preston, the team boss of the Aguri Formula E team, recently elaborated on this idea in an Autosport Magazine column (subscription required). Preston points out that race cars are designed around the needs of a driver, so removing him or her altogether means you can mess with the way the car is put together in a number of ways. Roborace cars won't need to be as tall and, without a cockpit, engineers are free to move the heaviest parts — like the batteries and the motors — to wherever is best for the tires and overall center of gravity.

Whatever the Roborace cars look like, we'll find out soon enough — Agag has hinted that the design could be revealed as soon as next month, with more information on the series to follow. The first race is scheduled to take place sometime during the 2016-2017 Formula E season, which starts this fall.

Audi introduces autonomous A8 L W12 / Video

Audi has introduced an autonomous A8 L W12 at the Berlinale film festival in Germany.


Described as "another milestone on the path toward piloted driving," the A8 L W12 picked up actor Daniel Brühl and his girlfriend at their hotel and then drove them autonomously to the red carpet at the Berlinale Palast.

In order to complete the journey, the car used a variety of cameras and sensors to locate prominent architectural objects along the route and then compare them with a detailed map that was created ahead of time.  However, unlike previous piloted driving concepts, Audi wanted the A8 L W12 to drive like a chauffeur would so the car was programmed to accelerate and brake smoothly.  This ensured Brühl and his girlfriend were as comfortable as possible.

Things appeared to have worked out as Brühl was visibly excited and remarked the car drove very smoothly and did "everything perfectly."

Audi Board Member for Technical Development, Dr. Ing. Stefan Knirsch, remarked “We have already proven that we can have piloted cars drive safely on a race track and on the expressway. At the Berlinale, we have now mastered a complex urban traffic situation with maximum ease.”

Audi A8 at Berlinale film festival shows off autonomous driving tech


Audi has been working on autonomous driving technology for years and it recently showed off its capabilities at the Berlinale film festival with an autonomous A8 chauffeuring movie star Daniel Brühl.

The autonomous A8 picked up the actor and his girlfriend Felicitas Rombold from their hotel in Berlin and drove them directly to the Berlinale Palast.

As Dr. Ing. Stefan Knirsch, Audi Board Member for Technical Development puts it, the company is now looking to prove its capabilities in the consumer autonomous car segment by showing off the capabilities of its autonomous driving platform as it cruises through the busy urban traffic. The milestone is huge considering that the automaker has already proved the capabilities of its platform on the race track and express way.

Using prominent architectural objects along the driving route, the platform makes decision about orientation and compares the information with a precise map. In turn, the Audi A8 L W12 synchronizes this information with data from its own calculation of its movements. This comparison enables the piloted VIP shuttle to drive safely.

Audi has been busy testing out autonomous driving technologies for years now and it was in 2009 when it first carried out tests at a salt lake in the USA. One year later, an Audi TTS conquered Pikes Peak in the Rocky Mountains without a driver. In 2013, Audi test platforms performed piloted driving for the first time on public roads in Nevada.

In the same year, the brand demonstrated piloted parking – the driver exited a car at the entrance to a parking garage, and the car parked itself autonomously. Later, the driver ordered the car back to the garage exit with a smartphone app.

Demonstrating just how dynamic piloted driving can be, an Audi RS 7 Sportback drove a lap at race pace on the grand prix race track in Hockenheim in October 2014. In the next year, Audi sent piloted test platforms onto public roads near the CES and CES Asia consumer electronics trade shows – from Silicon Valley to Las Vegas and in the urban traffic of Shanghai. In October 2015, engineers demonstrated automatic emergency evasive maneuvers in a test vehicle with moving obstacles in the urban environment.

The systems can make a valuable contribution toward safety in the future, especially when the driver is overwhelmed or underwhelmed by driving tasks. When used to temporarily assume driving tasks, the predictive technology makes driving more efficient, reduces stress and enhances comfort. In addition, it gives the driver greater freedom to organize his time in the car.

Google Self-Driving Cars Now Considered Drivers By NHTSA


In a landmark ruling, the National Highway Transportation Safety Administration (NHTSA) recently determined that Google’s Self-Driving Car Artificial Intelligence is now considered to be the “driver” of some of the first autonomous vehicles on the roads, The Guardian shares.

The official interpretation of the definition of a “driver” came in the form of a letter from the NHTSA in response to an inquiry made by Google as part of the Self-Driving Vehicle project and contains quite a few interesting nuggets, starting with an admission that the current standards are no longer sufficient:

“As self-driving technology moves beyond what was envisioned at the time when standards were issued, NHTSA may not be able to use the same kinds of test procedures for determining compliance.”

To arrive at the final interpretation, Google was pushing to understand how the current Federal Motor Vehicle Safety Standards (FMVSS) that govern the nuances of driving to ensure safety would be applied to Self-Driving Vehicles (SDVs). Google proposed the following:

1)     NHTSA could interpret the term “driver” as meaningless for purposes of  Google’s SDV, since there is no human driver, and consider FMVSS provisions that refer to a driver as simply inapplicable to Google’s vehicle design;

2)     NHTSA could interpret “driver” and “operator” as referring to the SDS; or

3)     NHTSA could interpret “driver’s position” or “driver’s designated seating position” as referring to the left front outboard seating position, regardless of whether the occupant of that position is able to control the vehicle’s operation or movements.

These definitions are especially relevant for Google, as it has taken an approach to self-driving vehicles that removes the typical user inputs that allow an occupant to drive the vehicle. You heard right — Google’s SDVs do not have steering wheels, brakes, or accelerators, leaving all of that to the car. This type of hard cutover to future tech makes sense, but does not allow for any transition period to autonomous driving, instead embracing the technology and optimistically leaning into the future.

Before you run off looking for a Google Car dealer or car service near you, it is important to realize that there is a key sticking point in the document — this definition is contingent upon achieving “Level 4” autonomous driving capability. The NHTSA defines that as (link to source PDF):

“Level 4 – Full Self-Driving Automation (Level 4): The vehicle is designed to perform all safety-critical driving functions and monitor roadway conditions for an entire trip. Such a design anticipates that the driver will provide destination or navigation input, but is not expected to be available for control at any time during the trip. This includes both occupied and unoccupied vehicles. By design, safe operation rests solely on the automated vehicle system.”

Ironically, this definition conflicts with the updated interpretation of “driver,” stating that the driver will provide the destination. :) An additional caveat in the interpretation was that the NHTSA would evaluate the software to ensure that it was sufficient to provide safety to the occupants, to other drivers and to the public. Considering how long it took for regulators to find the software-enabled emissions cheats that Volkswagen was just exposed for, this offers little comfort, especially when the SDVs are being programmed by the best and the brightest programmers in the world over at Google.

The interpretation also addresses and/or touches on many of the subtler points related to autonomous driving:

    Does the car need rear-view mirrors if the “driver” has no eyes? Interpretation: no need for rear-view mirrors as long as the SDV has “visibility” behind the vehicle equivalent or greater than a rear-view mirror would have provided to a human driver.
    Does the car need standard indicators, lights, and other “telltales” that are visible to the “driver?” Interpretation: because the driver is not human, there is no need for all of the visible indicators that are required in non-autonomous vehicles. Presumably, there might even be a few new standard indicators or signals added to tell the passenger(s) how the “driver” is doing, like “rebooting,” “stopping to recharge,” “please clean front sensor #1,” etc in the future.
   
Does the brake pedal have to be depressed (as a safety interlock) prior to allowing the vehicle to switch into drive mode because, y’know, Google SDVs won’t have a brake pedal? Interpretation: no need for this interlock, as it can all be handled through logic.
    Current regulation dictates that Electronic Stability Control performance be measured based on steering wheel position — how will performance of electronic stability control be measured in vehicles without a steering wheel? Interpretation: the NHTSA agrees that it will not be possible to measure performance based on the steering wheel position if there is no steering wheel but a suitable alternative will have to be identified. This is an encouraging interpretation, as it shows that the NHTSA is open minded in adapting to new tech, leaving room for the new technology to grow, evolve, and integrate into the current regulations.

This ruling is especially interesting, as it shifts the burden of liability from the vehicle owner or perhaps the occupant being carted around in a fleet vehicle… to the vehicle manufacturer. A 2014 study on the impacts of autonomous driving by Rand Corp cited (on page 111) a study by Gary Marchant and Rachel Lindor, The Coming Collision Between Autonomous Vehicles and the Liability System (2012, p. 1334), which outlined one such scenario:

“The technology is potentially doomed if there are a significant number of . . . cases, because the liability burden on the manufacturer may be prohibitive of further development. Thus, even though an autonomous vehicle may be safer overall than a conventional vehicle, it will shift the responsibility for accidents, and hence liability, from drivers to manufacturers. The shift will push the manufacturer away from the socially optimal outcome—to develop the autonomous vehicle.”

It is obvious that we are at, or fast approaching, an intersection where human drivers relinquish control of personal transportation into the hands of not a centralized human driver or conductor but, for the first time in automotive history, to artificial intelligence. These recent interpretations not only open up restrictions on manufacturers, but really open up current regulations to allow manufacturers to start playing with autonomous driving technology in the real world.

Let’s all just hope that these manufacturers put enough miles into their tech to ensure there aren’t any failures out in the real world, as it’s anyone’s guess how one accident (or even worse — a fatality) caused by autonomous driving technology would impact the progress that has been made so far.

In Nissan autonomous driving future, even the office chairs park themselves

We're all for technological advancement, but self-arranging office furniture may well be taking things too far. Let's put that argument to the side and step into Nissan's world to imagine, just for one second, how simple might life be if you could, say, stand up from your desk right now and not even have to worry about pushing in your chair?


Nissan's Intelligent Parking Chair is "inspired by" the company's self-parking technology. Just as some of the its cars can steer themselves into a desired parking spot, so too can its chairs neatly slide into their designated positions at the board room table thanks to sets of powered wheels housed inside a circular base.

The layout of the room is pre-programmed into the system, with each chair assigned a spot at the table. When prompted, which according to the video below seems to involve only a clap of the hands, motion detecting cameras in each corner of the room identify the location of each chair and the software then guides them back to their original position.


While it makes for a quirky promo, there's no talk of actually making such furniture available, and that's probably for the best. Our mothers would be ashamed.

Driverless Cars Are Inevitable And Necessary

Our nation’s highways are teeming with automotive gridlock. Everyday commuters are backed up bumper-to-bumper, many of whom are driving alone to and from work. Public transportation is either unavailable, inconvenient or frankly just too awful to be a viable option for many.


Traffic is a serious problem. It compromises our safety, damages an already fragile environment and hinders us economically.  And continuously expanding our roadways to get another lane of traffic isn’t going to solve it.

But imagine a scenario where we are able to share cars that pick us up at our house, and whisk us off to work while we check our morning emails.  Microsoft has researched predictive analytics that would ensure passengers have a seamless entry and exit to their daily commute, and that the most efficient routes were always chosen. This is the potential of the driverless automobile, the ambitious and disruptive technology that Google and many other automotive giants are pushing forward with rapid fervor.
More Than Safety

But not everyone is excited about the prospect.  Like many innovations, late adopters tend to be critical of technology in the beginning and often misapply the utility rationale for the new developments. For example, much of the purported reasoning for autonomous vehicle technology is safety. Although safety is required to a new standard with autonomous vehicles for obvious reasons, this is not the only reason for the development of driverless cars and really misses the point. This premise ignores the economic, utility, and environmental factors that are pushing these advancements. Autonomous vehicles are the obvious inevitable step in the evolution of American transportation, and they solve many issues that compound our transportation problems, most notably, traffic.

Innovation is the product of necessity, and along the way there will always be resistance. The car was originally resisted because many people didn’t understand the need to move away from the horse. And beyond those who benefited from a reduction in saddle sores, the automobile catalyzed the airplane, made radio technology advance for in-dash availability as well as trucks. We can take the example all the way to satellites and rockets. My point here is that it’s impossible to foresee the spin-offs that innovations will have, and when innovation is created out of a need, it’s merely the first ripple.

It’s easy for critics to reduce  this innovation to a fancy and needless development. However, driverless cars present a real and necessary step towards the solutions to many of the problems that plague our nation’s transportation infrastructure; not to mention the problem of distracted drivers in this modern age where our displays and our gadgets are competing for our attention.

It is true that if we were to become reliant on driverless autos, it might make us less experienced and perhaps more dangerous drivers in the event that we are forced to actually take the wheel ourselves.  After all, Americans certainly became less adept at riding their horses after the introduction of the automobile over a century ago! But it’s quite likely that uninterested amateur motorists would simply chose to let their robot friend do the piloting, and the fact that there might occasionally be uninterested and unskilled drivers behind the wheel isn’t really a change from the current situation, is it?

Better Driving

The other consideration that driverless auto skeptics point out is that a shift to robot drivers will cause something crucial to be lost: driving is fun!  And it’s certainly true that the freedom of the open road and the pleasure that comes from driving a powerful automobile across our nation’s byways is distinct slice of Americana that nobody wants to see eliminated – but there’s no reason for that to ever be eliminated. Driverless automobiles needn’t replace pleasureable joyrides, instead it will replace the drudgery of bumper to bumper commutes. This is the logic behind Volvo’s Concept 26.

In reality, it will only increase our ability to enjoy the freedom of “cruising” by diminishing the ways in which we are day-to-day slaves to our cars..

Over €3 billion needed to prepare Spanish roads for driverless cars



An engineer with German car giants Bosch says Spain needs to invest at least €3 billion in its infrastructure before introducing driverless cars.

Maria Belen Aranda Colas told a Madrid conference that huge sums are needed to update road signs so cars can anticipate diversions or closures.

Arguably, it’s worth it: “An 80% average improvement could be achieved in traffic, and drivers could recover nearly one hour which they lose each day driving their current cars,” said Colas.

The Spanish engineer said extra funds would also be needed to update and maintain the signs each year.

In November, a Citroen C4 Grand Picasso became the first driverless car tested in Spain, travelling 373 miles on motorways from Vigo to Madrid.

What happens when a self-driving car encounters snow?


Last year, in a Detroit-area parking lot, the driving seemed hopeless. Sam Abuelsamid sat in a new Kia Sedona minivan with some of the most advanced driver’s assistance features on the market, and all it would do was beep at him uselessly.

Snow was falling and the van’s rear parking assist camera was covered with ice; the ultrasonic sensors that warn of nearby objects were pinging off the snowflakes.

“We’re a lot farther from general use self-driving cars than those in Silicon Valley would like you to believe,” wrote Abuelsamid in a Facebook post at the time. “I had to turn off the parking assist because the falling snow was triggering the ultrasonic sensors causing the system to beep continuously while there was nothing around the vehicle.”

Abuelsamid knows about these things. He’s a senior automotive analyst with Navigant Research, and the Kia was a tester on loan for him to experience its features. Most of the time, he was impressed with it staying in its lane and keeping its distance from other vehicles, but when it snowed — that all became useless.

“I’m sure we’re farther ahead now, but I don’t know how much farther,” he says today. “There are always advances happening, but they’re probably closer to small steps than giant leaps.”

But yes, there are small advances for autonomous winter driving being made all the time. This year’s new Mercedes-Benz E-Class, for example, has heated radar covers that are coated with a special plastic film for protection from ice and rain. It means the radar still works in bad weather so the car can recognize guardrails and even follow other vehicles on the road through snow and storms.

This was developed after extensive winter testing in Sweden, says Michael Hafner, Mercedes’s Director of Driver Assistance Systems and Active Safety.

Normally, the car uses both its cameras and radar to follow lane markings and detect objects on the road, but “if the conditions are degrading, because of snow or rain or whatever, other objects can grow more dominant,” says Hafner. Those can be guardrails or signs or any structure, and even a changing road surface.

“We include many of these parallel structures in our (mapping) records, and the level of accuracy is high enough now that we know where the road goes, and we can keep under control on the road.”

Last month, Ford took its testing a step farther after a snowfall at the University of Michigan’s Mcity proving ground. The 13-hectare facility has a network of roads and intersections set into a fake town for safely testing vehicles.

“One of the real challenges is to understand the things that we don’t understand. Going into snow falls into that,” says Jim McBride, Ford’s Technical Leader of Autonomous Vehicles.

“We were looking for an opportunity to have snow fall on the ground and go out and drive, and say look, we don’t see the painted lines, we don’t see the crosswalks, we don’t see any of that, but we see the rest of the world around us, and that’s really what enables the vehicle to know where it’s located.

“There were no surprises whatsoever — the vehicle did exactly what it’s supposed to do.”

The Ford Fusion Hybrid was considerably more advanced than any current production vehicle, however. For one thing, it’s equipped with spinning Lidar sensors on the roof, which emit laser light for up to 65 metres that creates a highly accurate computerized 3D image from the reflections.

This light bounces off raindrops and snowflakes, but the computer is smart enough to recognize them as such and does not let them affect the image.

The test car also reads from a mapping program so detailed and accurate that it can place the vehicle within a centimetre of its location at any moment. Normal GPS is only good for a metre or two. Like a blind person walking through a familiar room, it knows exactly where everything is; should anything change, the Lidar will inform it.

Google’s driverless car operates in a similar way, and the company says it’s now testing it in “rainy and snowy conditions,” but has not reported on its progress.

McBride is optimistic these “enabling technologies” are close to production, perhaps within five years. So is Hafner, who acknowledges 2020 may be “the magic year.” Not for totally driverless cars, perhaps, but for much more autonomy than now.

Abuelsamid is not so sure. “If your Lidar sensor is covered with road salt, it doesn’t matter how good it is,” he says. “Autonomy’s not going to happen overnight — it’s going to take a while.”

The Powerful Brain Behind Driverless Fleets Is Already Being Built


That day in the future when you get inside a self-driving bus to get to work, you’ll assume that the bus is programmed to drive you there as efficiently and safely as possible. Software will have replaced the driver who does that today. Perhaps more importantly, software will have also replaced those managing scores of busses at a control centre. Robin North is building the latter technology that will control those fleets from the mothership.

North and three other engineers spun out Immense Simulations from their British-government funded research group and are selling software that can coordinate thousands of driverless vehicles at once. Such cars will be “strategically autonomous” he says, because they’ll be synched up as part of a huge network.

Immense is targeting traditional fleet operators, city authorities like Transport for London and other new technology companies keen to enter the fledgling market.

Its software (pictured below) runs on a cloud-based, simulation platform from London startup Improbable. The platform can host large-scale, detailed simulations of cities, which allows Immense to simulate how cars would react to changes in the weather, pedestrians or other cars on the road.

Immense was one of the first companies to work with Improbable last year when the latter company first introduced its Spatial OS platform to early clients, many of whom were game developers.

“We were some of the first people through the door,” says North. “We set ourselves a challenge of, ‘Ok, you can do a big, scaleable, virtual world. Can you do a real one with millions of entities? What happens if you try and simulate Manchester?’”

Driverless cars: a project to study in Ontario

(Ottawa) The driverless cars on Canada’s roads? The idea is already in his small Ontario merry way, where since January 1, an ambitious pilot project was launched to test the new technology. But the federal Minister of Transport Marc Garneau wants a parliamentary committee evaluates the advantages and disadvantages of having automated vehicles on the roads.


Mr. Garneau testified Wednesday before the Committee on Transport and Communications of the Senate to explain the main priorities of his ministry. In passing, he invited members of the Senate committee to conduct a comprehensive study on the use of automated vehicles.

While technology giants like Google have already used driverless cars on over a million kilometers in California and Texas, Ontario last October became the first jurisdiction in Canada to allow testing of such vehicles on its roads. The pilot project began in early January and should be spread over 10 years.

According to Minister Marc Garneau, automated cars could be the way forward. The automaker Toyota announced last fall that he cherishes the ambition to market a car without a driver in Japan 2020. And the Institute of Electrical and Electronics Engineers predicts also that autonomous vehicles will account 75% of all vehicles on the road by 2040 ….

But before we get there, Mr. Garneau believes the government has a duty to examine this issue from several angles. Hence his decision to invite the Senate committee to conduct a study in due form.

“This is a new field that is booming. There is a lot of research and there is a need to address issues of regulations, responsibilities, respect for privacy because many of the technologies used in wireless use and can be intercepted. I think the expertise of the Senate committee would be put to use in my ministry and my mandate, “Mr. Garneau said in an interview with La Presse.

“This is a technology that is new. We are all used to drive our own cars. But there is a lot of potential. automobile accidents could be reduced. In 2013, collisions on Canadian roads have over 1,900 deaths and over 10,000 seriously injured. So the advantage of an automated vehicle is that the person does not fall asleep at the wheel, the person is never drunk driving, then this may be safer and reduce auto accidents significantly ” , added the Minister.

Mr. Garneau, who is willing to test an automated vehicle if the opportunity arises, also believes that this could reduce the environmental impact of cars. “There are a lot of people driving inefficiently between the pedal on the gas pedal and the brake. There is a lot of waste gas, “said he said.

In Ontario, where the heart of the automotive industry in Canada, the Liberal government of Kathleen Wynne believes the pilot project that began on January 1 could yield long-term dividends for the sector. His government has also decided to invest $ 500,000 more in the research program on connected and autonomous vehicles, in addition to funding of $ 2.45 million already allocated.

In the Kitchener-Waterloo, a hundred companies are already hard at work in the automated vehicle sector, according to the Ontario Ministry of Transportation. So the pilot project will enable them to conduct research and development activities in the province instead of traveling to the US for example to perform large-scale tests on the roads.

OPERATION

Automated vehicles can detect the surrounding environment thanks to artificial intelligence, sensors and contact information provided by the positioning system. So they can circulate without driver. In Ontario, the government, however, agreed to launch the pilot project provided a driver remains in the vehicle to take control if a glitch occurs.

The Ontario government has argued that the connected and autonomous vehicles could improve energy efficiency and reduce traffic congestion, emissions of greenhouse gas and accidents caused by human distraction.

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Want a job at Google new self-driving car company? Theyre hiring



Alphabet, the holding company for Google, is pushing forward with plans to spin-out its self-driving car project into a standalone business making and marketing autonomous vehicles, according to new job listings.

An advert posted last week for a marketing manager reveals that Alphabet – now the world’s most valuable technology company – intends to bring “self-driving cars to market” and “apply [a] new brand identity” after the project “graduates” from the company’s secretive X division, dedicated to moonshot projects such as airborne power generators and drones providing internet access.
Google computers qualify as drivers in automated cars, US government says
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A job posting for an operations manager talks about building automated assembly lines and managing manufacturing partners, while another for a manufacturing process engineer involves “designing factory assembly stations … automating critical manufacturing processes and approving fixture designs used in the assembly of electronic modules for the self-driving car.”

“Obviously, they are planning to scale up,” says Mark Stevens, a former plant manager for General Motors and now a project manager at the Centre for Automotive Research. “But they are planning to stay with plastics, polymers or some sort of composite material.”

Many of the jobs listed require experience of working in Asia, which Stevens think suggests that the new company will outsource the manufacture of tooling to build the next generation of autonomous vehicles.

Self-driving cars will not be the first project to be spun out of Alphabet’s X division. Verily, focusing on life sciences, left Alphabet last year to develop diagnostic contact lenses, robotic surgery tools and clinical software.

But the departure of self-driving cars goes against Google’s earlier talk of partnering with established global car makers. In an interview with Reuters last year, Chris Urmson, the project’s technical lead said, “The biggest auto manufacturers [have] got a lot to offer. For us to jump in and say that we can do this better, that’s arrogant.”

Last summer, the Guardian revealed that Google had quietly set up its own car company, Google Auto LLC, to make a few hundred prototypes of self-driving cars. Those plans seem to now have advanced to the point where Alphabet envisages an increase in manufacturing.

A materials program manager will be “responsible for planning, procuring, warehousing, and conveying advanced materials across a global supply chain,” with projects that “will span time zones”.

Meanwhile, a marketing manager with experience of “large scale product launches” will be helping to “win the hearts and minds of local communities, opinion formers and governments”.

However, Stevens does not believe that the adverts indicate a shift to mass manufacture just yet. “Composites are typically not deployed on high volume vehicles,” he says, “And Google’s specifying of expertise in the accuracy and utilization of assets also implies lower volume production.”

It looks as though Google will not jump straight into selling passenger vehicles to consumers, a notoriously competitive and price-sensitive market.

More likely is that Google will start by offering robotic taxi services in cities that already welcome autonomous vehicles. Austin, Texas, would fit that bill. Google has been testing its self-driving cars there since July 2015, and the state has no special rules or regulations for driverless cars.

In January, Kara Kockelman, a professor of engineering at the University of Texas at Austin, published a paper describing a possible shared autonomous vehicle system in Austin. The system would use 400 fully driverless electric vehicles to take passengers to their destinations from 10 fixed recharging stations.

Kockelman calculated that such a system could provide trips at less than half the price of today’s Uber or cab services, and reduce congestion by displacing over 5,000 traditional vehicles. Kockelman received a $70,000 research award from Google in 2014 for research into autonomous vehicles, but says that her current paper is just a coincidence.

Google declined to comment on future plans for its self-driving cars.

Google posts 36 jobs for autonomous cars


After months of speculations, testing, and controversies, the self-driving car by Google seems to be in a full swing. Earlier this week, it got a major boost recently when  US vehicle safety regulators accepted its AI-powered tech as drivers under Federal Law. And now Alphabet has posted dozens of jobs (36 to be precise) related to the Google X car project.

A majority of these jobs are related to the manufacturing positions in addition to managerial positions. These are in the field of operations, supply, materials, and marketing. The positions include engineers who can work on motion control, displays, robotics and sensors.

In addition to it, there are vacancies for a manufacturing process engineer, manufacturing supplier quality engineer, and mechanical global supply chain manager. A look at the job descriptions of these positions gives a more detailed insight into the Google’s plans to manufacture self-driving cars.

The manufacturing process engineer will be responsible for designing factory assembly stations, optimizing production floor layout, automating critical manufacturing processes and approving fixture designs used in the assembly of electronic modules for the self-driving car.

The manufacturing supplier quality engineer will be responsible for creating and approving manufacturing inspection processes, equipment, tools gauges and fixtures for raw material, mechanical components, and mechanical assemblies. A mechanical global supply chain manager will look after  manufacturing development execution and other tasks.

Apart from these manufacturing positions, Google has also posted jobs in marketing. For instance, a marketing manager is required to shape go-to-market strategy and storytelling to win hearts and minds of community members, influencers, and governments.

The majority of jobs in the field of manufacturing may come as a surprise to some because Google had previously said that it would partner with other automobile companies for making the cars implying that it might only work on the software side and tech behind the cars.

In fact, there have been strong rumors of a partnership between Google and Ford for developing self-driving cars. Ford was also expected to announce such deal at the CES 2016 which took place last month.

And Ford did reveal its plans of developing high-tech cars and their ongoing research in autonomous cars but there was no mention of Google.

Last year in September, Google had hired former Hyundai head John Krafcik to hire its self-driving car division indicating that it may also work towards developing the hardware side of cars.

Last month, Krafick shared the company plans to form partnerships with established carmakers and suppliers in 2016 to accelerate the work in self-driving cars.

Want to work on Google’s self-driving car project? 36 New job-listings are up …



The Guardian spotted a slew of new job listings for Google’s self-driving car project, ranging from a marketing manager to manufacturing process engineers. In all, the company has advertised 36 jobs in the autonomous car division – though none of them are for (non-) drivers …

While some of the posts relate to manufacturing, there’s no reason to think the company has changed its position on partnering with existing car manufacturers for commercial roll-out. Former GM plant manager Mark Stevens notes in the piece that the manufacturing and procurement posts relate to plastics, polymers and composite materials that are more typically used in prototype vehicles than in volume production

Recent pointers have suggested that Google may initially be targeting taxi operations, one recent academic paper cited estimating that self-driving vehicles could offer Uber-style services at less than half current rates.

For once, it appears that the government may be aiming to keep up with technology, Obama’s administration recently proposing a $4B spend to tackle the legal barriers to the rapid rollout of self-driving cars. Other countries also want in on the action, UK transport chiefs said to be in “active discussions” with Google about beginning tests on London’s roads.

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Autonomous Cars Change Every Industry, Even Yours


Though your company may still be adapting to social media technologies or Collaborative Economy disruptions, even more business model changes are coming. New autonomous technologies on the horizon are triggering greater acceleration of innovation programs to keep up. Google, Uber, Apple, Lyft, Tesla, BMW, Ford, Volvo, Yamaha, Mercedes, and other car manufacturers are working on producing self-driving cars, and the industry impacts will reverberate.
At Crowd Companies, we're focusing on the autonomous world as the next phase of the Collaborative Economy, and define it asfollows:

Autonomous World: A future state when intelligent technology systems, operating without human participation, enable new business models in a more efficient society.

These intelligent technology systems can take the form of many hardware and software products, including self-driving vehicles, drones, and other artificial intelligence. The Autonomous World is our futuristic vision, with society experiencing an inevitable "semi-autonomous world" with minimal human interaction before fully autonomous systems are operable and dependable.

That's right, the human drivers of taxis or Ubers will be cut out by robots who can do it better. Uber's CEO elaborates further in BusinessInsider as to why they're developing self-driving cars. Alphabet (formerly Google) is leading the way in self-driving car testing, and today it was even announced that autonomous cars could be considered"drivers." Meanwhile, GM is close behind with its recent $500 million investmentin the development of an autonomous fleet utilizing Lyft's platform exclusively.

Silicon Valley tech companies like Uber, Google, Tesla, and Apple are heavily investing in these autonomous cars, leading with a technology approach rather than with a traditional Motor City approach. Meanwhile, Detroit and other car manufacturers are opening up labs and innovation centers in Silicon Valley as they, too, strive to integrate tech.

Feds Approve BMW Driverless Self-Parking System

One immediate beneficiary of this week’s announcement by U.S. Transportation Secretary Anthony Foxx that the feds would pony up a proposed $4 billion and otherwise grease the wheels to allow quicker adoption of autonomous driving technology is BMW.


That’s because the National Traffic Safety Administration said it would allow the automaker to bring its novel self-parking system offered in the redesigned-for-2016 7 Series to the U.S.

Here, after shutting off and exiting the vehicle, an owner uses the key fob, which packs a tiny video screen, to remotely pull the flagship sedan into a garage or a very narrow parking space on a fully automated basis and back it out later. The idea is that it precludes having to contort oneself into or out of the car with only minimal room for the doors to open. The feature had been banned here because of a federal safety regulation originally intended to prevent unintended acceleration that requires U.S. drivers to physically hold down a car’s brake pedal in order to shift it out of park. Other self-parking systems require the driver to physically shift gears and modulate the brake pedal.

Still, BMW’s latest system has a way to go before it can pull the car up to an owner’s front door upon command. As it stands, the driver has to leave the 7 Series straight and centered in front of the parking space or garage. Movements are monitored and modulated via a series of sensors, though the driver can bring the vehicle to a controlled stop if necessary should things not go 100% as planned.

BMW successfully petitioned the agency to make an exception to the rule as part of its newfound efforts to change existing rules – some of which have been on the books for over half a century – to help advance the development and adoption of self-driving cars. “In 2016, we are going to do everything we can to promote safe, smart and sustainable vehicles,” Foxx stated earlier this week at the North American International Auto Show in Detroit. “We are bullish on automated vehicles.”

Google artificial intelligence becomes first non-human to qualify as a driver

Google self-driving car system has been officially recognised as a driver in the US, paving the way for the legalisation of autonomous vehicles.


Google asked the US National Highway Traffic Safety Administration (NHTSA) for clarification on its self-driving vehicles, after the US announced plans to increase the number of driverless cars on its roads.

The government agency said that it would classify Google's artificial intelligence system as the driver of its cars.

The move is seen as a first step towards changing the law for cars that have "no need for a human driver", so that they can meet safety standards for driving on public roads without a steering wheel or conventional brake pedal.

"NHTSA will interpret 'driver' in the context of Google's described motor vehicle design as referring to the self-driving system, and not to any of the vehicle occupants," explained the government agency in a letter, which has now been published online.

"We agree with Google its [self-driving vehicle] will not have a 'driver' in the traditional sense that vehicles have had drivers during the last more than one hundred years."

Google on hiring spree at driverless car unit



Google is boosting hiring for its self-driving car project as it looks to accelerate the drive to bring the vehicles to market.

There are 36 job listings by the Alphabet (GOOGL)-owned company from marketing to manufacturing jobs, highlighting how Google sees its role in the future of the auto industry.

One listing for a marketing manager expects the person to shape a "go-to-market strategy and storytelling to win hearts and minds of community members, influences and governments".

Another role for a manufacturing process engineer lays out responsibilities which include "designing factory assembly stations, optimizing production floor layout, automating critical manufacturing processes and approving fixture designs used in the assembly of electronic modules for the self-driving car".


There are a number of roles that focus on engineering and operations. Google has previously said that it was not looking to make cars, but instead partner with auto companies that could use its technology. However, the list of jobs shows that Google is focused on hardware too, though exactly how that might manifest itself is unclear.

Google has been bolstering the autonomous vehicle unit since last year. In September, the company appointed former Hyundai Motors America chief executive John Krafcik to head the driverless car division .

And the project got a huge boost after key U.S. regulator, the National Highway Traffic Safety Administration, said that the computer controlling the self-driving car should be legally defined as a "driver" rather than a human.

Along this vein, Google is hiring a policy analyst to "handle our various product agendas with policy makers inside and outside government".

Another interesting post is the role of head of real estate and workplace services who will "collaborate across sites to share best practices, increase efficiency, and put foundations in place for programs that scale seamlessly with growth". The job hints that Google may not be done hiring yet and could increase its physical presence for the project.

Google is currently testing its driverless cars in Mountain View, California, Austin, Texas and now Kirkland, Washington . The vehicles have driven over 1.3 million miles autonomously.

Apple supplier ARM gears up for autonomous cars


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Connected and driverless cars are a "great opportunity" for the chipmaking industry, according to the chief executive of British semiconductor company ARM Holdings, after reporting a surge in earnings.

ARM, which is a supplier to many device manufacturers including Apple, reported a 14 percent rise in revenue in the fourth quarter of 2015 to $407.9 million. Profit before tax was up 17 percent to £138.7 million ($200.7 million) year-on-year. Royalties for its technology surged 31 percent on the year.

Speaking to CNBC after the results, ARM CEO Simon Segars, said that the increasing amount of chips in cars is a big focus for the company.

"One particular interest right now that's growing strongly is automotive. We look at the future of that and see the potential for a hundred times growth in computing power in cars which is pretty similar to what we've seen over the past five years in smartphones," Segars said.

"In terms of the market that we can address in 2020, we see that as a $15 billion silicon market which when you do the maths, works out to about $150 of silicon per car. Now you compare that to a smartphone…its' about seven to eight times the silicon content, so great opportunity to us."

Chipmakers are looking for new streams of revenue as the sales of smartphones start to slow -- the auto industry has shown much promise.

 Established carmakers as well as technology companies such as Google have all been touting the potential of connected and driverless cars. These vehicles will contain a vast number of chips and sensors in order to recognize the world around it and take autonomous decisions such as emergency braking.

Segars added that while margins on some of those chips will be "very inexpensive", the ones that will be doing the "real computational thinking" such as identifying emergency situations, would "command pretty reasonable margins".

The chief executive's comments come as ARM warned in its earnings outlook that "increased economic uncertainty may influence consumer and enterprise spending, potentially impacting semiconductor revenues and industry confidence". Shares were down over 5 percent.

Segars said that while semiconductors for cars might not be an immediate revenue driver, the company invests in future technology.

"Royalties that are generated today are from products that were in R&D maybe as much as 10 years ago, in some cases 20 years ago. So we really do take a long term view on investments," Segars told CNBC.

ARM is not the only technology firm hoping to get its products into future cars. Processor firm Nvidia, South Korean electronics giants Samsung and LG and Canada's BlackBerry are among some of the companies hoping to take a slice of the developing connected and driverless auto market.

Autonomous cars will prevent 95% of all traffic collisions

Autonomous cars engender some strongly held opinions but experts say there is one thing beyond argument - we don't have much choice in the matter, they're coming.


However, we could be waiting some time: all UK cars predicted to be 'highly autonomous' by 2040, but the nation's vehicles won't be fully driverless until 10 years later.

And when this does happen in 34 years time, 95 per cent of today's traffic collisions won't take place, the Institution of Mechanical Engineers has suggested.

IMechE said fully autonomous cars are further away than many people may have expected as part of its latest driverless vehicle report released on Thursday.

While testing is well underway in the US, Tesla has already launched a part-autonomous system and the UK Government has a dedicated fund to speed-up the development of driverless vehicles, the institute said there will be no 'Big Bang' for the technology, rather a process of increasing levels of automation over a number of years.

But in order for this to take place, IMechE warned there are societal questions that need to be addressed so that driverless cars are accepted by the public and legally able to travel on UK roads

Part of these changes include forward-thinking for how insurance will work for vehicles in the future - something that'll be discussed in March by 11 major UK insurers making up the new Automated Driving Insurer Group, created to discuss industry-related issues linked to the emergence of autonomous cars.

Philippa Oldham, head of transport at the Institution of the Mechanical Engineers and lead author of the report, said: 'We need to urgently resolve legislative, technological and insurance issues to help encourage the rollout of autonomous or driverless vehicles.

'The benefits to this sort of technology are huge, with estimates that the overall UK economic benefit could be as much as £51 billion a year due to fewer accidents, improved productivity and increased trade.

Currently 95 per cent of all crashes happen due to driver error, so it makes sense for Government, industry and academia to redouble efforts to look at how we phase out human involvement in driving vehicles.'

Earlier this month, the Government announced it is pushing ahead with 'landmark' plans to ramp up driverless car technology by pumping £20 million into eight autonomous-vehicle projects.

The sum is part of the £100 million Intelligent Mobility Fund pot, which had been setup to support a range of programmes currently working to develop driverless tech.

One of these projects includes tests of connected and highly-automated cars by Jaguar Land Rover staff on 41 miles of public roads around Coventry and Solihull.

However, Oldham has called for more Government action to speed-up an autonomous car environment in the country.

'There needs to be much more action from Government to help integrate driverless vehicles into the current UK transport network, ' she added.

'This will include updates and standardisation to road signage and road markings to enable these driverless vehicles to operate in the safest way possible.

'There is also a role for the car dealerships and vehicle manufacturers as they will need to clarify how they will provide the greater level of after-sales care, technical updates and upgrades that will be required to ensure the safe introduction of these vehicles on our roads.

'Much more work needs to be done to clarify regulation and insurance issues, such as where liability lies in case of an accident.'

IMechE's report was released a day after U.S. vehicle safety regulators said the artificial intelligence system piloting self-driving Google cars could be considered the driver under federal law, a major step toward for potential approval of autonomous vehicles on the roads across the Atlantic.

The National Highway Traffic Safety Administration told Google in a written letter that it will interpret 'driver' in the context of Google'scar design as referring to the self-driving system and not to any of the vehicle occupants.

The NHTSA's letter said: 'We agree with Google its (self-driving car) will not have a 'driver' in the traditional sense that vehicles have had drivers during the last more than one hundred years.'