When Southwest started using tablets for in-flight entertainment, I lauded it. Everybody has been baffled by just how incredibly poor most in-flight video systems are. They tend to be very slow, with poor interfaces and low resolution screens. Even today it's common to face a small widescreen that takes a widescreen film, letterboxes it and then pillarboxes it, with only an option to stretch it and make it look wrong. All this driven by a very large box in somebody's footwell.

One of air travel's great curses is that you have to leave for the airport a long time before your flight. Airlines routinely "recommend" you be there 2 or 3 hours ahead, and airport ride companies often take it to heart and want to pick you up many hours before even short flights. The curse is strongest on short flights, where you can easily spend as much as twice the time getting to the flight as you spend in the air.

Yesterday's note on Here's maps brought up the question of the wisdom of map-based driving. While I addressed this a bit earlier let me add a bit more detail.

I see new articles on robocars in the press every day now, though most don't say a lot new. Here, however, are some of the recent meaningful stories from the last month or two while I've been on the road. There are other sites, like the LinkedIn self-driving car group and others, if you want to see all the stories.

Uber is spreading fast, and running into protests from the industries it threatens, and in many places, the law has responded and banned, fined or restricted the service. I'm curious what its battles might teach us about the future battles of robocars.

Taxi service has a history of very heavy regulation, including government control of fares, and quota/monopolies on the number of cabs. Often these regulations apply mostly to "official taxis" which are the only vehicles allowed to pick up somebody hailing a cab on the street, but they can also apply to "car services" which you phone for a pick-up. In addition, there's lots of regulation at airports, including requirements to pay extra fees or get a special licence to pick people up, or even drop them off at the airport.

Why we have Taxi regulation and monopolies

The heavy regulation had a few justifications:

• When hailing a cab, you can't do competitive shopping very easily. You take the first cab to come along. As such there is not a traditional market.
• Cab oversupply can cause congestion
• Cab oversupply can drive the cost of a taxi so low the drivers don't make a living wage.
• We want to assure public safety for the passengers, and driving safety for the drivers.
• A means, in some places, to raise tax revenue, especially taxing tourists.

Most of these needs are eliminated when you summon from an app on your phone. You can choose from several competing companies, and even among their drivers, with no market failure. Cabs don't cruise looking for fares so they won't cause much congestion. Drivers and companies can have reputations and safety records that you can look up, as well as safety certifications. The only remaining public interest is the question of a living wage.

Taxi regulations sometimes get stranger. In New York (the world's #1 taxi city) you must have one of the 12,000 "medallions" to operate a taxi. These medallions over time grew to cost well north of $1 million each, and were owned by cab companies and rich investors. Ordinary cabbies just rented the medallions by the hour. To avoid this, San Francisco made rules insisting a large fraction of the cabs be owned by their drivers, and that no contractual relationship could exist between the driver and any taxi company.

This created the situation which led to Uber. In San Francisco, the "no contract" rule meant if you phoned a dispatcher for a cab, they had no legal power to make it happen. They could just pass along your desire to the cabbie. If the driver saw somebody else with their arm up on the way to get you, well, a bird in the hand is worth two in the bush, and 50% of the time you called for a cab, nobody showed up!

Uber came into that situation using limos, and if you summoned one you were sure to get one, even if it was more expensive than a cab. Today, that's only part of the value around the world but crazy regulations prompted its birth.

The legal battles (mostly for Uber)

I'm going to call all these services (Uber, Lyft, Sidecar and to some extent Hail-O) "Online Ride" services.

Dave Barry once wrote that there is a federal law that no two people on a plane can pay the same price for their seat. Airlines use complex systems to manage ticket prices, constantly changing them based on expected demand and competition, and with over a dozen fare classes with different rules.

When I talk about robocars, I often get quite opposite reactions:

• Americans, in particular, will never give up car ownership! You can pry the bent steering wheel from my cold, dead hands.
• I can't see why anybody would own a car if there were fast robotaxi service!
• Surely human drivers will be banned from the roads before too long.

I predict neither extreme will be true. I predict the market will offer all options to the public, and several options will be very popular. I am not even sure which will be the most popular.

1. Many people will stick to buying and driving classic, manually driven cars. The newer versions of these cars will have fancy ADAS systems that make them much harder to crash, and their accident levels will be lower.
2. Many will buy a robocar for their near-exclusive use. It will park near where it drops them off and always be ready. It will keep their stuff in the trunk.
3. People who live and work in an area with robotaxi service will give up car ownership, and hire for all their needs, using a wide variety of vehicles.
4. Some people will purchase a robocar mostly for their use, but will hire it out when they know they are not likely to use it, allowing them to own a better car. They will make rarer use of robotaxi services to cover specialty trips or those times when they hired it out and ended up needing it. Their stuff will stay in a special locker in the car.

In addition, people will mix these models. Families that own 2 or more cars will switch to owning fewer cars and hiring for extra use and special uses. For example, if you own a 2 person car, you would summon a larger taxi when 3 or more are together. In particular, parents may find that they don't want to buy a car for their teen-ager, but would rather just subsidize their robotaxi travel. Parents will want to do this and get logs of where their children travel, and of course teens will resist that, causing a conflict.

In August, I attended the World Science Fiction Convention (WorldCon) in London. I did it while in Coeur D'Alene, Idaho by means of a remote Telepresence Robot(*). The WorldCon is half conference, half party, and I was fully involved -- telepresent there for around 10 hours a day for 3 days, attending sessions, asking questions, going to parties. Back in Idaho I was speaking at a local robotics conference, but I also attended a meeting back at the office using an identical device while I was there.

On Saturday I wrote about how we're now capturing the world so completely that people of the future will be able to wander around it in accurate VR. Let's go further and see how we might shoot the video resolutions of the future, today.

Recently I tried Facebook/Oculus Rift Crescent Bay prototype. It has more resolution (I will guess 1280 x 1600 per eye or similar) and runs at 90 frames/second. It also has better head tracking, so you can walk around a small space with some realism -- but only a very small space. Still, it was much more impressive than the DK2 and a sign of where things are going. I could still see a faint screen door, they were annoyed that I could see it.

I'm waiting at CDG in Paris, so it's time to add a new article to my series about fixing money in politics by looking at another thing campaigns spend money on (and thus raise money for), namely management of their campaigns.

A modern campaign is a complex thing. And yes, most of the money is spent on advertising, GOTV, events and staff. But there's also a lot of logistics, and a fair amount of software.

There's been a lot of press recently about an article in Slate by Lee Gomes which paints a pessimistic picture of the future of robocars, and particularly Google's project. The Slate article is a follow-on to a similar article in MIT Tech Review

Gomes and others seem to feel that they and the public were led to believe that current projects were almost finished and ready to be delivered any day, and they are disappointed to learn that these vehicles are still research projects and prototypes. In a classic expression of the Gartner Hype Cycle there are now predictions that the technology is very far away.

Both predictions are probably wrong. Fully functional robocars that can drive almost everywhere are not coming this decade, but nor are they many decades away. But more to the point, less-functional robocars are probably coming this decade -- much sooner than these articles expect, and these vehicles are much more useful and commercially viable than people may expect.

There are many challenges facing developers, and those challenges will keep them busy refining products for a long time to come. Most of those challenges either already have a path to solution, or constrain a future vehicle only in modest ways that still allow it to be viable. Some of the problems are in the "unsolved" class. It is harder to predict when those solutions will come, of course, but at the same time one should remember that many of the systems in today's research vehicles were in this class just a few years ago. Tackling hard problems is just what these teams are good at doing. This doesn't guarantee success, but neither does it require you bet against it.

And very few of the problems seem to be in the "unsolvable without human-smart AI" class, at least none that bar highly useful operation.

Gomes' articles have been the major trigger of press, so I will go over those issues in detail here first. Later, I will produce an article that has even more challenges than listed, and what people hope to do about them. Still, the critiques are written almost as though they expected Google and others, rather than make announcements like "Look at the new milestone we are pleased to have accomplished" to instead say, "Let's tell you all the things we haven't done yet."

Gomes begins by comparing the car to the Apple Newton, but forgets that 9 years after the Newton fizzled we had the success of the Palm Pilot, and 10 years after that Apple came back with the world-changing iPhone. Today, the pace of change is much faster than in the 80s.

Here are the primary concerns raised:

Maps are too important, and too costly

Google's car, and others, rely on a clever technique that revolutionized the DARPA challenges. Each road is driven manually a few times, and the scans are then processed to build a super-detailed "ultramap" of all the static features of the road. This is a big win because big server computers get to process the scans in as much time as they need, and see everything from different angles. Then humans can review and correct the maps and they can be tested. That's hard to beat, and you will always drive better if you have such a map than if you don't.

Any car that could drive without a map would effectively be a car that's able to make an adequate map automatically. As things get closer to that, making maps will become cheaper and cheaper.

Naturally, if the road differs from the map, due to construction or other changes, the vehicle has to notice this. That turns out to be fairly easy. Harder is assuring it can drive safely in this situation. That's still a much easier problem than being able to drive safely everywhere without a map, and in the worst case, the problem of the changed road can be "solved" by just the ability to come to a safe stop. You don't want to do that super often, but it remains the fail-safe out. If there is a human in the car, they can guide the vehicle in this. Even if the vehicle can't figure out where to go to be safe, the human can. Even a remote human able to look at transmitted pictures can help the car with that -- not live steering, but strategic guidance.

This problem only happens to the first car to encounter the surprise construction. If that car is still able to navigate (perhaps with human help,) the map can be quickly rebuilt, and if the car had to stop, all unmanned cars can learn to avoid the zone. They are unmanned, and thus probably not in a hurry.

The cost of maps

In the interests of safety, a lot of work is put into today's maps. It's a cost that somebody like Google or Mercedes can afford if they need to, (after all, Google's already scanned every road in many countries multiple times) but it would be high for smaller players.

A recent newspaper column where people complained about carpool cheats got me thinking -- could cheating actually be a solution to some carpool problems?

In late August, I visited Singapore to give an address at a special conference announcing a government sponsored collaboration involving their Ministry of Transport, the Land Transport Authority and A-STAR, the government funded national R&D centre. I got a chance to meet the minister and sit down with officials and talk about their plans, and 6 months earlier I got the chance to visit A-Star and also the car project at the National University of Singapore.

Some recent announcements have caused lots of press stir, and I have not written much about them, both because of my busy travel schedule, but also because there is less news that we might imagine.

Here's an interview with me in the latest Wall Street Journal on the subject of robocars and seniors.

This has always been a tricky question. Seniors are not early adopters, so the normal instinct would be to expect them to fear a new technology as dramatic as this one. Look at the market for simplified cell phones aimed at seniors who can't imagine why they want a smartphone. Not all are like this, but enough are to raise the question.

I've been on the road a lot, talking in places like Singapore, Shenzen and Hong Kong, and visiting Indonesia which is a driving chaos eye-opener. In a bit over 10 hours I will speak at Swiss Re's conference on robocars and insurance in Zurich. While the start will be my standard talk, in the latter section we will have some new discussion of liability and insurance.

There's another video presentation by me that I did while visiting Big Think in NYC.

This one is on The NSA, Snowden and the "tradeoff" of Privacy and Security.

Earlier, I did a 10 minute piece on Robocars for Big Think that won't be news to regular readers here but was reasonably popular.

Earlier this year, I started a series on fixing U.S. democracy. Today let me look at the problem I identified as #3: Voter turnout and the excessive power of GOTV.

In a big political campaign, fundraising is king, and most of the money goes to broadcast advertising. But a lot of that advertising, a lot of the other money, and most of the volunteer effort goes to something else called GOTV or "Get Out the Vote." Come to help a campaign and it's likely that's what you will be asked to do.

US elections have terrible turnout. Under 50% in the 1996 Presidential election, and only 57% in more recent contested elections. In off-years and local elections, the turnout is astonishingly low. Turnout is very low in certain minorities as well.

Because turnout is so low, the most cost effective way to gain a vote for your side is to convince somebody who weakly supports you to show up at the polls on election day. Your ads may pretend to attempt to sway people from the other side, or the small number of "undecideds," but a large fraction of the ads are just trying to make sure your supporters take the trouble to vote. Most of them won't, but those you can get count as much as any other vote you get. So you visit and phone all these mild supporters, you offer them rides to the polling place, you do everything legal you can to identify them and get them out, and in some cases, to scare the supporters of your opponent.

Is this how a nation should elect its leaders? By who can do the best job at getting the lukewarm supporters to make the trip on election day? It seems wrong. I will go even further, and suggest that the 45% or more who don't vote are in some sense "disenfranchised." Clearly not in the strong sense of that word, where we talk about voter suppression or legal battles. But something about the political system has made them feel it is too much of a burden to vote and so they don't. Those who do care find that hard to credit, they think of them as just lazy, or apathetic, and wonder if we really want to hear the voice of such people.

GOTV costs money, and as such, it is a large factor in what corrupts our politics. If GOTV becomes less effective, it can help reduce the influence of money in politics. It's serious work. Many campaigns send out people to canvass the neighbourhoods not to try to sway you, but just to figure out who is worth working on for GOTV.

Compulsory voting

Many countries in the world make it compulsory to vote. If your name is not checked off at the polling place, you get fined. Australia is often given as an example of this, with a 91% turnout, though countries like Austria and New Zealand do better without compulsory voting. But it does seem to make a difference.

Last month I wrote about paradoxes involving bitcoin and other cryptocurrency mining. In particular, I pointed out that while many people are designing alternative coins so that they are hard to mine with ASICs -- and thus can be more democratically mined by people's ordinary computers or GPUs -- this generates a problem. If mining is done on ordinary computers, it becomes worthwhile to break into ordinary computers and steal their resources for mining.