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Self-Driving Cars: The Complete Guide

Self-Driving Cars: The Complete Guide

In the past decade, autonomous driving has gone from “maybe possible” to “definitely possible” to “inevitable” to “how did anyone ever think this wasn’t inevitable?” to “now commercially available.” In December 2018, Waymo, the company that emerged from Google’s self-driving-car project, officially started its commercial self-driving-car service in the suburbs of Phoenix. At first, the program was underwhelming: available only to a few hundred vetted riders, and human safety operators remained behind the wheel. But in the past four years, Waymo has slowly opened the program to members of the public and has begun to run robotaxis without drivers inside. The company has since brought its act to San Francisco. People are now paying for robot rides.

And it’s just a start. Waymo says it will expand the service’s capability and availability over time. Meanwhile, its onetime monopoly has evaporated. Every significant automaker is pursuing the tech, eager to rebrand and rebuild itself as a “mobility provider. Amazon bought a self-driving-vehicle developer, Zoox. Autonomous trucking companies are raking in investor money. Tech giants like Apple, IBM, and Intel are looking to carve off their slice of the pie. Countless hungry startups have materialized to fill niches in a burgeoning ecosystem, focusing on laser sensors, compressing mapping data, setting up service centers, and more.

This 21st-century gold rush is motivated by the intertwined forces of opportunity and survival instinct. By one account, driverless tech will add $7 trillion to the global economy and save hundreds of thousands of lives in the next few decades. Simultaneously, it could devastate the auto industry and its associated gas stations, drive-thrus, taxi drivers, and truckers. Some people will prosper. Most will benefit. Some will be left behind.

It’s worth remembering that when automobiles first started rumbling down manure-clogged streets, people called them horseless carriages. The moniker made sense: Here were vehicles that did what carriages did, minus the hooves. By the time “car” caught on as a term, the invention had become something entirely new. Over a century, it reshaped how humanity moves and thus how (and where and with whom) humanity lives. This cycle has restarted, and the term “driverless car” may soon seem as anachronistic as “horseless carriage.” We don’t know how cars that don’t need human chauffeurs will mold society, but we can be sure a similar gear shift is on the way.

SelfDriving Cars The Complete Guide

The First Self-Driving Cars

Just over a decade ago, the idea of being chauffeured around by a string of zeros and ones was ludicrous to pretty much everybody who wasn’t at an abandoned Air Force base outside Los Angeles, watching a dozen driverless cars glide through real traffic. That event was the Urban Challenge, the third and final competition for autonomous vehicles put on by Darpa, the Pentagon’s skunkworks arm.


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At the time, America’s military-industrial complex had already thrown vast sums and years of research trying to make unmanned trucks. It had laid a foundation for this technology, but stalled when it came to making a vehicle that could drive at practical speeds, through all the hazards of the real world. So, Darpa figured, maybe someone else—someone outside the DOD’s standard roster of contractors, someone not tied to a list of detailed requirements but striving for a slightly crazy goal—could put it all together. It invited the whole world to build a vehicle that could drive across California’s Mojave Desert, and whoever’s robot did it the fastest would get a million-dollar prize.

The 2004 Grand Challenge was something of a mess. Each team grabbed some combination of the sensors and computers available at the time, wrote their own code, and welded their own hardware, looking for the right recipe that would take their vehicle across 142 miles of sand and dirt of the Mojave. The most successful vehicle went just seven miles. Most crashed, flipped, or rolled over within sight of the starting gate. But the race created a community of people—geeks, dreamers, and lots of students not yet jaded by commercial enterprise—who believed the robot drivers people had been craving for nearly forever were possible, and who were suddenly driven to make them real.

They came back for a follow-up race in 2005 and proved that making a car drive itself was indeed possible: Five vehicles finished the course. By the 2007 Urban Challenge, the vehicles were not just avoiding obstacles and sticking to trails but following traffic laws, merging, parking, even making safe, legal U-turns.

When Google launched its self-driving car project in 2009, it started by hiring a team of Darpa Challenge veterans. Within 18 months, they had built a system that could handle some of California’s toughest roads (including the famously winding block of San Francisco’s Lombard Street) with minimal human involvement. A few years later, Elon Musk announced Tesla would build a self-driving system into its cars. And the proliferation of ride-hailing services like Uber and Lyft weakened the link between being in a car and owning that car, helping set the stage for a day when actually driving that car falls away too. In 2015, Uber poached dozens of scientists from Carnegie Mellon University—a robotics and artificial intelligence powerhouse—to get its effort going.

Biden’s ‘Antitrust Revolution’ Overlooks AI—at Americans’ Peril

Biden’s ‘Antitrust Revolution’ Overlooks AI—at Americans’ Peril

Despite the executive orders and congressional hearings of the “Biden antitrust revolution,” the most profound anti-competitive shift is happening under policymakers’ noses: the cornering of artificial intelligence and automation by a handful of tech companies. This needs to change.

There is little doubt that the impact of AI will be widely felt. It is shaping product innovations, creating new research, discovery, and development pathways, and reinventing business models. AI is making inroads in the development of autonomous vehicles, which may eventually improve road safety, reduce urban congestion, and help drivers make better use of their time. AI recently predicted the molecular structure of almost every protein in the human body, and it helped develop and roll out a Covid vaccine in record time. The pandemic itself may have accelerated AI’s incursion—in emergency rooms for triage; in airports, where robots spray disinfecting chemicals; in increasingly automated warehouses and meatpacking plants; and in our remote workdays, with the growing presence of chatbots, speech recognition, and email systems that get better at completing our sentences.

Exactly how AI will affect the future of human work, wages, or productivity overall remains unclear. Though service and blue-collar wages have lately been on the rise, they’ve stagnated for three decades. According to MIT’s Daron Acemoglu and Boston University’s Pascual Restrepo, 50 to 70 percent of this languishing can be attributed to the loss of mostly routine jobs to automation. White-collar occupations are also at risk as machine learning and smart technologies take on complex functions. According to McKinsey, while only about 10 percent of these jobs could disappear altogether, 60 percent of them may see at least a third of their tasks subsumed by machines and algorithms. Some researchers argue that while AI’s overall productivity impact has been so far disappointing, it will improve; others are less sanguine. Despite these uncertainties, most experts agree that on net, AI will “become more of a challenge to the workforce,” and we should anticipate a flat to slightly negative impact on jobs by 2030.

Without intervention, AI could also help undermine democracy–through amplifying misinformation or enabling mass surveillance. The past year and a half has also underscored the impact of algorithmically powered social media, not just on the health of democracy, but on health care itself.

The overall direction and net impact of AI sits on a knife’s edge, unless AI R&D and applications are appropriately channeled with wider societal and economic benefits in mind. How can we ensure that?

A handful of US tech companies, including Amazon, Alibaba, Alphabet, Facebook, and Netflix, along with Chinese mega-players such as Baidu, are responsible for $2 of every $3 spent globally on AI. They’re also among the top AI patent holders. Not only do their outsize budgets for AI dwarf others’, including the federal government’s, they also emphasize building internally rather than buying AI. Even though they buy comparatively little, they’ve still cornered the AI startup acquisition market. Many of these are early-stage acquisitions, meaning the tech giants integrate the products from these companies into their own portfolios or take IP off the market if it doesn’t suit their strategic purposes and redeploy the talent. According to research from my Digital Planet team, US AI talent is intensely concentrated. The median number of AI employees in the field’s top five employers—Amazon, Google, Microsoft, Facebook, and Apple—is some 18,000, while the median for companies six to 24 is about 2,500—and it drops significantly from there. Moreover, these companies have near-monopolies of data on key behavioral areas. And they are setting the stage to become the primary suppliers of AI-based products and services to the rest of the world.

Each key player has areas of focus consistent with its business interests: Google/Alphabet spends disproportionately on natural language and image processing and on optical character, speech, and facial recognition. Amazon does the same on supply chain management and logistics, robotics, and speech recognition. Many of these investments will yield socially beneficial applications, while others, such as IBM’s Watson—which aspired to become the go-to digital decision tool in fields as diverse as health care, law, and climate action—may not deliver on initial promises, or may fail altogether. Moonshot projects, such as level 4 driverless cars, may have an excessive amount of investment put against them simply because the Big Tech players choose to champion them. Failures, disappointments, and pivots are natural to developing any new technology. We should, however, worry about the concentration of investments in a technology so fundamental and ask how investments are being allocated overall. AI, arguably, could have more profound impact than social media, online retail, or app stores—the current targets of antitrust. Google CEO Sundar Pichai may have been a tad overdramatic when he declared that AI will have more impact on humanity than fire, but that alone ought to light a fire under the policy establishment to pay closer attention.