What is the moment of sin in drunk driving?

Recently, some prosecutors, in efforts to crack down on drunk driving, are pushing for murder convictions. This is happening in the case of really blatant disregard on the part of the drunk drivers — people with multiple DUIs getting smashed, going out, and killing.

In watching coverage of this trend, over and over again I heard it said that the killer’s sin was “getting behind the wheel when drunk.” And that is in fact what we punish with DUI laws. Because so many people have done it (without killing anybody) there is surprising sympathy for the drunk drivers — there but for the grace of god go I.

But is that the right sin? That decision is always made once the person has impaired judgement. Something to me seems wrong about punishing a decision made when one has lost the ability to make good decisions. While I don’t drink, and have no sympathy for the actions of drunks, I think the real transgression comes much earlier.

The real transgression is allowing yourself to get impaired in circumstances where you would then be sufficiently likely to make deadly wrong decisions. A simple example of this would be having enough alcohol to move from sober to drunk when you have your car with you and plan to drive home. Of course, many people in that situation will do the right thing, and still be clear enough to know they should get a cab home, and then come back to pick up their car later. But of course, many don’t. And worse, there is often an incentive not to — such as paying for two taxi fares, and dealing with the car’s location becoming a no-parking zone in the morning.

I believe people should be punished for risky decisions they make while sober, more so than ones they make while drunk. It should be expected that people will make poor decisions and take unacceptable risks when drunk. That is what impairment means. It is the decisions they make when sober, when they know right from wrong, that the law should punish.

Now let me describe how this might work in theory, and then discuss the harder question of making it work in practice.

The simplest way to behave well is to never take your car to go drinking. That car parked outside is too much temptation once you are drunk. And this is what the designated driver concept is about. To get more specific, you must not take the drinks that make you impaired without first, while still not so impaired, making plans to get home so you have no temptation to drive your car. This can include arranging a ride with a sober person, pre-contracting with a taxi company for later pickup, or putting your car keys into escrow.

Car key escrow, for example, would involve giving the keys to a friend or the bartender, who will not return them to you until you are sober. A high-tech version might be a simple lockbox. You can put your keys in the lockbox (provided by a responsible bar) and can only get them out by blowing into the box with alcohol below the limit. The act of escrow, taken while sober, makes you legal. The act of drinking beyond your limit without making alternate plans is the immoral act. Having any recorded plan for getting home — cab, designated driver, transit ticket, keys in escrow — is enough to be acting morally.

Now how to enforce this? Well, we can’t really have police coming into bars, and asking all patrons who are beyond the limit to prove they made alternate plans. Police could check inebriated people leaving bars, but don’t typically have the time for this. If this sort of rule is to be enforced, it would have to be through legal liability on those who serve alcohol (bars, party hosts) to assure none of their guests go beyond the limit without plans, or at least the easy ability to make plans. (Cheap key lockboxes might help in this area.)

And of course, anybody who did drive drunk would be guilty since they obviously didn’t make adequate plans. This approach would simply expand the culpable act to the broader situation of having deliberately (while sober) put yourself in a situation where this has a real chance of taking place.

There are problems of course. Often “guests” come to parties uninvited and get drunk. We’ve all had a fairly drunk person at a party we barely know. Or we may not know the drinking habits of the friends we do invite. Bartenders deal with people arriving who already got sauced at another bar and just have the last few drinks before they drive in the 2nd bar. We want people to act responsibly, not have to go overboard and be paranoid about each guest. Ideally we want the full weight of the law to fall on the sober person who got drunk while his or her car was outside.

One unconnected option might make sense. Parking laws might be changed to let you get out of certain kinds of parking tickets if you can show proof you took an alternate way home because you are drunk. Taxi drivers who take drunks home could issue such a dated receipt. Friends could testify under oath that they drove you home because you were drunk. This might make people more willing to leave cars behind in certain areas. It would have to be clear what those areas were (for example, parking that was free at night but becomes metered or prohibited at 7am) so that the parking does not become a problem. Still the extra parked cars are a better thing to have than cars with drunks behind the wheel.

Robocars bringing you flying cars

Here’s a short new robocar essay, on Robocars helping bring about flying cars.

The thesis of the essay is simple. The quest for flying cars has always had to deal with the very difficult compromise between a vehicle that flies and one that drives. It’s just really hard to make one vehicle to do both.

The robocar (or rather robotaxi) solution is to not try to do both in one vehicle, but adapt to the idea you can hire a robotaxi to zip you right to your plane, and another one will be waiting on the taxiway when you land for a quick transition. It’s not the “take off from your house” vision, though. Of course, independently, the planes themselves could become computer-flown, as is almost the case today. If this happened, and the planes were able to do short takeoff and landing, and do it quietly (perhaps hybrid engines which use battery just for takeoff and landing) the world might accomodate airstrips in much more convenient places, even old stretches of road that don’t have overhead wires.

And don’t forget, I’ll be giving a robocar talk at BIL in Long Beach this weekend.

Indoor deliverbots on the rise

Here’s a nice story about the Kiva warehouse delivery robot now being used by major retailers like The Gap. Factory floor robots have been around for some time, and the field even has a name “automated vehicle guidance systems” but these newer deliverbots kick it up a notch, picking up shelves and bringing them to a central area for distribution, finding their way on their own with sensors.

We’re also seeing more hospital deliverbots, which — very slowly — take things around hospitals, roving the same corridors as the people. When a robot goes very slowly, people are willing to allow it to travel with them. The technological question is, how hard it is it to raise that speed and stay safe, and make people believe that they are safe.

Some applications care little about speed, and the slow robots already have a market there. We would not tolerate super slow robots on our streets, getting in the way of our cars, regularly.

One answer may be “extremely deferential” behaviour. Consider a deliverbot trundling down a low-volume street at 10 kph (6mph). It would be constantly checking for a vehicle coming up behind it, using radar, lasers and cameras. With LIDAR it would get about 90 meters of warning, with other sensors perhaps more. Say it detects a car coming behind it at 50 km/h (30mph). It has 8 seconds, during which it will will cover 22 meters. If it’s a small robot — and we might limit the robots to make them small — odds are reasonable that it might find a place in which to duck, such as a driveway. These robots aren’t parking, so they can move into driveway entrances, fire hydrant locations and many small non-parking spaces along the road.

Indeed, it need not find a place to pause on its own side of the road. If there is no immediate oncoming traffic, it could deek to the other side of the road for a hiding spot. Ideally it would be clever and not pick a driveway which has a moving car or even a car sensors reveal has the engine running.

Indeed, it’s not unreasonable for the deliverbot to simply move into the oncoming lane if it is clear, to let the human vehicle pass. This is a bit disconcerting to our usual sense of how things work — slow vehicles don’t move to the left for us to pass them — but there is no reason it could not be true. This is on urban streets where stopped vehicles, turning vehicles and even pedestrians are found in the middle of the street all the time, and drivers have plenty of time to stop for them. Nobody is going to hit such a vehicle, just get annoyed by it.

For the driver, they would see various slow deliverbots on the road ahead. But in all but unusual circumstances, by the time they got close to those robots, they would have pulled out of the lane, to pause in driveway entrances. The main risk is the driver might start to depend on this, and plow right into such a vehicle (at slow speeds) if there was no place for it to pull over. A deliverbot that doesn’t immediately see a place to pull over would probably start blinking a very obvious flashing light on the back, increasing the warnings if the vehicle does not slow down. It might also speed up a little bit, if safe to do so, to reach a spot to pause.

Why is this interesting? I think we’re much closer to building a vehicle that could go 10 kph on slow city streets, using LIDAR. If the vehicle is small and doesn’t weigh a great deal, it simply won’t be capable of doing much damage to people by hitting them. It could even be equipped with airbags on the outside should this ever become unavoidable. The main problems would be people hitting them, or being annoyed by them.

Once accepted, as safety technology improves, the speed can improve — eventually to a level where they don’t get in the way, other than in the sense that any other vehicle is in your way. There will always be those who want to go faster, and so the deference approach will always be useful.

Robotic Snowplow

I’ve added a new concept to the notes section — the Robo Snow Plow. In the article I describe the value of plows that can patrol the roads frequently without need for staff. Since you don’t want to delay for recharging, these might be fuel-tank powered.

However, another interesting concept is offered, namely the repurposing of idle vehicles as temporary plows. The call would go out, and idle vehicles would travel to a depot where a plow or snowblower would be placed on them. Then they would go out and plow and clear light covers of snow. When done, or when needed shortly by their owner, they would return to a depot and drop off the plow unit.

Ordinary cars would be light and not able to plow heavy snow, but there are so many idle cars that you could get to all the streets before things got too heavy. If you didn’t, you would need to assign heavier vehicles and real plows to those areas. And everybody’s driveways would be kept clear by robot snow blowers too. Cars on the roads would give real-time reports of where snow is falling and how thick it’s getting. Cities might be able to clear all their streets, sidewalks and driveways without needing extra vehicles.

Robocar talks at Future Salon, BIL

I’ll be giving a talk on Robocars on Friday, January 16th at the Bay Area Future Salon which is hosted at SAP, 3410 Hillview, Building D, Palo Alto CA. Follow the link for more details and RSVP information. Reception at 6, talks at 7. Eric Boyd will also talk on efficiency of transportation.

While I gave an early version of the Robocar talk at BIL (the unconference that parallels TED) last year, I think I will do an update there as well, along with a talk on the evils of cloud computing.

Notes from Robodevelopers conference

I gave a few visits to the RoboDeveloper’s conference the past few days. It was a modest sized affair, one of the early attempts to make a commercial robot development conference (it’s been more common to be academic in the past.) The show floor was modest, with just 3 short aisles, and the program modest as well, but Robocars were an expanding theme.

Sebastian Thrun (of the Stanford “Stanley” and “Junior” Darpa Grand Challenge teams) gave the keynote. I’ve seen him talk before but his talk is getting better. Of course he knows just about everything in my essays without having to read them. He continues (as I do) to put a focus on the death toll from human driving, and is starting to add an energy plank to the platform.

While he and I believe Robocars are the near-term computer project with the greatest benefit, the next speaker, Maja Mataric of USC made an argument that human-assistance robots will be even bigger. They are the other credible contender, though the focus is different. Robocars will save a million young people from death who would have been killed by human driving. Assist robots will improve and prolong the lives of many millions more of the aged who would die from ordinary decrepitude. (Of course, if we improve anti-aging drugs that might change.) Both are extremely worthy projects not getting enough attention.

Mataric said that while people in Robotics have been declaring “now is the hot time” for almost 50 years, she thinks this time she really means it. Paul Saffo, last weekend at Convergence 08, declared the same thing. He thinks the knee of the Robotics “S Curve” is truly upon us.

On the show floor, and demonstrated in a talk by Bruce Hall (of Velodyne Lidar and of Team DAD in the Darpa Grand Challenges) was Velodyne’s 64 line high resolution LIDAR. This sensor was on almost all the finishers in the Urban Challenge.

While very expensive today ($75,000) Hall believes that if he had an order for 10 million it would cost only hundreds without any great advances. With a bit of Moore’s law tech, it could even be less in short order.

Their LIDAR sees out to 120 meters. Hall says it could be tuned to go almost 300 meters, though of course resolution gets low out there. But even 120 meters gives you the ability to stop (on dry road) at up to 80 mph. Of course you need a bit of time to examine a potential obstacle before you hit the brakes so hard, so the more range the better, but this sensor is able to deliver with today’s technology.

The LIDAR uses a class 1 (eye-safe) infrared laser and Hall says it works in any amount of sunlight, and of course in darkness. He also says having many together on the road does not present a problem and did not at the Urban Challenge when cars came together. It might require something fancier to avoid deliberate jamming or interference. I suspect the military will pay for that technology to be developed.

This LIDAR, at a lower cost, seems good enough for a Whistlecar today, combined, perhaps with tele-valet remote operation. The LIDAR is good enough to drive at modest urban speeds (25mph) and not hit anything that isn’t trying to hit you. A tele-valet could get the whistlecar out of jams as it moves to drivers, filling stations and parking spots.

These forecasts of cheap, long-range LIDAR make me very optimistic about Whistlecars if we can get them approved for use in limited areas, notably parking lots, airports, gated communities and the like. We may be able to deploy this even sooner than some expect.

Some random travel notes

Here are some notes based on my recent trip to Finland, Sweden and Russia. Not about the places — that will come with photos later — but about the travel itself.

Baltic Ferry

The ferries between Helsinki and Stockholm are really cruise ships. It takes about 16 hours and is a very popular method of travel between the cities, especially for families. There is no really practical land route, and the competition keeps the prices of these things down. In addition, they play tricks to allow duty free shopping, and unlike many duty free shops which are just ripoffs, these ones are competitive and do a brisk business. I’m told they are also party boats, but due to jet lag I was asleep not long after the Smörgåsbord. Unlike most cruise ships, these have almost nothing included, not the sauna, not the food and probably not even the mandatory showing of Abba’s “Mamma Mia.”

Because it the boat left at sunset and I planned to be awake and above at sunrise for photography of the Swedish Archipelago, and the moon was new, I decided there would be nothing to see, and I took an inside cabin. I was surprised to learn that, even though I knew it was dark and largely featureless outside, it bothered me to be in the sealed room. I reiterate my call that ship inside cabins come with a TV showing a closed circuit view of the outside in the correct direction. If they are not ready to do that (this ship didn’t even have TVs) I think a light behind the curtains of the fake window which simulates, based on just the clock, what the light should be like outside, would actually still be a positive step.

Or, failing that, if they put internet in the rooms, people could display the closed circuit video on the screen they brought with them…

On a ship like this, the shower takes up a lot of a very small room while being very cramped anyway. While most people want a toilet in their room, some communal locker room showers might make sense for preserving space. Of course, you still need a lot of them as demand comes at the same time, but not quite as many.

I think I’ll go back to a window for my next cruise cabin. But not a balcony. I have found that when I’ve had a balcony I sat on it for an hour of the entire week, and it took a lot of space out of the cabin.

The nice thing about the overnight cruise, of course, is that it made the trip between cities happen at night, offering a near full day in each city on either end. The arrival is a bit late at 10am, but that time is spent on a cruise of the islands, which all Stockholm tourists want anyway. It made me wonder if it was possible to arrange that sort of travel among close coastal cities in the USA or Canada (Boston to DC?) but perhaps the seas are not as reliable. And of course there is the Jones Act.

For the tourist, it also means the cruise is one of your hotel nights, and it costs only a little more for two people than a typical Stockholm hotel.

Taxi in Stockholm

Arriving in Stockholm, I was advised I should take a cab to our hotel and it would cost under $20. I had to eat my own words about cab competition because I got into a predator cab in the line at the ferry terminal which charged 5 times the typical rates. A few blocks away we noticed the meter going up one SEK (13 cents) per second and asked the driver to stop. He got abusive and threatening, and with my luggage implicitly hostage, I paid $25 to be dumped on the street in the rain with 3 suitcases and no SEK. Turned out there was a subway stop not far away, though that’s no fun with lots of bags.

Turns out the cabs do have their prices on them in the window, and no Swede would hire such a cab, but tourists unaware of the system can be easy marks, so no surprise this cab was at the ferry terminal. I had written earlier that I don’t believe in the heavy Taxi regulation most cities have, though I had come so much to expect it I got burned. The main argument for the regulation is that you can’t shop while standing waiting to hail a cab, but I can now see another argument about it on taxis serving people who will not know the local markets.

Stockholm transit was quite good, and we got an unlimited pass so used it a lot, though in many cases a cab would have probably saved valuable time. But we were so burned by our first Stockholm taxi experience that we just never felt the desire to use one again until the trip to the airport, which we had the hotel arrange.

Transit in St. Petersburg

St. Petersburg transit is a very different experience. It’s cheap: Typical fare of 16-18 rubles (around 60 cents) for official transit, 23 rubles for private buses that are more common. It’s very heavily used. Oddly, there did not appear to be transfers. If you wanted to change from trolley to bus, you seemed to pay again, or so our host told us. While at the low price this should not be a problem, it does mean you’re more likely to walk if you only have to go one or two stops on the 2nd leg.

The subway (which is quite grand, a Soviet showpiece) was packed to the gills on Sunday afternoon. We didn’t ride it during rush hour, and I’m glad. The subway isn’t actually terribly useful for the city core where the tourist sites are, though there happened to be a stop near our nice B&B.

Transport to/from the airport is another story, with most services seeming to run 40 to 60 Euros, though our host arranged a private car (by which I mean, just some guy’s Volga) for 30 Euros. We didn’t try it, but there is also an ad-hoc private taxi system. Stick out your arm and a private citizen will come pull over and negotiate a price, if they are going your way.

As noted, our driver had a Volga, but generally the streets are full of foreign cars. The car everybody wants is a Corolla. Ford is making big inroads too, along with Hyundai.

Air Travel

Finnair is charging for soft drinks on board, that trend is growing. ?????? (Rossiya) airlines still uses paper tickets, that was strange and frustrating. United Airlines won’t let a Premier member upgrade on a United Flight if their ticket came from Lufthansa (which I needed to do to make the Finnair connection as UA doesn’t partner with them.)

GPS Headaches

When I got my HTC Mogul phone, it had a GPS inside it, but the firmware didn’t enable it. So while in Germany in January, I used an external bluetooth GPS which worked OK, if being a bit silly. After I got back I got a phone firmware upgrade, which enabled the internal GPS, which has been very handy since then. When I got back to Europe I discovered two annoying things:

  • While the GPS does use assisted GPS from the cell towers to work faster in the USA, it is a full GPS able to work away from them. But not in Europe, where it refused to work, even when it could see 5 or 6 satellites. Some report getting the phone GPS to wake up after 10-20 minutes but it never did for me.
  • Alas, when they enabled the internal GPS, they disabled the ability to use an external bluetooth GPS through the official WINCE GPS API. So I was worse off than before.
  • While a few programs could use the external GPS because you could manually configure them to use a different port, the offline map program I had downloaded could not. This had a real cost, as I ended up taking a few wrong turns and taking a few wrong street cars without knowing which direction I was going.

So brickbats for Sprint/HTC for this bizarre configuration, and I hope they fix it.

Providing what travelling guests need

I’m back from my 3-country tour that started with being guest of honour at Helsinki’s “Alternative Party” which introduced me to the Demoscene, something I will write about in some future blog posts. While I have much to say about this trip, and many gigs of photos, I thought I would start with some travel notes.

How to be nice to your guest

I don’t write this to fault the crew at Alternative Party. They were fine hosts, and great and friendly people. As a small, non-professional conference, they had to act on a budget, so they could not do everything a rich conference might do. And they did several of the things I list here as good ideas.

  • Hire a local travel agent to assist the guest, and to manage payments for travel. You can give the guest the option of using their own favourite agent, but somebody who knows local stuff is always a plus. And you can control spending via your own agent, and don’t have to worry about reimbursement.
  • If the guest pays some of their own expenses, reimburse as quickly as you can to make them feel good. While it’s rare, there are enough stories of guests who found out after the fact that something would not be reimbursed (including in fraudulent cases an entire trip) to provide enough jitters. Speaking fee doesn’t need to be paid as quickly because that’s a two-way street.
  • Write up a local guide web page for all guests with local info and information on at-event process. Include the mobile phone numbers of local organizers so somebody can always be reached.
  • If the guest is coming from another country, particularly another continent, offer them a local cell phone or local (possibly prepaid) SIM card. These are often dirt cheap and you may even have some spare. If the guest is coming with somebody else, offer two or more of such. USA guests may not own a phone that can work overseas, and many European phones won’t work in the USA/Canada. If they do work, calls are usually very expensive, both for you to reach them and them to call you. In many countries, there are providers who offer free or cheap “on-network” calling, so a pair of such cards or phones can be handy as walkie-talkies.
  • If the guest likes, circulate word among conference organizers or even known attendees to see if somebody who is a fan of the guest would be willing to be a local guide or driver before/after the event. Having a local pick you up at the airport and answer questions is very friendly compared to sending a limo or taxi. If the guest wishes, also arrange a dinner at a nice restaurant with interesting people from the conference.
  • Above and beyond any dinner, ask the guest what kinds of restaurants they like and prepare a list for them of some that are known to be good.

Hotels should do some of this

In St. Petersburg, we stayed at a very nice B&B. But I still had a few suggestions of inexpensive things that could improve life.

  • As with the conference, hotels should make local phones and SIMs available to guests with only a modest profit margin. Program the hotel concierge into the SIM’s phonebook, too. My German prepaid SIM could not make calls in Russia (it worked in Finland and Sweden though at roaming prices) and while I could have bought a Russian SIM, shopping for this would have been time-consuming without knowing the language.
  • Of course, providing wireless internet should be de rigeur. It has become essential to our travels as we read news, get weather and look up tourist information on the internet regularly. In addition, have some loaner computers available, both for those who don’t bring a laptop, and for couples who bring only one but who can then both do their E-mail at once.
  • European hotels almost universally serve a couple by putting two single beds together. They then put two sets of single sheets on the bed, or a single duvet. These can’t be tucked in, and at least for me, it means they always come off. And it’s no good for cuddling as a couple. It would not be that expensive to also keep a modest number of full-bed sheets around for those who prefer that. The single duvets could still sit on top. I realize the European system may make housekeeping easier, but I find it highly annoying and I am sure many others do as well.
  • Many hotels offer a laundry service at a very high price. (Often the cost of cleaning socks and underwear will exceed the cost of buying new ones at discount stores like Costco.) But for those that don’t, the hotel should offer the location of a nearby laundry that does “wash and fold” (ordinary laundry charged by the kilogram) and perhaps even have a relationship with them. Once a trip gets over 8 or 9 days, laundry is important but you don’t want to waste time on it.

Solving Selfish Merge, again

I’ve written a few times about the “Selfish Merge” problem. Recently, reading the new book Traffic: Why We Drive the Way We Do by Tom Vanderbilt, I came upon some new research that has changed and refined my thinking.

The selfish merge problem occurs when two lanes reduce to one. Typically, most people try to be “good” and merge early, and that leaves the right lane, which is ending, mostly vacant. So some people zoom ahead of everybody in the right lane, and then merge at the very end. This is selfish in the sense that butting into any line is selfish. Even if overall traffic flow is not reduced (and even if it is increased) the person butting in moves everybody back one slot so they can get ahead by many slots. This angers people and generates more counter-productive behaviour, including road rage, and attempts to straddle the lanes so that the selfish mergers can’t move up to the merge point.

In Traffic, Vanderbilt writes of surprising research that changed his mind, which showed that, in simulations, some merging forms provided up to 15% more traffic throughput than proper attempts at a zipper merge. In particular, a non-selfish merge fully using the vanishing lane worked better than the typical butt-in situation described at the top.

In this merge, which I’ll call the “slow and fair merge,” drivers are told to use both lanes up to the merge-point, and then to fairly “take their turn” at the merge point entering the continuing lane. Nobody is selfish here, in that nobody butts ahead of anybody else, but both lanes are fully utilized up to the merge point.

This problem is complex, I believe, because there is a switch-over point, which I call the “collapse” point. This is the point at which the merge flow becomes high enough that traffic collapses to “stop and go” mode, before and at the merge-point. Before that point, in lighter traffic, there is little doubt (for reasons you will see below) that the “cooperating fast zipper” merge results in the best traffic flow. In particular, there are traffic volumes where you could either have cooperating zipper or “slow and fair” but cooperating zipper would do a fair bit better. There are also traffic volumes where cooperating zipper just isn’t possible any more, and we will either have “slow and fair” (which has the best volume) or “selfish merge” which has a worse volume.

Real world experiments show different results from the theoretical. In particular, many drivers, used to the anarchic selfish-merge approach, don’t understand fair and slow, even when signs are explicit about it, and so they resist using both lanes and try to merge early. They also try to straddle, devolving to selfish merge. An experiment with digital signs which changed from advising drivers to zipper-merge in light traffic to advising “use both lanes” and “merge here, take your turn” in heavier traffic was disobeyed in fair and slow mode by too many drivers. The experiment ended before people could learn the system.  read more »

ARS Technica covers my Robocars articles

This week, as part of a 3-part series on the future of driving, ARS Technica has written a feature article derived from, and covering my series on Robocars. While it covers less than I do here, it does present it from a different perspective that you may find of interest.

Due to their large audience, there is also a stream of comments. Frankly, most indicate that the commenter has not read my underlying articles and my FAQ section, but one commenter did bring up something interesting that I have incorporated into my section on Freedom.

Their point was this: Today, the police use traffic laws as a way to diminish the rule of law. Everybody violates traffic laws regularly, so the police can always find an excuse to pull over a vehicle that they wish to pull over for other reasons. In essence, this ability has seriously eroded our privacy and freedom while we travel on the roads. Generally, robocars would never offer the police an excuse to detain any random driver. They would have to observe something inside the vehicle, perhaps, in order to have the probable cause needed to stop it. It would be more akin to being in your house. Of course, the police can often still find a way if they try hard enough, but this should make that task a great deal harder.

This does not mean that robocars still don’t present lots of privacy and freedom risks. We must work to avoid those. But this is an upside I hadn’t thought of.

There are also a lot of diggs on the Technica article, with their own comments, even more removed from my base articles, which never got too many diggs on their own.

If you didn’t see it, back a few months ago, the series was also featured on slashdot with a lively thread.

Where does the Ford MyKey lead?

Ford is making a new car-limiting system called MyKey standard in future models. This allows the car owner to enable various limits and permissions on the keys they give to their teen-agers. Limits included in the current system include an 80 mph speed limit, a 40% volume limit on the stereo, never-ending seatbelt reminders, earlier low-fuel warnings, audio speed alerts and inability to disable various safety systems.

My reaction is of course mixed. If you own something, it is reasonable for you to be able to constrain its use by people you lend it to. At the same time it is easy to see this literal paternalism turn into social paternalism. While it’s always been possible to build cars that, for example, can’t go over the speed limit, it’s always been seen as a “non-starter” with the public. The more cars that are out there which have governors on them, the more used to the idea people will get. (“Valet” keys that can’t go over 25mph or open the trunk have been common for some time.)

This is going to be one of the big questions on the path to Robocars — will they be able to violate traffic laws at the command of their owners? I have an essay on that coming up for the future, where I will also ask how much sense traffic laws make in a robocar world.

The Ford key limits speed to 80mph to allow the teen to pass on the highway. Of course on some highways here you could not go in the fast lane with that governor on, which probably suits the parents just fine. What they probably want would be more a limit on average speed, allowing the teen to, for short periods, burst to the full power of the car if it’s needed, but not from a standing start, and of course with advanced warning when the car has gone too fast too long to give a chance to safely slow down.

The earlier low-gas warning is just silly. The earlier you make a warning, the more you teach people to ignore it. If you have an early warning (subtle) and then a “this time we really mean it” warning most people will probably just use the second one. Many cars with digital fuel meters refuse to estimate fuel left below a certain amount, because they don’t want to be blamed for making you think you have more gas than you do. So they tell you nothing instead, which is silly.

What might make more sense would be the ability to make full use of speed, but the threat of reporting it to mom & dad if it’s over-used. (Such a product would be easy to add to existing cars, I wonder if anybody has made a product like that?) Ideally the product would warn the teen if they were getting close to the limit, to let them govern themselves, knowing that they would face a lecture and complete loss of car privileges if they go over the limitations.

On one hand, this is less paternalistic, because it does not constrain the vehicle and teaches the child to discipline themselves rather than making technology enforce the discipline. On the other hand, it is somewhat Orwellian, though the system need not report the particulars of the infringement, just the fact of it. Though we can certainly see parents wanting to know all the details.

Of course, we’ll see a lot more of that sort of surveillance asked for. Track-logs from the GPS in fact. Logging GPSs that can be hidden in cars cost only $80, and I am sure parents are buying them. (I have one, they are handy for geotagging photos.) We might also start seeing “smart” logging systems that measure speed infractions based on what road you are on. Ie. 80mph not near any highway is an infraction but on the highway it isn’t.

I doubt we’ll be able to stop this sort of governing or monitoring technology — so how can we bend it to protect freedom and privacy?

Parking in the robocar world

I’ve added a new Robocars article, this time expanding on ideas about how parking works in the world of robocars. The main conclusion is that parking ceases to be an issue, even in fairly parking sparse cities, because robocars can do so many things to increase, and balance capaacity.

One new idea detailed (inspired by some comments in another post) is an approach for both valet parking and multi-row triple-parked street parking. This algorithm takes advantage of the fact that all the robocars in a row can be asked to move in concert, thus moving a “gap” left in any line to the right space in just a few seconds. Thus if there is just one gap per row, any car can leave the dense parking area in seconds, even from deep inside, as the other cars move to create a gap for that car to leave.

But there are many more ideas of how parking just should not be an issue in a robocar world. That is, until people realize that, and we start converting parking lots to other uses because we don’t need them. Eventually the market will find a balance.

Read Parking and Robocars.

Robocars vs. PRT

Readers of this blog will know I used to talk a bit about Personal Rapid Transit (PRT) but have switched to a belief that it is now likely that robocars might fulfill the PRT vision before actual PRT can. To understand that, it is necessary to explore just why PRT has never really come about, in spite of being promoted, and possible for almost 40 years. The Morgantown Personal Rapid Transit has run since 1975, though it uses large vehicles and only has 5 stations, so it doesn’t realize the PRT vision of personal cars that go point to point in a network of stations. The ULTra system, with personal cars (which run on tires in a simple track) is being built at Heathrow airport.

I wrote an article on the reasons I have rejected classical, track-based PRT and then opened discussion on it in the Google transport-innovators group. The thread was quite vigourous. I had expected PRT fans to not welcome the concept, and to believe that robocars are still very distant science fiction, for indeed that is a valid objection.

I had not expected such a love of the general concept of shared transit that I would see people arguing that even if robocars were arriving soon, it would still be better to fill our streets with custom elevated guideways for a PRT system. Indeed, some advanced that we should not be building roads at all, that people would give up entirely on vehicle ownership in a PRT or robocar world and that providing garage to garage (or door to door) service was not necessary in the U.S. market, or could easily be done by just running PRT tracks to every house.

I understand the frustration in the PRT world. The ideas make a lot of sense, but no city will buy them. I contend that’s because municipal transit planners are highly averse to innovation. They are happy to buy 100 year old technology for their cities. They think farecards and web sites that can tell you when a bus will get to your stop are space-age innovations. Nobody wants to be the planner who bet on an untested technology that failed. That’s a career-ending risk. They would rather bet on old technology, and in spite of how well it is understood, see it go 100%, 200% or more over budget.

I predict that, once the technology becomes more real, robocars will win because they will be built bottom-up on a simple, already existing platform (roads) without any requirements to build infrastructure or run it. They will be bought by individuals, in particular by early adopters. Early adopters have money to burn on the latest hot new toys. They will happily waste it and buy the cooler model 8 months later. Cities don’t buy this way, they can’t. Cities buy technology that’s already obsolete before they even put it out for bid, and it’s very obsolete a decade later when it goes into operation.

Worse, transit requires monopolies. Either the city runs the transit as a monopoly, or it grants a franchise to a private company to build and run it. (That’s far more rare, since most transit runs with heavy subsidies in the USA.) Monopolies mean corruption (as they get large, they end up having more influence on the city officials than the customers do) and they mean monopoly-style customer service.

While robocars are still over a decade away, I fear that even though PRT could be built today, it will take it a decade to get over the marketing humps it has not managed to overcome in 40 years. By that time, robocars should be much closer to reality, and we’ll reach a point where even a transportation planner will realize the robocars will arrive soon enough to affect transit planning in the present.

Rather than being viewed as the enemy, robocars should be viewed as a way to realize the PRT vision without those deal-blocking new infrastructure requirements. But the PRT community is not yet ready to agree.

Read Robocars and PRT

A Week of Robocars

This special chapter in my series of essays on Robocars describes a fictional week in the Robocar world, with many created examples of how people might use Robocars and how their lives might change.

If you haven’t been following my essay on Robocars, this may be a good alternate entry to it. In a succinct way, it plays out many of the technologies I think are possible, more about the what than the how and why.

A Week of Robocar Stories

This ends this week-long series of postings on the Robocar essays. Though I have some new sidebars already written which I will introduce later. I realize this set of essays has been more longer than one typically sees in the short-attention-span blogosphere, but I think these ideas are among the more important and world-changing I’ve covered. I hope I’ll see more comments from the readers as you get more deeply into it.

Robocars: The end of Urban Transit

You may have seen in earlier blog posts my discussion of the energy efficiency of U.S. transit. I started that investigation because as I learned how inefficient most transit systems are (due to light loads outside of rush hour,) I realized that ultralight electric cars, enabled by Robocars, are more efficient than any transit system. Who would take transit if a fast, comfortable, efficient vehicle will take you directly from A to B? This drives chapter eight, about:

The end of urban mass transit

(This one gets the people who think they love transit, rather than loving efficient transportation, in a tizzy.)

Robocars: Deliverbots -- computer driven trucks

For part seven of my series on Robocars, I now consider the adjunct technology I am calling Deliverbots — namely robot driven trucks and delivery vehicles, with no people inside. These turn out to have special consequences of their own. Read:


Robocars: When?

For part six of my series on Robocars, consider:

When can robocars happen?

I discuss what predictions we can make about how long the Robocar future will take. While there are many technological challenges, the biggest barriers may be political, and even harder to predict.

We don’t seem to have the Jetson’s flying cars yet. What goes wrong with these predictions, and can we figure it out?

Downsides to Robocars

For part five of my series on Robocars, it’s time to understand how this is not simply a utopian future. Consider now:

The Downsides of Robocars

Every good technology has unintended consequences and downsides. Here I outline a few, but there will be more than nobody sees today. I still judge the immense upsides to be worth it, but you can judge yourself.

Car design changes due to Robocars

Robocars will suggest a great number of possible changes in the way we design and market cars. I now encourage you to read:

Automobile design changes due to Robocars

The big green benefit of robocars comes in large part from the freedom they offer in redesigning the automobile, in particular the ability to specialize automobiles to specific tasks, because they can be so readily hired on demand. Or to specific fuels in certain areas, or for sleeping, and much more.

Robocars: Roadblocks on the way

For part three of my series of Robocars, now consider:

Roadblocks on the way to Robocars

A lot of obstacles must be overcome before Robocars can become reality. Some we can see solutions for, others are as yet unsolved. It’s not going to be easy, which is why I believe an Apollo style dedication is necessary.

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