A new report from Navigant Research includes the chart shown below, ranking various teams on the race to robocar deployment. It's causing lots of press headlines about how Ford is the top company and companies like Google and Uber are far behind.
I elected not to buy the $3800 report, but based on the summary I believe their conclusions are ill founded to say the least.
One of the key flaws in the US political system is gerrymandering. I have written about this before even proposing my own method of redistricting, but such proposals only have a limited utility.
In this article I present why court solutions have had trouble, and a potentially new approach using an interstate compact.
Gerrymandering is particularly bad in the USA, but it's a general "bug" in many democratic systems. The flaw is often summed up with the phrase "The politicians pick the voters instead of vice versa." When the incumbent legislators and parties can draw the districts, they can bias the system heavily in their favour. In the USA, the house of representatives is currently highly biased towards the Republican party. It is often cited that the Republicans won 49.9% of popular votes for congress but got 55% of the seats. You can't actually add the individual house votes, because people vote (or rather stay away) differently in safe districts than they do in contested one, but the margin is large enough that the trend is clear.
This is in large part due to Operation Redmap which is documented in the book Ratfucked. It truly fits the description "fiendishly clever plan" and exploits the bug to the level of making it close to permanent.
How districts are drawn is left to the states both in the constitution and the law. Some states have moved to create more fair districting rules, the sort of rules you would make up if you were doing it from a nonpartisan standpoint. However, the hard fact is that those states which do this are chumps. It does not make the system more fair if one side stops cheating -- and I do think of gerrymandering as cheating -- and the other side keeps on cheating. It just assures victory for the cheating side going forward. At the same time, having all sides cheat indefinitely is not a good solution either.
The constitution says very little about districting. In fact, it doesn't even demand districts! States could have, if they chose, selected their representatives in a statewide proportional vote. Later federal laws, however, have demanded each person have one congress member, which demands geographic districts. About half the states require the districts be contiguous, but the others don't. The voting rights act and other principles have forbidden drawing the lines on racial or minority grounds, but not on the grounds of "this helps incumbents keep their seats" -- that's still largely within the rules.
In any event, as long as gerrymandering is benefiting the GOP, they are not going to commit political suicide to remove it. States controlled strongly by one party or the other will resist willfully hurting their own parties, though there are exceptions when states have ballot resolutions. The supreme court ruled, barely, that the public can supersede the legislatures on this matter with a ballot proposition, and so that has happened. While the public belong to parties, they are actually more interested in fairness than party loyalty.
A constitutional amendment could fix this, but that's not going to happen. And strong federal law could probably fix it, but that's not coming from houses controlled by the people which benefit from the cheating.
As such, the solution can only come from the courts, or ballot propositions in a balanced set of states.
A good summary of the rules around districting in the different states can be found at this site.
Justices of the supreme court have reportedly all denounced gerrymandering to cement political control. They agree that it violates the principles of the constitution of one person one vote and equal protection, as it effectively eliminates for partisan reasons the voting power of many. Even agreeing with this, for now they feel powerless to stop it.
We can all see gerrymandering happen, but for the courts to do something about it, they would need to define fair and unbiased test which says when it is happening. This is hard, as courts are reluctant to write sets of rules like that -- that is the province of the other branches of government. Courts don't make the rules, they just decide if people are playing fairly by the rules that the other branches created.
So while it's easy for you or I to propose fair rules for districting -- rectangular districts or my own convexity test above -- these just aren't the sort of rules courts are willing to make up. You can't extract them from the constitution. A court can look at a crazily shaped district and know "this is unfair" but it has to come up with a way that the states can objectively know what is fair and what isn't, without being the author of its own rules.
One proposed rule that's been advocated is the voting efficiency gap. Here, they try to measure how many votes were "wasted" because of district design. If a district went 80% for one party and 20% for the other, 30% of party A's votes are wasted, and20% of party Bs, and the difference between these numbers tells how biased that election was.
It's a nice test but one can see immediate flaws. For example, in a state biased 55% to 45%, a "perfect" districting where every district has the same balance as the state would result in 100% of seats for the dominant party. Since one party is strong in cities and the other strong in the country, any geographic set of districts is going to have these "inefficiencies" with inner cities voting 80% Democratic in the same state as a rural district votes 80% Republican -- without any intent to cheat in how the lines are drawn. As noted, proportional non-geographic districts are not going to happen.
The courts, if they are to help us, need a test which will clearly let them tell states, "If you don't draw your districts to match this test, they will be ruled invalid." It's easy to come up with fair, non-partisan tests to use, but the problem is that it is easy and so there are several you could use -- and why should one be chosen over another? The legislatures can choose one option from many, but the courts are not to be arbitrary in that way. Their test has to clearly match some principle they find in the law.
You can propose convexity, or straight lines, or random selection -- but none of them answer the question of "why does the law demand that particular one, vs. another?" They will ask this because any system, even if non-partisan, will benefit one party more than a different choice and thus have the appearance of being chosen from the pool for a partisan reason. And perhaps more than the appearance.
Individual states deciding to play fair just cede their power. Perhaps another option is possible -- through a compact of states dedicated to fair districting.
The recently released national noise map makes it strikingly clear just how much air travel contributes to the noise pollution in our lives. In my previous discussion of flying cars I expressed the feeling that the noise of flying cars is one of their greatest challenges.
Recently we've seen a series of startups arise hoping to make robocars with just computer vision, along with radar. That includes recently unstealthed AutoX, the off-again, on-again efforts of comma.ai and at the non-startup end, the dedication of Tesla to not use LIDAR because it wants to sell cars today, before LIDARs can be bought at automotive quantities and prices.
California has published updated draft regulations for robocars whose most notable new feature is rules for testing and operating unmanned cars, including cars which have no steering wheel, such as Google, Navya, Zoox and others have designed.
This is a big step forward from earlier plans which would have banned testing and deploying those vehicles. That that they are ready to deploy, but once you ban something it's harder to un-ban it.
I have so much paper that I've been on a slow quest to scan things. So I have high speed scanners and other tools, but it remains a great deal of work to get it done, especially reliably enough that you would throw away the scanned papers. I have done around 10 posts on digitizing and gathered them under that tag.
Recently, I was asked by a friend who could not figure out what to do with the papers of a deceased parent. Scanning them on your own or in scanning shops is time consuming and expensive, so a new thought came to me.
Set up a scanning table by mounting a camera that shoots 4K video looking down on the table. I have tripods that have an arm that extends out but there are many ways to mount it. Light the table brightly, and bring your papers. Then start the 4K video and start slapping the pages down (or pulling them off) as fast as you can.
There is no software today that can turn that video into a well scanned document. But there will be. Truth is, we could write it today, but nobody has. If you scan this way, you're making the bet that somebody will. Even if nobody does, you can still go into the video and find any page and pull it out by hand, it will just be a lot of work, and you would only do this for single pages, not for whole documents. You are literally saving the document "for the future" because you are depending on future technology to easily extract it.
Sooner than most expected, the Trump administration is in trouble. Many are talking about how to end it, or hasten that end.
Caltrain is the commuter rail line of the San Francisco peninsula. It's not particularly good, and California is the land of the car commuter, but a plan was underway to convert it from diesel to electric. This made news this week as the California Republican house members announced they want to put a stop to both this project, and the much larger California High Speed Rail that hopes to open in 2030.
There's been a lot of talk this week on the nature of free speech. I'm a very strong defender of free speech, so I felt it would be worth laying out some of the reasons why "the first amendment is not just the law, it's a good idea." While I am not speaking for any particular organization, and am not a lawyer nor giving legal advice, my background includes things like:
California published its summary of all the reports submitted by vendors testing robocars in the state. You can read the individual reports -- and they are interesting, but several other outlines have created summaries of the reports calculating things like the number of interventions per mile.
I generally pay very little attention when companies issues a press release about an "alliance." It's usually not a lot more than a press release unless there are details on what will actually be built.
Earlier I posted my gallery of CES gadgets, and included a photo of the eHang 184 from China, a "personal drone" able, in theory, to carry a person up to 100kg.
Whether the eHang is real or not, some version of the personal automated flying vehicle is coming, and it's not that far away. When I talk about robocars, I am often asked "what about flying cars?" and there will indeed be competition between them. There are a variety of factors that will affect that competition, and many other social effects not yet much discussed.
There are two visions of the flying car. The most common is VTOL -- vertical takeoff and landing -- something that may have no wheels at all because it's more a helicopter than a car or airplane. The recent revolution in automation and stability for multirotor helicopters -- better known as drones -- is making people wonder when we'll get one able to carry a person. Multirotors almost exclusively use electric motors because you must adjust speed very quickly to get stability and control. You also want the redundancy of multiple motors and power systems, so you can lose a rotor or a battery and still fly.
This creates a problem because electric batteries are heavy. It takes a lot of power to fly this way. Carrying more batteries means more weight -- and thus more power needed to carry the batteries. There are diminishing returns, and you can't get much speed, power or range before the batteries are dead. OK in a 3 kilo drone, not OK in a 150 kilo one.
Lots of people are experimenting with combining multirotor for takeoff and landing, and traditional "fixed wing" (standard airplane) designs to travel any distance. This is a great deal more efficient, but even so, still a challenge to do with batteries for long distance flight. Other ideas including using liquid fuels some way. Those include just using a regular liquid fuel motor to run a generator (not very efficient) or combining direct drive of a master propeller with fine-control electric drive of smaller propellers for the dynamic control needed.
Another interesting option is the autogyro, which looks like a helicopter but needs a small runway for takeoff.
Some "flying car" efforts have made airplanes whose wings fold up so they can drive on the road. These have never "taken off" -- they usually end up a compromise that is not a very good car or a very good plane. They need airports but you can keep driving from the airport. They are not, for now, autonomous.
Some want to fly most of their miles, and drive just short distances. Some other designs are mostly for driving, but have an ability to "short hop" via parasailing or autogyro flying when desired.
NHTSA released the report from their Office of Defects Investigation on the fatal Tesla crash in Florida last spring. It's a report that is surprisingly favorable to Tesla. So much so that even I am surprised. While I did not think Tesla would be found defective, this report seems to come from a different agency than the one that recently warned comma.ai that:
I go to CES first to see the cars but it's also good to see all the latest gadgets. My gallery, with captions you will see at the bottom as you page through them, provides photos and comments on interesting and stupid products and gadgets for this year.
Recently we've seen two essays by people I highly respect in the field of AI and robotics. Their points are worthy of reading, but in spite of my respect, I have some differences of course.
The first essay comes from Andrew Ng, head of AI (and thus the self-driving car project) at Baidu. You will find few who can compete with Andrew when it comes to expertise on AI. (Update: This essay is not recent, but I only came upon it recently.)
CES has become the big event for major car makers to show off robocar technology. Most of the north hall, and a giant and valuable parking lot next to it, were devoted to car technology and self-driving demos.
Earlier I posted about many of the pre-CES announcements and it turns out there were not too many extra events during the show. I went to visit many of the booths and demos and prepared some photo galleries. The first is my gallery on cars. In this gallery, each picture has a caption so you need to page through them to see the actual commentary at the bottom under the photo. Just 3 of many of the photos are in this post.
To the left you see BMW's concept car, which starts to express the idea of an ultimate non-driving machine. Inside you see that the back seat has a bookshelf in it. Chances are you will just use your eReader, but this expresses and important message -- that the car of the future will be more like a living, playing or working space than a transportation space.
The main announcement during the show was from Nissan, which outlined their plans and revealed some concept cars you will see in the gallery. The primary demo they showed involved integration of some technology worked on by Nissan's silicon valley lab leader, Maarten Sierhuis in his prior role at NASA. Nissan is located close to NASA Ames (I myself work at Singularity University on the NASA grounds) and did testing there.
Their demo showed an ability to ask a remote control center to assist a car with a situation it doesn't understand. When the car sees something it can't handle, it stops or pulls over, and people in the remote call center can draw a path on their console to tell the car where to go instead. For example, it can be drawn how to get around an obstacle, or take a detour, or obey somebody directing traffic. If the same problem happens again, and it is approved, the next car can use the same path if it remains clear.
I have seen this technology a number of places before, including of course the Mars rovers, and we use something like it at Starship Technologies for our delivery robots. This is the first deployment by a major automaker.
Nissan also committed to deployment in early 2020 as they have before -- but now it's closer.
You can also see Nissan's more unusual concepts, with tiny sensor pods instead of side-view mirrors, and steering wheels that fold up.
Several startups were present. One is AIMotive, from Hungary. They gave me a demo ride in their test car. They are building a complete software suite, primarily using cameras and radar but also able to use LIDAR. They are working to sell it to automotive OEMs and already work with Volvo on DriveMe. The system uses neural networks for perception, but more traditional coding for path planning and other functions. It wasn't too fond of Las Vegas roads, because the lane markers are not painted there -- lanes are divided only with Bott's Dots. But it was still able to drive by finding the edge of the road. They claim they now have 120 engineers working on self-driving systems in Hungary.
You may have seen a lot of press around a dashcam video of a car accident in the Netherlands. It shows a Tesla in AutoPilot hitting the brakes around 1.4 seconds before a red car crashes hard into a black SUV that isn't visible from the viewpoint of the dashcam. Many press have reported that the Tesla predicted that the two cars would hit, and because of the imminent accident, it hit the brakes to protect its occupants. (The articles most assuredly were not saying the Tesla predicted the accident that never happened had the Tesla failed to brake, they are talking about predicting the dramatic crash shown in the video.)
The accident is brutal but apparently nobody was hurt.
The press speculation is incorrect. It got some fuel because Elon Musk himself retweeted the report linked to, but Telsa has in fact confirmed the alternate and more probable story which does not involve any prediction of the future accident. In fact, the red car plays little to no role in what took place.
Tesla's autopilot uses radar as a key sensor. One great thing about radar is that it tells you how fast every radar target is going, as well as how far away it is. Radar for cars doesn't tell you very accurately where the target is (roughly it can tell you what lane a target is in.) Radar beams bounce off many things, including the road. That means a radar beam can bounce off the road under a car that is in front of you, and then hit a car in front of it, even if you can't see the car. Because the radar tells you "I see something in your lane 40m ahead going 20mph and something else 30m ahead going 60mph" you know it's two different things.
Thursday night I am heading off to CES, and it's become the main show it seems for announcing robocar news. There's already a bunch.
Yesterday's post about the flaws in the so-called "popular vote" certainly triggered some debate (mostly on Facebook.) To clarify matters, I thought I would dive a little deeper about what the two types of Presidential elections in the USA are so different they can't be added together in a way that isn't misleading.
The common statistic reported after the US election was that Clinton "won the popular vote" by around 3 million votes over Trump. This has caused great rancour over the role of the electoral college and has provided a sort of safety valve against the shock Democrats (and others) faced over the Trump victory.