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Driverless Cars / Trucks

Discussion in 'Auto, Tractor, Motorcycles, Racing, and Mechanics' started by searcher, Aug 30, 2016.



  1. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    Now robots are taking jobs from BIN MEN: Volvo launches automated garbage trucks in Sweden
    • The trucks will make picking up rubbish safer, swifter and more efficient
    • Sensors guide the truck around obstacles as it follows a pre-determined path
    • The truck reverses itself between bins allowing the 'driver' to walk alongside
    • But the vehicles will cut the manpower needed for the job


    Read more: http://www.dailymail.co.uk/sciencetech/article-4545718/Volvo-unveil-automated-garbage-trucks.html#ixzz4iIzFhdKN
    Follow us: @MailOnline on Twitter | DailyMail on Facebook
     
  2. Rollie Free

    Rollie Free Midas Member Midas Member

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    Fwiw,
    My brother has a B stock in Warren Buffet's Berkshire Hathaway. So since the annual stakeholders meeting is up the road he takes the opportunity. Buffet said to get out a of any car insurance stock.

    One wonders then where the liability will be. Single payer car insurance next?
     
    edsl48 and searcher like this.
  3. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    Texas poised to be next to allow autonomous testing
    No driver will be required for trials on public roads.

    May 30, 2017 Neil Abt | Fleet Owner

    [​IMG]
    A bill approved by the Texas legislature paves the way for testing of fully autonomous vehicles on public roads. (Photo by Daimler)

    Related Media
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    Report: Autonomous technology can cut commercial fleet costs


    Texas is poised to become the next state to allow testing of fully autonomous vehicles on public roads after the state’s legislature approved a bill creating the basic framework manufacturers will need to follow.

    The legislation was passed by the House on May 20. That approval came several weeks after the Senate unanimously backed the measure. Once signed by Gov. Greg Abbott (R), it will become law as of Sept. 1.

    "The Texas economy fosters innovation," said Sen. Kelly Hancock, author of the bill and chairman of the state Senate Business and Commerce Committee. "Automotive technology is advancing at a rapid pace, and we need to be prepared for it."

    Popular Now
    How freight is priced and paid for is changing fast

    Daimler recalls nearly 700 Freightliner, Western Star trucks

    Report: Driverless trucks will eliminate millions of jobs



    Texas did not previously prohibit autonomous vehicles; there has already been limited autonomous testing near the cities of Dallas and Austin. However, the legislation was meant to clarify the expectations and liabilities concerning the emerging technology, Hancock said.

    The bill allows testing fully autonomous vehicles on public roads, provided the vehicle is in compliance with all federal laws, is registered in the state, has proper insurance and includes a data recorders.

    It also will not “require a licensed human operator to operate a motor vehicle” but the “owner of the automated driving system is considered the operator,” and could be held responsible if there is an incident. The legislation also prohibits local entities from imposing their own rules or fees for autonomous testing.

    According to research from the National Conference of State Legislatures, 15 states already have approved legislation allow some form of testing of autonomous vehicles. Governors in several other states have signed executive orders related to autonomous vehicles.

    Peterbilt Motors, based in Denton, TX, has been testing autonomous trucks on closed test tracks in the state for a number of years. Fleet Owner’s most recent visit to Texas to view Peterbilt’s development was in December 2015.

    http://fleetowner.com/technology/te...m=email&elq2=3b2420fa3af147f582fbeb95bbf6e74e
     
  4. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    Report: Driverless trucks will eliminate millions of jobs
    Joint study predicts a 50% to 70% cut in truck driving jobs in the U.S. and Europe due to self-driving technology by 2030.

    May 31, 2017 Sean Kilcarr | Fleet Owner

    [​IMG]
    “Automation in trucking demands a managed and just transition.” —Steve Cotton, General Secretary of the International Transport Workers’ Federation. (Photo: Daimler AG)

    Related Media
    [​IMG]
    Road to driverless trucks clogged with unanswered questions


    A new joint report issued by four European transport groups estimates that between two million to 4.4 million truck driving jobs in the U.S. and Europe could become “redundant” and thus be eliminated in just 13 years if efforts aimed at widely deploying self-driving commercial vehicles are successful.

    This new study – entitled Managing the Transition to Driverless Road Freight Transport and prepared jointly by the European Automobile Manufacturers’ Association (ACEA), the International Transport Workers’ Federation (ITWF), the International Road Transport Union (IRU), and the International Transport Forum (ITF) – noted that driverless trucks could be a regular presence on many roads within the next decade, as they are already operating in “controlled environments” such as ports or mines, awhile undergoing testing on public roads in both the U.S. and European Union.

    “Manufacturers are investing heavily into truck-automation technology, while many governments are actively reviewing their regulations to understand what changes would be required to allow self-driving vehicles on public roads,” noted José Viegas, the ITF’s Secretary-General, in a statement.

    He pointed out that automated trucks would enable cost savings, lower emissions and safer roads, while also addressing what Viegas called the “emerging shortage” of professional drivers faced by the trucking industry, particularly in Europe.
    [​IMG]


    The cost savings derived from a switch to driverless trucks are of keen interest, too, as labor currently accounts for an estimated 35% to 45% of operating costs of road freight in Europe, he noted.

    And that’s before the impact of the driver shortage is calculated. Without driverless trucks, around 6.4 million truck drivers are projected to be needed across the U.S. and Europe by 2030, according to the report – while fewer than 5.6 million are expected to be willing to work under what the study described as “current trucking conditions.”

    The report went on to note that majority of those currently working as truck drivers “are in the later stages of their careers,” with few women and younger men choosing trucking as a profession.

    “The adoption of driverless trucks is likely to reduce demand for drivers at a faster rate than a supply shortage would emerge,” the study concluded.

    Along similar lines, James Arbib, co-founder of independent research group RethinkX, is working on a similar trucking study that examines the impact of not just self-driving technology but a changeover to electric propulsion as well – mirroring the group’s recent report for light vehicles entitled Rethinking Transportation 2020-2030: The Disruption of Transportation and the Collapse of the ICE Vehicle and Oil Industries.

    Arbib told Fleet Owner that the “move to autonomy” in trucking will address one of the three “big costs” of commercial vehicle operation: driver wages, fuel, and maintenance.

    While he stressed human drivers will still be required to operate large trucks, especially in dense urban areas for “last mile” deliveries, automation will allow for far higher truck utilization rates and for use at times when highway traffic is minimal, which will improve safety.

    Yet he echoed the conclusions of the ITF-led driverless freight transport report, stressing that automated trucks “will hit like a train” and result in millions of job losses if the trucking industry does not prepare itself.

    [​IMG]
    Photo: Daimler AG


    Indeed, the ITF-led driverless truck report emphasized that solving the shortage via the broad adoption of autonomous technology will lead to deep cuts in available truck driving positions in the U.S. and Europe alike.

    All told, out of the 6.4 million truck driver jobs expected to be available by 2030, the report found that between 3.4 million and 4.4 million would “become redundant” if driverless trucks are deployed quickly.

    Even accounting for prospective truck drivers being “progressively dissuaded” by the advent of self-driving commercial vehicles, over two million drivers across the U.S. and Europe could be “directly displaced” by 2030 in some of the scenarios examined for this joint study.

    “While truck drivers are typically flexible, self-reliant and able to concentrate for long periods, their relatively low education level and potential automation in other sectors puts them at a high risk of extended periods of unemployment,” the report noted.

    On top of that, financial support for those displaced workers in developed economies may prove to be inadequate given the potential speed and scale of job losses, the study emphasized.

    “We must avoid excessive hardship for truck drivers and ensure the gains from the technology are fairly shared across society [as] self-driving trucks threaten to disrupt the careers and lives of millions of professional truck drivers,” added Steve Cotton, the ITFW’s General Secretary, in a statement. “Automation in trucking demands a managed and just transition.”

    To that end, the four groups involved in compiling this report offered four major recommendations to “smooth” the transition to driverless trucks in order to avoid “potential social disruption” from job losses:
    • Governments, industry and researchers should continue to advance self-driving truck tests on public roads in designated corridors and areas so no commitment is made to an individual company, standard or technology too early in the development process. “This will help ensure societal benefits from automated road freight transport will be maximized,” according to the study.
    • The “harmonization of rules” across countries to create common vehicle standards and operational rules would allow for smoother cross-border movements of autonomous trucks and should be put in place at least at a continental level, but preferably at the global level.
    • Governments should establish a temporary transition advisory board that includes representatives from labor unions, road freight businesses, vehicle manufacturers and government to help determine the “right policy mix” to ensure that the costs, benefits, and risks from automated road haulage are “fairly distributed.”
    • Governments should consider establishing a “temporary permit system” to manage the speed of driverless technology adoption while supporting a “just transition” for displaced drivers. Such a permit system would offer revenue to support displaced drivers, with funds for “transition assistance” generated by the main beneficiaries of the operation of driverless trucks. “Careful design of the permit system would ensure that permits are used to manage the labor transition fairly and not as a proxy to limit the free movement of goods,” the report noted.

    http://fleetowner.com/technology/re...m=email&elq2=513ca721b14948038fb627d41cc4f3e6
     
  5. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    Will autonomy actually make traffic congestion worse?
    May 31, 2017 by Sean Kilcarr in Trucks at Work

    Related Media
    [​IMG]
    Report: Driverless trucks will eliminate millions of jobs


    There’s been a lot of discussion lately about the positive and negative impact widespread adoption of autonomous vehicles (AVs) might have on our society – positive in the sense that they’ll reduce crashes and thus improve safety, but negative in terms of the potential for massive job losses among truck drivers.

    In a recent blog post, Howard Jennings – managing director of the Mobility Lab – added another concern to the worry list surrounding AVs: could they worsen traffic congestion in our nation?

    [That would not be good, especially since traffic congestion is proving to be a giant drain on the trucking industry’s wallet as this story explains.]

    “The advent of AVs is fraught with uncertainty, especially when it comes to their impacts on traffic, travel choices, and the broader transportation system,” noted Jennings in his post.

    “They offer many potential benefits, but many potential negative impacts, depending in part on how they are deployed,” he added. “While widespread adoption may still be decades away, significant numbers will begin to be on the roads in less than 10 years, according to manufacturers and other observers. Ultimately, many expect them to have major transformational effects on our transportation systems and built environment.”

    Jennings said the key is to consider the impact of AVs on our roads as a potential transportation demand management (TDM) problem – and preparing TDM-type policies to address them.

    “When it comes to the most pressing issues to be addressed in the deployment of AVs, safety and infrastructure do not necessarily top the list of urgent needs,” he explained.

    “Federal and state policies are already looking to address these. Since safety is one of the major motivations for adopting autonomous technologies, and a top concern for skeptical consumers, agencies and automakers are prioritizing it,” Jennings stressed. “Either they will be made safe, or they won’t be on the roads.”

    Yet the exact impacts to communities and traffic systems from broad deployment of AVs are “poorly understood” form where he sits – and could potentially create new problems.

    [​IMG]


    “Ironically, the efficiency of AVs has long been touted as a solution to traffic, but new research is beginning to suggest that AVs will, in fact, generate more of it,” Jennings emphasized.

    “Simply put, there is no guarantee the traffic effects of AVs will be handled. It is entirely possible that they will spread widely and, without adequate policies, many places may never manage their impacts,” he noted. “We never fully anticipated the impacts of conventional cars as they were being developed, and we have been living with many unintended consequences in … our communities for the last 100 years.”

    What we do know, Jennings pointed out, is that AVs will create an “unprecedented convenience” in driving.

    “By eliminating most of the hassles of driving, such as parking and lost productivity time, AVs will induce not only more trips, but longer ones,” he noted. “Additionally, AVs waiting to pick up new riders will add ‘deadheading’ miles.”

    Yet in terms of traffic flow, the only thing worse than a single-occupant vehicle is a zero-occupant vehicle, Jennings explained.

    “Placed all together, this suggests they will almost certainly increase vehicle-miles traveled (VMT), energy use, and emissions,” he emphasized. “Those impacts might be locked in by further sprawl and other shifts toward less efficient land-use patterns.”

    AVs, according to a 2015 Urban Mobility study by the International Transit Forum and Corporate Partnership Board, are expected to generate up to 35% more VMT when compared to manually-driven conventional cars.

    [​IMG]


    And while AVs in a shared “fleet” would generate less VMT, AVs in “taxi mode” carrying single passengers all the way to their destinations would create 90% more VMT than typical taxies.

    “To avoid the worst of these traffic scenarios, policy needs to be deployed with an eye towards minimizing the added miles and the demand for situations involving zero-occupant vehicles,” Jennings stressed.

    When it comes down to it, the demand guiding AV impacts is a hybrid of a person’s choice, as in their decision to initiate the trip, and the self-driving technology itself, he explained.

    “In short, policymakers should adapt TDM principles to autonomous vehicles, using a mix of incentives and disincentives to guide choices,” Jennings noted.

    To that end, he made a few suggestions:
    • Policies should always seek to encourage AVs that move more people in fewer vehicles.
    • Incentives should be in place to guide people and employers towards more efficient choices. The deployment and pricing models offered by automotive and tech companies should be structured to make shared AVs, not personal AVs, the model of choice.
    • AVs that feed into transit systems create the lowest amount of VMT and, in many cases, might expand the reach and usefulness of those transit systems. For example, autonomous taxis used as a “connector” to public transit networks only produce 6% more VMT compared to “typical” taxis.
    • Policymakers should seek to create pricing policies to head-off the traffic-inducing effects of personal AVs. For example, a VMT fee would discourage longer trips in general, while a higher single-occupant fee would encourage AV riders to share rides. A zero-occupant vehicle [ZOV] charge, addressing the miles added by AVs circling between pick-ups or headed home to park, would warrant the highest VMT fee.
    “The ‘ZOV’ miles represent an entirely new [traffic] congestion danger, as they may be generated from the mere convenience of AV owners asking their cars to circle while they pick up groceries, but can add up to significant traffic consequences,” Jennings stressed.

    Just some of things we need to keep in mind as AVs begin to deploy on our roadways.

    http://fleetowner.com/blog/will-aut...m=email&elq2=513ca721b14948038fb627d41cc4f3e6
     
  6. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    Move over Uber: Russia's largest search engine firm Yandex reveals its self-driving taxi
    • A video shows a driverless Toyota Prius picking up and dropping off a passenger
    • Unexpected pedestrians and cars seem to present little challenge to the car
    • Yandex is hoping to test out its vehicle on public roads within the next year


    Read more: http://www.dailymail.co.uk/sciencetech/article-4558122/Russian-firm-unveils-plans-self-driving-taxi.html#ixzz4ig6bGIXE
    Follow us: @MailOnline on Twitter | DailyMail on Facebook
     
  7. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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  8. Garyw

    Garyw Am I a Retired Veteran or a Right Wing Fanatic? Silver Miner

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    I don't know about the rest of you but I am tired of buying tires. I vote for hovercrafts with rubber bumpers.
     
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  9. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    Waymo confirms it is testing a self-driving truck
    Google spin-off using a Peterbilt truck at its California track.

    Jun 1, 2017 Neil Abt | Fleet Owner

    [​IMG]
    Waymo is already conducting on-road tests of several self-driving passenger vehicles, including this Chrysler Pacifica Hybrid minivan. (Photo: Waymo)

    Related Media
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    Report: Driverless trucks will eliminate millions of jobs


    Waymo, the company spun-off by Google that has been developing autonomous-driving technology, confirmed it is testing a self-driving truck.

    The story was first reported by BuzzFeed on June 1.

    “Self-driving technology can transport people and things much more safely than we do today and reduce the thousands of trucking-related deaths each year. We’re taking our eight years of experience in building self-driving hardware and software and conducting a technical exploration into how our technology can integrate into a truck," a Waymo spokesperson said in a statement.

    The company told Forbes it is testing a single Peterbilt truck at its private track in California. Waymo hopes to conduct road tests in Arizona later this year.

    The company said it has conducted more than three million miles of on-road testing of autonomous cars.

    This news comes days after Uber announced it fired Anthony Levandowski, the founder of Otto and former Google employee accused of stealing confidential files and trade secrets.

    http://fleetowner.com/technology/wa...m=email&elq2=5107f9e1ff0d42539c1d5b88cc689bb2
     
  10. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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  11. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    States' patchwork of autonomous laws creates a downside
    Report urges uniformity and recommends creating user fees for AVs.

    Jun 4, 2017 Neil Abt | Fleet Owner

    [​IMG]
    Otto’s autonomous truck during its 120-mile beer delivery in Colorado in October. (Photo: Uber)

    Related Media
    [​IMG]
    Report: Driverless trucks will eliminate millions of jobs


    The rush by states to pass regulations meant to attract development and testing of autonomous vehicles (AVs) runs the risk of creating unintended obstacles.

    That was a takeaway from the latest report from the Eno Center for Transportation, which also studied how states can better align future infrastructure and workforce investments with the rapidly evolving technology.

    “When writing laws or executive orders, states need to be careful not to overdesign reporting requirements for manufacturers and tech firms as they continue to test and deploy AVs,” the report said.

    During a conference call, Paul Lewis, Eno’s vice president of policy and finance, cautioned against the growing patchwork of AV regulations across states. Eno is concerned, he said, with differences in definitions of autonomous vehicles between many of the various laws and executive orders. That can be a particularly tricky issue near states lines, where only a few miles separate different regulations and definitions of autonomous vehicles.

    Lewis recommended states stick to the accepted definitions from SAE International and the National Highway Traffic Safety Administration.

    “Make sure testing AVs is not only allowed, but also that it fosters the development of an entire ecosystem of automakers and/or tech firms, research institutes and localities engaged in the field,” the report stated.

    [​IMG]
    Michigan Gov. Rick Snyder signs autonomous vehicle legislation in December 2016. (Photo: Office of the Michigan governor)

    During the call, Eno officials were critical of a recently approved New York law that created a one-year pilot program for autonomous testing. Besides the short time frame, cities have complained it does not accommodate testing of automated shuttles to move people over short distances.

    On the same day the report was issued, Colorado became the latest state to pass legislation regulating autonomous vehicles. Advocacy groups including Securing America’s Future Energy (SAFE) praised the bill signed by Gov. John Hickenlooper for avoiding over regulation. The law states if an autonomous vehicle complies with every other state and federal law, then it can be tested, provided proper notice is given to transportation officials.

    Meanwhile, Eno recommended greater harmonization in other areas as well.

    “States need to work with the National Highway Traffic Safety Administration to harmonize tort and liability laws and enable consistent, national safety standards for commercial AV certification,” the report said.

    Looking at infrastructure needs, Stanford Turner, a co-author of the report, said states interested in attracting autonomous vehicles should ensure roads are well maintained and properly marked. Turner suggested states should study vehicle-to-infrastructure technology and other emerging communications technologies.

    To help fund these needs, states should look into adopting a fee for autonomous vehicles, which would help offset lost revenue fuel taxes or moving violations. This idea was backed by Mary Peters, former secretary of the U.S. Department of Transportation, in an opinion piece published over the weekend.

    Turner credited Tennessee for creating a system that, if fully implemented, will collect 1 cent per mile for two-axle autonomous vehicles, and 2 cents per mile for vehicles with more than two axles .

    The report also recommended states better prep for future impacts of AVs on the overall workforce by investing in programs that will help retrain workers.

    For example, partnering with schools and the private sector for career development can enhance efforts to mitigate job losses.

    http://fleetowner.com/technology/st...m=email&elq2=654e39ad44944b3393f5ace7b3d8cc6b
     
  12. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    Could autonomy foster a roadway safety paradigm shift?
    Jun 6, 2017 by Sean Kilcarr in Trucks at Work


    Related Media
    [​IMG]
    Report: Driverless trucks will eliminate millions of jobs


    There’s no doubt that the debate over autonomous vehicles (AVs) is only going to get fierier in the weeks and months ahead. Just discussing the potential job losses associated with the deployment of driverless trucks, for example, is one surefire way to increase trucker blood pressure.

    Yet the reason behind the push to bring more self-driving vehicles – cars and commercial trucks alike – to our roadways is really fairly basic: by removing the fallible and unpredictable “human element” from vehicle operation will lead to far fewer crashes, property damage, injuries, and deaths.

    That’s the theory, anyways; one that’s been touched in stories like this one, that one, and oh yeah, this other one over here.

    Consulting firm Infiniti Research is the latest “think tank” (for lack of a better term) to take a stab at illustrating the proposed benefits from wider adoption of AVs.

    “Their imminent debut in the mainstream scheme of things will reinvent the concept of driving and personal transportation of people and goods,” the firm noted in a recent report.

    Here are the three key advantages Infiniti believes AVs will bring to the transportation table:
    • Real-time route optimization: AVs on a common stretch of the road are connected together with vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) mechanisms that enable driverless vehicles to gain real-time information on the condition of the roads as well as exchange protection and mobility information with the surrounding infrastructure and redirect the routes accordingly. Additionally, employing of V2V and V2I to find out optimal routes can aid in reducing the number of miles driven, save time and rein in the fuel consumption.
    • Increased lane capacity: AVs can operate at top speeds while trimming down the space between vehicles, leading to greater lane capacity. The latter can also increase with the embracing of adaptive cruise control. This technology adjusts the vehicle’s speed mechanically to ensure a safe distance between the vehicles on that stretch of the road. Such technologies will “shoot up” the lane capacity, Infiniti said, yet reduce accidents – all while ensuring greater passenger comfort and safety, thereby building the customers’ confidence in driverless technology.
    • Reduced energy consumption: AVs are less prone to accidents and are actually lighter than the conventional automobiles. Thanks to the lightweight composites used for building the modern vehicle, and the efficient manufacturing procedures, vehicles could become lighter while maintaining their overall size, yet remain impervious to accidents. Lightweight automobiles save on fuel consumption, further aided by such eco-friendly driving technologies and practices as cruise control, deceleration and smooth acceleration.
    Yet the biggest benefit AVs offer is improved roadway safety, noted Peter Hart, senior counsel with the LeClairRyan law firm.

    He argued in a blog post last month that since driver error is the leading cause of accidents on U.S. roadways – something I’ve noted in this space before – by deploying AVs and taking humans out from behind the steering wheel, many are betting that businesses such as trucking firms, delivery services and shuttle operators will face dramatically fewer legal settlements and court battles triggered by vehicular accidents.

    Hart added that AVs promise to make reconstructing accidents vastly easier and more accurate, as they are packed with advanced sensors such as beacon-based locational systems, stereo "vision," Lidar [which stands for “light detection and ranging” radar], GPS and inertia-measurement devices.

    “This stands to eliminate some of the most contentious issues in today's accident suits – and possibly put accident-reconstruction experts and proverbial ambulance-chaser lawyers out of work,” he argued. “The absence of a driver or drivers takes issues such as perception-reaction time and driver fatigue out of the mix. Those issues will be litigated with much less frequency."

    But that doesn’t mean vehicle-related lawsuits will disappear once AVs hit the road – oh no. For one of the biggest legal questions ahead for AVs is who or what is held liable if there is a crash?

    “Most of the accidents thus far have been the result of humans crashing into driverless cars or otherwise causing accidents with them, not the other way around,” Hart noted. “This is not to suggest, however, that all liability risk will vanish.”

    Today, he explained that many lawsuits – including the big class action efforts – target manufacturers of conventional cars and trucks for mechanical failures such as faulty steering wheels, braking systems or accelerators.

    [​IMG]


    “It is possible that AVs, once introduced onto American roads in sufficient numbers, could cause accidents as manufacturers strive to discover and eliminate the remaining bugs in these systems,” Hart stressed.

    "It is easy to imagine the kinds of lawsuits that could occur: 'The manufacturer claimed the car would be safe in the snow,' the plaintiff tells the jury, 'but the car was totally confused in that blizzard and caused a horrific crash,'” he warned. “Most [such] cases would be litigated over which system failed and who is responsible for the failure."

    Thus, where AVs are concerned, insurance and liability burdens could tilt away from companies that once employed human drivers and toward manufacturers of driverless vehicles – including those that make autonomous trucks.

    I’m going to bet once that particular legal angle starts getting bandied about more frequently, the push to bring AVs to our roadways will slow down a little. We’ll see if that is indeed the case.

    http://fleetowner.com/blog/could-au...m=email&elq2=3856512ef83943a39f30c8815d156699
     
  13. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    Autonomous cars with no human backup could hit public roads for the first time next year in historic trial
    • Delphi and Transdev to use autonomous taxis and shuttle van on French roads
    • Two Renault Zoe autonomous taxis will be deployed in Rouen, Normandy
    • Shuttle van will run from rail station to campus in university district Paris-Saclay
    • Both will start with humans on board, with intent to go fully autonomous 2018


    Read more: http://www.dailymail.co.uk/sciencetech/article-4580522/Delphi-Transdev-partner-self-driving-buses.html#ixzz4jLakq6cr
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  14. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    Talk about staying in your comfort zone! InMotion concept vehicle reveals how cars of the future will have 'self-driving rooms' that adapt to each passenger's needs
    • The InMotion was revealed at the CES technology show in Shanghai this week
    • It ditches the steering wheel and driving column for a spacious area
    • Users would share the vehicle and customise it for their needs through an app
    • It is still a concept and it is unclear if its designers will create a working version


    Read more: http://www.dailymail.co.uk/sciencetech/article-4588440/InMotion-world-s-driverless-LIVING-ROOM.html#ixzz4jiNduFkQ
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  15. Joe King

    Joe King Gold Member Gold Chaser

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    If this whole driverless car thing actually works as it is currently being described, that will probably end up being the only kind of "car" that most people will want.

    Imagine driving cross country and instead of getting a motel for the night, you just go to sleep in the bed inside your car as it makes its way to your destination.
    ...and the motion of a car often makes for good sleeping. Bonus would be the fact that an autonomous car could even have a pre-programed "sleeping mode" that operates the car a bit slower and more smoothly in order to aid sleep. Heck, we'll probably end up with cars slowly driving around all night carrying sleeping people who might otherwise be insomniacs.

    Yes, if this stuff takes off, I see a whole 'nother World of transportation coming.
     
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  16. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    Trucking: A ‘poster child’ or ‘problem child’ for automation?

    Movin’On panel discusses potential opportunities and challenges expected with platooning and autonomous trucking.

    Jun 16, 2017 Cristina Commendatore | Fleet Owner

    [​IMG]
    Peter Sweatman, a co-founding principal at CAVita, discusses platooning and autonomous trucking at Michelin’s Movin’On Conference. (Photo: Cristina Commendatore/Fleet Owner)

    Related Media
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    Report: Driverless trucks will eliminate millions of jobs


    MONTREAL, QUE. Is the heavy trucking industry the poster child for automation or the problem child? It’s a question that moderator Peter Sweatman, a co-founding principal at CAVita, posed to a panel of transportation experts discussing platooning and autonomous trucking here at Michelin’s Movin’On Conference on sustainable mobility.

    Panelist John Woodroffe, head of transportation safety analysis at University of Michigan, explained that it is important for truck manufacturers and tech developers to make autonomous trucks even more reliable and safer than the trucks already on the road.

    “We should be designing trucks that refuse to crash,” he noted. “If the truck refuses to crash, then society’s perception will improve, and it will reflect the industry well.”

    Fellow panelist Steven Shladover, a professor and program manager of the PATH Program at University of California at Berkeley, agreed.

    “I think the trucking industry should be the poster child for automation, not the problem child,” he stressed. “I think a lot depends on whether it will be possible to get some separation between truck traffic and regular traffic.

    Shladover added that we’ve all experienced Level 4 automation and driverless vehicles at some point – when we take shuttles at airports between terminals, for instance. However, he noted, that level of automation is in a very restricted environment.

    “How do we get to a point where we have restricted truck lanes so the trucks are segregated from the unsafe drivers of other vehicles,” he asked.

    [​IMG]
    Panelists (seated from left) Panelists Peter Sweatman, cofounding principal at CAVita; John Woodroffe, head of transportation safety analysis at University of Michigan; Steve Shladover, professor at University of California at Berkeley; Bernard Jacob, expert at IFSTTAR; and Jose Viegas, secretary-general at ITF.


    Jose Viegas, secretary-general of the International Transport Forum, highlighted some of the major challenges that have to be addressed before fully autonomous trucks become the norm. Though the current truck driver hours of service regulations could end up being lifted with autonomous trucks, Viegas explained that there has to be a harmonization of regulatory frameworks.


    “We may be entering a nightmare of regulatory harmonization,” he emphasized. “Do we draft totally new regulations or do we extend current regulations? After a certain point, extending a regulation that was made for human drivers may have a blockage effect that we did not anticipate.”

    Viegas also noted that in addition to addressing the general public’s fears of passing a truck on the road with no driver behind the wheel, the industry as a whole must consider new mistakes humans can make with the new equipment. For instance, he said, there could be fuzzy communication between drivers and the movement of vehicles and a driver could end up misinterpreting computer problems.

    “With automation, a lot of problems may be solved, but we could be creating a totally new range of problems that we don’t know about yet,” he explained. “And we have to be prepared for that. This is a process that should be socially managed and harmonious, and we believe it could be done.”

    Truck platooning

    Throughout the industry various transportation experts and analysts have projected that platooning can lead to significant fuel savings for truck fleets. A leading truck in a platoon could save around 5% of fuel consumption, while the savings for the second, third, or fourth trucks in a platoon could generate fuel savings of around 10% to 15%.

    [​IMG]
    Potential fuel savings shown with truck platooning. (Photo: Omnitracs)

    Regardless of the fuel savings benefits, there are still many challenges and kinks the industry still has to work out. According to Shladover, some of those challenges include protecting the spectrum for vehicle-to-vehicle communications, software safety assurance for higher automation, and the harmonization of following-distance regulations. Another big problem, he said, is addressing unrealistic expectations for platooning and higher automation.

    “Public and political leaders have been led to believe that all truck driver jobs will go away,” he said. “This has to be evolved on a gradual time scale and if people are misled, we’re going to have very serious problems. For a number of years the system will require driver engagement. The driver is not going to go away.”

    Bernard Jacob, the deputy scientific director for transport, infrastructures and safety at IFSTTAR, noted some additional opportunities and challenges regarding platooning.

    Opportunities:
    • Driver/truck productivity and range extension
    • Lane capacity increase
    • Eco-driving and speed harmonization, aerodynamic gain
    • Logistics organization
    Challenges:
    • Impact on infrastructure migration (i.e., long span bridges)
    • Road safety and other users’ perception
    • Driving time regulation and social issues
    • Business model, platoons “on the fly,” multi-brand platoons
    And because of the unequal range of savings for the vehicles in a platoon, Woodroffe explained there needs to be some sort of mechanism to reward the first truck in a platoon. Another big question broached was insurance liability and who would be liable if first truck in a platoon gets in an accident.

    Panelists agreed this would be something the manufacturers and industry as a whole would have to address with insurance companies and the courts going forward.

    http://fleetowner.com/technology/tr...m=email&elq2=6c7b6f6177604fc4b71cb68e14ad320b
     
  17. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    Move over Tesla: Nissan teases self-driving features for the next-generation Leaf available next year
    • Nissan has announced a new technology called ProPILOT Assist
    • The feature takes control of acceleration, braking and steering
    • Nissan has not said when the next-generation Leaf will be available
    • Rumours suggest it could be September, with shipping by the end of 2018


    Read more: http://www.dailymail.co.uk/sciencetech/article-4632740/Nissan-teases-self-driving-feature-generation-car.html#ixzz4kuwbmFoc
    Follow us: @MailOnline on Twitter | DailyMail on Facebook
     
  18. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    Uber reveals its latest self driving truck and kills off Otto brand and sensor at center of legal battle with Google's Waymo
    • Uber denies it used any of Waymo's trade secrets, and trial is set for October
    • New design uses off the shelf sensors from another firm
    • Uber said it believes Levandowski took the files to ensure an expected $120 million bonus payment from Waymo.


    Read more: http://www.dailymail.co.uk/sciencetech/article-4655618/Uber-reveals-latest-self-driving-truck-kills-Otto.html#ixzz4lhtWGndR
    Follow us: @MailOnline on Twitter | DailyMail on Facebook
     
  19. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    Will the Government Ruin Self-Driving Cars?

    [​IMG]
    by TDB
    Jul 3, 2017 2:12 PM

    Via The Daily Bell

    Over the past several decades, cars have become increasingly high tech allowing for computers to take larger roles in the routine functions of the car. Computerized functions have been a boon to consumers, who advantage from greater reliability and efficiency, but also to criminal hackers who advantage from greater vulnerability.

    Starting around the turn of the last decade tech enthusiasts started toying around with the concept of hacking into cars. So-called “white hat” hackers, who seek out exploits in technology so companies can fix them, successfully attempted to remotely disable a sedan’s breaks and allowed for companies to take hacking into consideration when developing future models.

    Notably, a study done by two researchers discovered a vulnerability in Fiat Chrysler’s vehicles which caused a massive recall of 1.4 million vehicles. After the incident, the company created a tool for car owners to constantly check for updates available to make their car safer whenever the Chryslers become aware of a threat.

    The trend has become so troubling to automakers that most auto companies now employ entire firms dedicated to attempting to find exploits in their cars’ software. Tesla recently profited from employing such efforts when Keen Security Lab was able to remotely take over a Tesla Model S car. Due to the alert afforded by the security team’s efforts Tesla was able to create and distribute a patch immediately before any nefarious parties could take action with the flaw.

    The common theme between all these examples is the company seeking out flaws in its own technology so as to better serve consumers and ensure greater safety for the public. To the public’s knowledge no criminal entity has yet determined how to remotely hack into a car on the market, but due to the lawless actions taken by entities within the federal government, that could soon change.

    Threat From The CIA

    Researchers within the Central Intelligence Agency (CIA) have been creating tools to hack into consumer vehicles. While the spy agency is within its alleged charter to create tools for espionage designed to keep Americans safe, their actions surrounding this technology have done the exact opposite.

    The CIA has a horrific track record of keeping its hacking arsenal a secret. By seeking out exploits in automobiles without notifying automakers of their efforts and findings the CIA has explicitly endangered the lives of drivers across the globe. Already criminal entities are weaponizing the tools lost by the CIA and other government agencies. In short, the CIA created major dangers to car owners within America and abroad through both its own intentional actions and unintentional negligence.

    Even if the CIA could be trusted to hold onto the secret tools and ensure that it would be the only entity with the power to remotely take over cars there is no guarantee Americans would be safe. During the tenure of the CIA forces within the organization have long sought to increase the scope of their operations and actively engage in operations on US soil. There is no telling the grief that the agency could cause with this technology. Already there is speculation that the agency has used this technology on American citizens, such as Michael Hastings.

    The dangers presented by the CIA’s actions have been amplified with the advent of the self-driving car. Consumers have been brought into a new age of transportation unleashed by the forces of creative destruction so important to the free market system. Soon individuals will be able to experience an entirely automated commute and enjoy the benefits of an automated distribution of goods. The public can only hope the government doesn’t get in the way of this amazing innovation as they have done with so many other great technological leaps.

    Regulation

    With the great volume of benefits made possible through this technology comes significant threats, however, which are magnified by the federal government’s general incompetency. In order to better serve the vehicle owner, automated vehicles will undoubtedly collect data on consumer habits, driving patterns, and other personal information to better suit the experience to drivers’ needs.

    To better “protect” the public, federal regulators have proposed a myriad of rules aimed at making the vehicles safer, which of course will not only stifle innovation, but will likely be outdated by the time they are codified due to the rapid advancements of this technology.

    In a laughable demonstration of their lack of self-awareness the same government which is deploying resources to hack into electric cars is simultaneously proposing regulations on how companies can use data collected by autonomous vehicles in the name of privacy. The leviathan is restricting companies from better serving their customers while concurrently building cyber weapons to endanger those same consumers!

    To battle this monstrous trajectory some advocacy groups are lobbying Congress for greater restrictions on intelligence agencies. In an effort to ensure government agencies no longer create de-facto backdoor entries into private property political organizations are urging Congress to enact a Digital Bill Of Rights, but that may not be enough.

    Regardless of what laws are on the books intelligence agencies will always attempt to gain more power over information. Not even the sacred Fourth Amendment has stopped the Intelligence Industrial Complex from spying on Americans. Even if Congress were able to rein in known programs which endangered consumers, who knows what kind of secret programs these agencies could cook up. If consumers want real protections from covert government spy craft they will need to take action into their own hands.

    Market Approach

    Per usual, when the government creates a major problem, the market creates a major solution. Already major firms are taking action to fight back against the increased hackability of automobiles. Notably insurance companies are now starting to offer packages which include protections from hacker related damages. Offering a more active role from customers, Geico, a major American auto insurer, has initiated a campaign focused on spreading tips regarding how to avoid car hacking.

    Acting on the trend of taking digital safety out of the government’s hands and into the driver’s, numerous automotive groups and publications have started publishing on how to make cars hack proof. Of course, the most needed solution is the rewarding of firms who put consumer safety first and governmental demands of back doors last. Already this trend can be seen as companies such as General Motors and Tesla, who both invest significantly in cyber security, have seen their market shares rise.

    While consumers will play a large role in deciding how safe cars are from government snooping, technology might outpace consumer preferences and provide a solution much faster. Technology advocates are now calling on automakers to release the code used to run various aspects of motor vehicles and utilize an open-source model. By releasing the codes to the public the entire process would become much more transparent and allow for greater scrutiny of a car’s software which in turn would help spot hacks, government created or otherwise, before real harm could be done.

    By turning to advancements in technology and trusting consumers to invest in their own protections the marketplace can effectively beat the government to protecting drivers. Moreover, market-based advancements will be the only thing to protect drivers from government-sponsored snooping.


    http://www.zerohedge.com/news/2017-07-03/will-government-ruin-self-driving-cars
     
  20. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    Billionaire CEO's embarrassment as he's investigated by police for 'driving without hands' while launching his company's new driverless car Apollo
    • The CEO of internet giant Tencent is being investigated by police in China
    • He live-streamed himself in a driverless vehicle on a Beijing ring road
    • Traffic police say they are investigating the case
    • Baidu have released a statement saying that there was in fact a driver
    http://www.dailymail.co.uk/news/peo...nvestigated-police-driving-without-hands.html
     
  21. nickndfl

    nickndfl Midas Member Midas Member Site Supporter ++

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    I am still skeptical a safe, all-purpose self-driving car will be available to the masses in the next 10 years.

    There might be specific uses like electric cars or defined routes, but for any road anywhere it is still years away.
     
  22. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    Me too.
     
  23. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    Five hurt when Tesla car on autopilot mode suddenly accelerated off the road and flipped into a marsh
    • David Clark of Eden Prairie, Minnesota, and his four passengers were hurt when his Tesla suddenly accelerated while on autopilot
    • The car shot off the road, and flipped over, landing upside down in a marsh
    • Clark, 58, and his four passengers suffered minor injuries
    • This is not the first time a Tesla's autopilot has been blamed for a crash
    • Ex-Navy Seal Joshua Brown was killed after his Tesla S, failed to notice a turning tractor, and neither the car nor the driver hit the break, and plowed into it
    • Tesla has typically been able to pull the data logs from the car and found the driver was to blame for ignoring alerts or not keeping their hands on the wheel


    Read more: http://www.dailymail.co.uk/news/article-4703558/Five-hurt-Tesla-autopilot-suddenly-accelerated.html#ixzz4n6RHcjdP
    Follow us: @MailOnline on Twitter | DailyMail on Facebook
     
  24. Goldhedge

    Goldhedge Modal Operator/Moderator Site Mgr Site Supporter

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    The only safe "self-driving" car is the one out in front of K-Mart and it costs a quarter!
     
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  25. Joe King

    Joe King Gold Member Gold Chaser

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    Then it's probably safer than most human driven cars too.
     
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  26. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    TJV Saturday - Automated Trucks??? - #1139
    Trucker Josh VLOGS



    Published on Jul 22, 2017
    Today I'm curious to know your opinions on elogs and automated trucks. Leave your comments below!
     
  27. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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  28. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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  29. edsl48

    edsl48 Silver Member Silver Miner

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    I buy Michelin tires at Walmart or Sams. The MS/LTX2s, now being replaced by the Defender LTs, come with a 70,000 mileage warranty. Of course none of them go more than 30,000 miles for me so I get a 40,000/70,000 discount on the new tires. Just replaced a set one one of my trucks the other day via this cost saving method. I too get tired of buying tires but I am driving on Michelins pretty cheap all in all considering.
     
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  30. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    The toughest question facing self-driving vehicles
    Aug 2, 2017 by Neil Abt in The Open Road

    Related Media
    [​IMG]
    Nevada officials say autonomous-truck era drawing near


    [​IMG]
    This Google self-driving car was involved in an accident after another vehicle ran a red light. (Photo: Ron Van Suylen)
    It may be the trickiest debate in the self-driving vehicle space. In a situation where an accident is unavoidable what should the vehicle do? Does it sacrifice the occupant to potentially save a school bus of children?


    Researchers at the Institute of Cognitive Science at the University of Osnabrück, Germany have been using virtual reality to study if algorithms can be developed based on human behavior.

    The findings, recently published in Frontiers in Behavioral Neuroscience, make the case that “moral decisions in the scope of unavoidable traffic collisions can be explained well, and modeled, by a single value-of-life for every human, animal, or inanimate object.”


    The study does not address specific formulas, but suggests further research and debate can assist in determining how a driverless vehicle should react in various situations, based on how humans tend to act.

    The research comes after the German transport ministry's ethics commission presented 20 guidelines for self-driving cars. These include damage to property must be allowed before injury to people and that in the event of unavoidable accidents, all classification of people based on their personal characteristics is prohibited.

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    It is a critical topic beyond Germany. This topic came up in my recent interview with April Sanborn of the Nevada Department of Motor Vehicles. Even as she expressed optimism that autonomous trucks would be on U.S. roadways in limited form within a few years, she called this moral dilemma “always an uncomfortable topic.”

    She stressed it is not an area DMVs will ultimately weigh in on, but is one that often comes up when working with vehicle and software makers.

    “We’ve yet to have one provide an answer to that question,” she noted.

    [​IMG]
    Reaching decisions on this topic will be needed before vehicles will be allowed long stretches without a driver in the seat, such as last year's Otto delivery of beer in Colorado. (Photo: Otto/Uber)

    As for the study itself, it included 105 participants who controlled a virtual car and had to choose which of two obstacles they would sacrifice.

    Researchers cited “social desirability” as the reason why adult males were sacrificed 80 percent of the time in slow mode. In fast mode, however, that tendency disappeared, which the researchers said calls “for more investigation of the effect of time pressure on moral decision-making.”

    In comparison, algorithms can estimate the potential outcome of options within milliseconds, and make a decision that factors in pre-programmed research and regulations.

    These algorithms can also factor in probabilities of injuries, and help to make reasonable decisions in situations where these differ greatly.”

    One of the questions out of these studies is who determines how the algorithms are created.

    Gordon Pipa, a senior author of the study, stressed additional research is needed.

    "We need to ask whether autonomous systems should adopt moral judgments, [and] if yes, should they imitate moral behavior by imitating human decisions, should they behave along ethical theories and if so, which ones and critically, if things go wrong who or what is at fault?"

    http://fleetowner.com/blog/toughest...m=email&elq2=1fca64b3d9ba4018bfad9b39096af80a
     
  31. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    Nevada officials say autonomous-truck era drawing near
    Encourages other states not to wait for federal government action

    Aug 1, 2017 Neil Abt | Fleet Owner Magazine


    [​IMG]
    In 2015, the state of Nevada approved the Freightliner Inspiration truck for on-road testing. (Photo: Freightliner)

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    April Sanborn was part of the Nevada Department of Motor Vehicles in 2011 when the state became the first to adopt regulations allowing the testing of autonomous vehicles.

    [​IMG]
    The Freightliner Inspiration truck rolls through Nevada. (Photo: Freightliner)
    She was also there four years later when the Freightliner Inspiration truck made its world premiere at the Hoover Dam.


    Sanborn, now Nevada DMV’s program manager for the autonomous vehicle program, said the rapid developments in the autonomous space has her convinced autonomous-driving trucks will soon be a reality.

    “I honestly see it a lot quicker than 2025,” she said of the deployment of autonomous-driving and platooning trucks. “We are a couple years away.”

    It is a timetable that Thomas Martin, autonomous vehicle management analyst with Nevada DMV, completely agrees with.

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    “It is definitely closer than further out,” Thomas said of some autonomous and platooning trucks hitting the road in limited, but real world, applications.

    During a recent telephone interview with Fleet Owner, Sanborn said Nevada is pushing forward with additional legislation to further encourage the testing and deployment of autonomous vehicles within the state’s borders.

    She also was skeptical the federal government is able to keep up with the pace of the technology.

    [​IMG]
    Nevada Gov. Brian Sandoval

    While she hopes there will one day be federal regulations, no one should expect them to be finalized anytime soon.

    “We’re continuing to move forward,” Sanborn said. “We cannot wait for the federal government to make any kind of laws or mandates.”

    She suggested if enough states were able to get clear standards in place, the federal government could then “take that model and move forward.”

    In late July, the House Energy and Commerce Committee sent legislation to the full House that would allow companies to more easily test self-driving cars. The pending federal legislation does not include trucks.

    Nevada’s Sanborn acknowledged the state did not consider commercial trucking applications in 2011 when it became the first to pave the way for driverless vehicle testing.

    In fact, she said the initial response was “an automatic no” when Daimler Trucks North America inquired about testing driverless trucks.

    It was not until after Daimler’s “mind-blowing” presentation that Nevada quickly came to realize “the commercial industry would catapult way ahead of the consumer portion,” Sanborn said.

    Nevada has long been at the forefront of this movement, even beyond the Freightliner Inspiration event.

    [​IMG]
    This fully autonomous shuttle was used in downtown Las Vegas in January.

    Last year, Sam Schmidt, a paralyzed former racecar driver, became the first person in the United States to receive a restricted driver’s license for a semi-autonomous vehicle in Nevada. Several months later the state also tested the first completely autonomous, fully electric shuttle to ever be deployed on a public roadway.

    Despite these accomplishments, many states have responded with their own aggressive steps to attract companies for autonomous testing.

    It has created a growing business competition among states, although they also need to work together to develop reciprocal agreements to make is easier for manufacturers to work across state lines, Sanborn stressed.

    Nevada is working to reclaim its position as a leading state for autonomous development with a new law signed by Gov. Brian Sandoval (R) in June. It allows for testing and operations of fully autonomous vehicles, the commercial use of fully autonomous vehicles and testing and operations of platooning technologies.

    “The idea is to encourage business to come to Nevada to test and deploy in our state,” she said. “We don’t want to stifle any of that technology.”

    [​IMG]
    April Sanborn

    Sanborn noted Nevada’s autonomous and platooning regulations would dissipate if federal laws or regulations were ever formalized.


    For states waiting on action from the federal government, Sanborn encouraged them not to take a “back-seat approach.”

    Additionally, she said unless state laws explicitly prohibit autonomous or platooning testing, they can be sure some companies are doing it within their borders.

    “It is best to get ahead on it to protect their residents,” she said.

    Thomas noted Nevada issued several more licenses during 2017 for autonomous and platooning related to on-road testing.

    There are also more and more companies retrofitting their own vehicles with autonomous technologies and testing them on roadways far away from the spotlight of some of the high-profile events the public has seen.

    Even with their bullish outlook on autonomous trucks, the Nevada officials stress truck drivers should not be worry about their jobs in the near term.

    While a younger person thinking of becoming a truck driver “may want to look elsewhere,” Sanborn added it will be “many years to come before we remove the driver."

    http://fleetowner.com/autonomous-ve...m=email&elq2=1fca64b3d9ba4018bfad9b39096af80a
     
  32. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    Bendix wants more discussion of automated vehicle 'ecosystem'
    Wide range of advanced automation elements need to be in synch before self-driving vehicles truly possible, company says.
    Aug 7, 2017 Fleet Owner Staff
    [​IMG]
    A truck equipped with Bendix's electronic stability control technology and outriggers demonstrates rollover accidents that this advanced safety system can guard against. (Photo: Aaron Marsh/ Fleet Owner magazine)


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    Self-driving trucks are an attention-getting image — and a problematic oversimplification, pointed out Bendix Commercial Vehicle Systems. The phrase pops up more and more often in the commercial vehicle industry and media conversations here and around the world, but Bendix stressed that "delivering advanced automated technologies involves more than just technology."

    Bendix has continued to share its insight and encourage discussion of the automated/ autonomous "ecosystem," or the complex and evolving environment in which today's advanced commercial vehicle safety systems are being developed, manufactured and adopted. Taking part in recent events around the United States, Bendix emphasized that there's a need for deeper understanding of key factors across the full range of participants in the commercial vehicle and transportation industries.

    "It's not just a matter of adding new equipment to a truck and flipping a switch," said Fred Andersky, Bendix's director of government and industry affairs. "The technology will continue to advance, and there is definitely more automation on the way, but we're going to be talking about driver assistance — not driver replacement — for quite a while yet. The various elements that come into play, from the technology to the customer to the overall industry to regulatory oversight, are all interconnected. And they'll all need to be clicking together before this ecosystem is ready to handle a fully driverless vehicle."

    'No overnight leaps'

    Bendix said it's important to recognize what works over "whiz-bang": A technology demonstration is one thing, but effectively commercializing autonomous vehicle technology to improve highway safety is entirely another.

    No matter how automated/autonomous systems evolve, safety is paramount, Bendix contended. Eagerness to put technology in the marketplace must not override the need for it to work properly and improve vehicle and highway safety.

    "Whether we're talking about collision mitigation or wirelessly linked platooning, we shouldn't expect overnight leaps forward when it comes to advanced driver assistance systems on the roads," Andersky said. "It's evolution, not revolution. We improve sensor technology; we fuse input from cameras and radar together and integrate the data with more computing power; we tackle connectivity and data issues. Each step requires rigorous research, testing, and real-world use and feedback."

    More to overcome

    Even the most impressive technology needs to deliver the user a measurable return on investment for the tech to make a widespread difference. And while fuel, labor and tires continue to be major cost factors to fleets, other significant considerations in today's environment include maintenance and uptime, accident reduction and insurance, and driver satisfaction.

    As more highly automated technologies like truck platooning prove their worth, increased usage can also help shift the landscape, according to Bendix. Well before this year's mandate requiring electronic stability control on the majority of new Class 7 and 8 trucks, most major North American truck manufacturers were already offering it as standard equipment, based on customer demand. Not only has this had the effect of lowering the initial investment cost in the system, it also helps pave the way for further safety advancements as fleets and drivers enjoy the benefits of the foundational technology.

    Although the National Highway Traffic Safety Administration's (NHTSA) electronic stability control rule went into effect Aug. 1, Bendix noted that the Trump administration has required the elimination of two federal rules for every new one added. As a result, NHTSA has introduced the possibility of dropping the full-stability mandate — which Bendix said would hinder the quest for safer highways across North America — which adds a measure of uncertainty to the automated/ autonomous vehicle ecosystem.

    No commercial vehicle safety technology replaces a skilled, alert driver exercising safe driving techniques and proactive, comprehensive driver training, Andersky added. Responsibility for the safe operation of the vehicle remains with the driver at all times.

    For more on Bendix's advanced safety products, visit www.safertrucks.com/solutions

    http://fleetowner.com/autonomous-ve...m=email&elq2=dea57adc2a6543c99ccb9f39a9576bb6
     
  33. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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  34. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    ZF brings electrically-assisted hydraulic steering to trucking
    ZF says its ReAX steering technology will take some of the physical burden off commercial truck drivers.
    Aug 21, 2017 Cristina Commendatore

    [​IMG]
    ZF Commercial Vehicle announced its ReAX steering technology will be available for heavy trucks starting next year. (Photo: Cristina Commendatore / Fleet Owner)


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    LAFAYETTE, IN. Though fully autonomous trucks still have a long way to go, driver-assistive and autonomous technologies remain hot topics throughout the industry. How can fleets and owner operators leverage some of the existing and upcoming technologies to improve safety and their overall business operations? ZF Commercial Vehicle believes it has a solution.

    Coming soon to the commercial truck market: ZF Commercial Vehicle last week announced its ReAX steering technology will be available for heavy trucks starting next year. ZF made the announcement at its Lafayette plant Aug. 18, where it hosted a ride and drive event for the media to test out the system on different applications.

    ReAX is column-mounted electrically assisted hydraulic steering that uses sensors to determine driving conditions and then controls an electric motor to provide the appropriate torque feedback to the driver. According to ZF representatives, the technology helps increase safety and reduce driver fatigue by compensating for crosswind, road crown, reduced efforts at low speed, and enhanced on-center handling at cruising speed.

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    Mitja Schulz, senior vice president of commercial vehicle technology, North America, explained that some of the major trends ZF customers often bring up are automated driving technologies and functionalities and improving fuel consumption and efficiency.

    “Every one of these customers is somehow thinking about automated driving or what it takes to implement functions like lane keeping and emergency braking,” Schulz said. “That’s a huge topic in the industry. For us, the main driver is to offer functionalities that improve safety on the roads.”

    Schulz added that over the next couple of years, the company intends to spend $200 million in the development of new autonomous driving technologies, sensors, and software. ReAX was initially introduced to the RV market in 2006 and expanded to the bus market in 2007-08. Now the technology is moving into the linehaul and vocational truck space.

    Mark Cartwright, global product planning manager at ZF, sees the system as a key element for fleet driver recruitment and retention efforts. He explained ReAX was developed to eliminate uncertainty and reduce driver fatigue through simplified steering.

    “The ease of steering makes it much easier to move in tight quarters, docking areas, etc., where a lot of minor accidents occur,” Cartwright said. “That just gives confidence to the driver and makes good drivers better.”

    During the event, after driving vehicles with and without the system engaged, it is apparent that ReAX requires less force and work for the driver since the system knows where the steering is at all times. When the system is engaged, steering returnability improves and the wheel quickly returns itself back to center with little-to-no work from the driver.

    According to the company, benefits include:
    • Enhanced drivability and maneuverability
    • Road crowning and crosswind compensation for safer operation at highway speeds
    • Better handling and directional control in any adverse road conditions (potholes, bumps, etc.)
    • Steering automatically returns to center easing operation
    • Reduces driver fatigue
    • Enables a larger recruiting pool of drivers
    City Transit Bus, located across from ZF’s Lafayette plant, uses the ReAX system in its bus fleet. Marty Sennett is the general manager there.

    [​IMG]
    Marty Sennett, general manager of City Transit Bus.

    “With the shortage of drivers, a lot of times we need drivers to work more than eight hours a day,” Sennett told Fleet Owner. “So if they’re not hurting physically, it’s much easier to get them to work overtime.”

    “We had one driver who had neck and back surgery this summer, and if we had the old system, he’d be on disability right now,” Sennett added. “It saves the government a little money and hopefully us a little money, extend his career another 10 years until he’s ready to retire. So far, we found it to be a win-win situation.”

    ZF noted that the system will be available from a couple OEMs by next year, but additional details will be addressed at next month’s North American Commercial Vehicle Show in Atlanta.

    http://fleetowner.com/autonomous-ve...m=email&elq2=52b408af08ac49b18a0ce898e1228718
     
  35. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    House approves bill to ease deployment of self-driving cars

    Commercial vehicles excluded; Senate to hold hearing on autonomous trucks next week
    Sep 6, 2017 Neil Abt

    [​IMG]
    The bill could allow up to 100,000 autonomous cars a year to be exempted from certain safety standards while the technology is developing. (Photo: Texas A&M Transportation Institute)

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    The House passed legislation on Sept. 6 that gives the Department of Transportation (DOT) the ability to set performance standards for autonomous vehicles under 10,000 lbs.

    The bill (H.R. 3388), which now goes to the Senate, requires DOT to develop rules regarding self-driving cars sharing highways with standard vehicles. It could allow for as many as 100,000 such vehicles a year to be exempted from certain safety standards while the technology is developing.

    It is unclear when the Senate may consider the bill, but the Senate Commerce, Science and Transportation Committee will hold a hearing next week on automated trucks. Commercial vehicles are not included as part of the House bill.


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    “The future of the automobile is here and this bill will give the automotive industry the tools it needs to completely revolutionize how we will get around for decades to come,” said Rep. Fred Upton (R-MI), a member of the House Energy and Commerce Committee.

    Manufacturers would be required to develop cybersecurity plans for detecting and responding to cyberattacks, as well as ways to protect personal data of owners. States would still have authority over licensing, insurance, and law enforcement.

    “While more work is needed, the bill that passed the House today represents good progress toward a law that will facilitate realization of the safety, mobility, and environmental benefits of self-driving vehicles,” General Motors said in a statement.

    David St. Amant, the Intelligent Transportation Society of America, called the vote “an important first step in creating the framework for the safe introduction of highly autonomous vehicles into our nation’s transportation system.”

    In a separate development, Reuters reported that Transportation Secretary Elaine Chao is expected to issue revised self-driving vehicle guidelines next week in Michigan. The White House Office of Management and Budget approved changes to the guidelines on Aug. 31.

    http://fleetowner.com/autonomous-ve...m=email&elq2=d454351fec824b3d963c64324d493589
     
  36. oldgaranddad

    oldgaranddad Gold Member Gold Chaser Site Supporter ++

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    I saw this on a meme...

    With all these self driving vehicles it will only be a matter of time before some cowboy in a country song laments that even his truck left him.

    :belly laugh:
     
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  37. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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  38. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    Congress Just Signed "The Four-Wheeled Patriot Act"

    [​IMG]
    by Tyler Durden
    Sep 8, 2017 6:00 PM


    Authored by Eric Peters via EricPetersAutos.com,

    Whenever Congress does something unanimously (or nearly so) you can rest assured it’s in their interests, not ours.

    The USA Patriot Act comes to mind.

    Another is the Safely Ensuring Lives Future Deployment and Research in Vehicle Evolution Act – aka the SELF DRIVE Act – which was rubber stamped through Congress the other day. This is the law that exempts automated cars from the safety requirements that apply to autonomous cars – that is, the cars which are independent of government control and controlled by us.

    Just as the Patriot Act was written, not to “fight terrorism,” but to make it easier for government to terrorize us, by circumventing or simply ignoring the Bill of Rights.

    Same operating principle behind both.

    There is irony – and malevolence – here.

    [​IMG]

    Irony, because the same government that endlessly croons about “safety” – when it suits – is willing to back burner safety when it suits. If a car company dared to even suggest that it might be a good idea to install air bag Off switches in new cars (and it would be a very good idea, if safety is a concern, given how dangerous air bags are; not can be, but are) that company would be the focus of great abuse if not threatened prosecution.

    Meanwhile, the SELF DRIVE Act will exempt automated cars from the necessity – under laws that apply to autonomous cars – of having things like steering wheels and brake pedals and other controls by which a human might intervene to save himself in the event the automated car makes a mistake.

    It is presumed automated cars will never make a mistake, that their systems and technology are immune to defects, wear and tear and so forth.

    You know. Like air bags are.

    It’s not very “safe.”

    And yet, it slid through Congress like shit through a goose.

    It’s worth noting that no one is suggesting commercial airliners – which already have the ability to fly themselves, including take-off and landing – do so without human pilots standing by to step in just in case. Much less have cockpit controls removed and the now ex-pilots told to go watch a movie back in Coach.

    [​IMG]

    Why is it acceptable to do exactly that with machines that are more dangerous, en masse, than airliners simply by dint of numbers? There are only a few thousand airliners flying on any given day.

    How many millions of cars are out there?

    And the cars – the automated ones of The Future – will not be subject to the strict, FAA-style inspection and maintenance protocols that apply to airliners because it’s simply not feasible (leaving aside the money) to have millions of cars brought into a facility for close examination of all their critical bits and pieces, preemptively replacing many of them according to a specific time/mileage schedule as a necessary precaution against the inevitably increasing risk of a failure based on wear and tear.

    No one mentions this fact.

    Nor the fact that without some way for a human driver to assume control of the automated car when an inevitable failure occurs, whether from wear and tear or a defect or some other reason, the human will be utterly powerless to do anything to save himself.

    [​IMG]

    And we will have no choice but to get in and hope for the best – because vehicle automation will not be a matter of choice. Stevie Wonder can see what’s coming. Automated car technology will be mandated; the SELF DRIVE Act being the preparatory groundwork. It standardizes things at the federal level; gives the federal regulatory apparat the power to nudge.

    And malevolence?

    Well, there is the obvious malice of exposing people to a known risk, of a piece with air bags; the deliberate thwarting of any way to reduce that risk – as by not allowing the car companies to install air bag Off switches – and by passing a law that will permit manufacturers of automated cars to build them without any controls which could be used to control them, in the event they go haywire.

    Which they will.

    Just like your smartphone or PC. Technology isn’t infallible; things wear out and break down. Exposure to heat and cold, to moisture and potholes jarring the works. What works fine today may not tomorrow – and one day, will not work fine.

    What then?

    But there is another layer of malice, a deeper cut.

    Leaving aside the outright reckless disregard for Our Safety, the SELF DRIVE Act – like the USA Patriot Act – is an outright attack upon ourselves. Upon our right to not be herded and tracked like the residents of an ant farm.

    [​IMG]

    Has anyone stopped to think about the information an automated car would collect – and store and transmit? It would know, for instance, when you go to work each day – and when you come home. Where you stopped along the way – and for how long. The route you took – and whether you took a different route last Thursday.

    It would, in brief, know every last detail about every movement you made that wasn’t made on foot. It will probably know who is in the car, too. There may be audio and video recording. We know this has already happened with smartphones and even “smart” home appliances such as “smart” TVs that listen in to our conversations and transmit them to . . . somewhere.

    The authors and promoters of the SELF DRIVE Act cross their hearts and hope to die that there will privacy “safeguards,” that we have nothing to worry about. Three words ought to throw water on that: USA Patriot Act.

    We were assured of its innocuousness as well; no worries! It was all for our – yes – “safety.”

    [​IMG]

    It is of course too late now, as before. The thing got passed hurriedly and with very little media coverage, which might have made a difference and which probably explains the lack of media coverage.

    When something important to them needs to get done, it gets done.

    Perhaps the “Moms” will say something. The ones who marinate in “safety,” who have made it the driving principle of our beaten down, submit and obey American culture. But probably not. Because “safety” has never been the issue, just the window dressing. The excuse to achieve the true objective.

    Which, by now, even Stevie Wonder can see.

    http://www.zerohedge.com/news/2017-09-08/congress-just-signed-four-wheeled-patriot-act
     
  39. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    The self-driving car you could LIVE in: Radical Renault concept vehicle doubles up as an extra room for your home
    • Renault is officially unveiling the concept at the the Frankfurt Motor Show, being held this week
    • It comes with moveable armchairs, a lifting platform, atmospheric lighting and wifi and more
    • The Symbioz is 15 feet (4.7 metres) long, 6.5 feet (1.98 metres) wide and 4 feet (1.35 metres) high
    • Renault said a production version of the the car could be on the roads as early as 2030


    Read more: http://www.dailymail.co.uk/sciencetech/article-4876398/Renault-s-new-concept-car-extension-home.html#ixzz4sTZGyS7u
    Follow us: @MailOnline on Twitter | DailyMail on Facebook
     
  40. searcher

    searcher Mother Lode Found Site Supporter ++ Mother Lode

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    365Trucking The Grind Episode 2: Autonomous Trucks and our future.
    J Canell



    Published on Sep 11, 2017
    If you aren't subscribed to 365trucking channel on youtube your missing out on telling me your opinions live.
    We discuss truck autonomy and who is responsible for making sure about our own job security in this episode.
     

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