Brad Ideas

Robocars & More

A month ago I hosted Vernor Vinge for a Bay Area trip. This included my interview with Vinge at Google on his career and also a special talk that evening at Singularity University. In the 1980s, Vinge coined the term "the singularity" even though Ray Kurzweil has become the more public face of the concept of late.

Any speaker or lecturer is familiar with a modern phenomenon. A large fraction of your audience is using their tablet, phone or laptop doing email or surfing the web rather than paying attention to you. Some of them are taking notes, but it's a minority. And it seems we're not going to stop this, even speakers do it when attending the talks of others.

I'm here in Newport beach at the Transportation Research Board's conference on self-driving vehicles. Today in a pre-session there was discussion of pre-robocar technologies and in particular applications of "managed lanes" and what the might mean for these technologies. Managed lanes are things like HOV/carpool lanes, HOT (carpool+toll), reversible lanes etc. Many people imagine these lanes would be used with pre-robocar technologies like convoys, super-cruise, cooperative ACC, Bus Rapid Transit etc.

An MIT team has been working on a car that is "hard to crash." Called the intelligent co-pilot it is not a self-driving car, but rather a collection of similar systems designed to detect if you are about to hit something and try to avoid it. To some extent, it actually wrests control from the driver.

Vernor Vinge is perhaps the greatest writer of hard SF and computer-related SF today. He has won 5 Hugo awards, including 3 in a row for best novel (nobody has done 4 in a row) and his novels have inspired many real technologies in cyberspace, augmented reality and more.

A study is underway in Japan to build dedicated lanes for self-driving cars.

There have been experiments with dedicated lanes in the past, including a special automated lane back in the 90s in San Diego. The problem is much easier to solve (close to trivial by today's standards) if you have a dedicated lane, but this violates the first rule of robocars in my book -- don't change the infrastructure.

Hats off to the video embedded below, which was prepared for a futuristic transportation expo in my home town of Toronto.

Called the PAT (People and Things) this video outlines the UI and shows a period in the day of a robotic taxi/delivery vehicle as it moves around Toronto picking up people and packages.

An update on Robocar News:

Just returned from an overseas trip to Moscow, I am reminded of the rant I posted earlier about the constant interruptions on the in-flight entertainment system.

Everything I said before remains valid:

There's a lot of excitement about the potential of autonomous drones, be they nimble quadcopters or longer-range fixed wing or hybrid aircraft. A group of students from Singularity University, for example, has a project called MatterNet working to provide transportation infrastructure for light cargo in regions of Africa where roads wash out for half the year.

Closer to home, these drones are not yet legal for commercial use, while government agencies are using them secretly.

One of my first rules of robocars is "you don't change the infrastructure." Changing infrastructure is very hard, very expensive, requires buy-in from all sorts of parties who are slow to make decisions, and even if you do change it, you then have a functionality that only works in the places you have managed to change it. New infrastructure takes many decades -- even centuries, to become truly ubiquitous.

Like most people, I have a lot of different passwords in my brain. While we really should have used a different system from passwords for web authentication, that's what we are stuck with now. A general good policy is to use the same password on sites you don't care much about and to use more specific passwords on sites where real harm could be done if somebody knows your password, such as your bank or email.

I'm doing a former-cold-war tour this month and talking about robocars.

This Friday, May 11, I will be giving the 2301st lecture for the Philosophical Society of Washington with my new, Prezi-enabled robocars talk. This takes place around 8pm at the John Wesley Powell Auditorium. This lecture is free.

A week later it's off to Moscow to enjoy the wonders of Russia.

There will be a short talk locally in between at a private charity event on May 14.

I found this recent article from the editor of the MIT Tech review on why apps for publishers are a bad idea touched on a number of key issues I have been observing since I first got into internet publishing in the 80s.

I have not intended for this blog to become totally about robocars but the news continues to flow at a pace more rapid than most expected.

Over the years I have reported on the efforts of many teams attempting to build robocars all over the world.

I've collected a summary of all these teams, including both car companies, Google and academic efforts.

You can read about it at Summary of Robocar Teams.

If you know of additional efforts and teams, please let me know and I will update the list.

A round-up of interesting robocar news this week:

While Mercedes has been reported as promising a traffic-jam autopilot in the 2013 S class due later this year, I was surprised to learn that Honda briefly made claims that their 2006 "Accord ADAS" in the UK was a self-driving car.

This CBS video from January 2006 described the car as a self-driving car, and has a honda rep touting how game-changing it is.

GM's Cadillac division has reported they plan to release a "super cruise" feature in models mid-decade.

It's been interesting to see how TV shows from the 60s and 70s are being made available in HDTV formats. I've watched a few of Classic Star Trek, where they not only rescanned the old film at better resolution, but also created new computer graphics to replace the old 60s-era opticals. (Oddly, because the relative budget for these graphics is small, some of the graphics look a bit cheesy in a different way, even though much higher in technical quality.)

The earliest TV was shot live. My mother was a TV star in the 50s and 60s, but this was before videotape was cheap. Her shows all were done live, and the only recording was a Kinescope -- a film shot off the TV monitor. These kinneys are low quality and often blown out. The higher budget shows were all shot and edited on film, and can all be turned into HD. Then broadcast quality videotape got cheap enough that cheaper shows, and then even expensive shows began being shot on it. This period will be known in the future as a strange resolution "dark ages" when the quality of the recordings dropped. No doubt they will find today's HD recordings low-res as well, and many productions are now being shot on "4K" cameras which have about 8 megapixels.

But I predict the future holds a surprise for us. We can't do it yet, but I imagine software will arise that will be able to take old, low quality videos and turn them into some thing better. They will do this by actually modeling the scenes that were shot to create higher-resolution images and models of all the things which appear in the scene. In order to do this, it will be necessary that everything move. Either it has to move (as people do) or the camera must pan over it. In some cases having multiple camera views may help.

When an object moves against a video camera, it is possible to capture a static image of it in sub-pixel resolution. That's because the multiple frames can be combined to generate more information than is visible in any one frame. A video taken with a low-res camera that slowly pans over an object (in both dimensions) can produce a hi-res still. In addition, for most TV shows, a variety of production stills are also taken at high resolution, and from a variety of angles. They are taken for publicity, and also for continuity. If these exist, it makes the situation even easier.