News from Google's project is rare, but today on the Google blog they described new achievements in urban driving and reported a number of 700,000 miles. The car has been undergoing extensive testing in urban situations, and Google let an Atlantic reporter get a demo of the urban driving which is worth a read.

Many states and jurisdictions are rushing to write laws and regulations governing the testing and deployment of robocars. California is working on its new regulations right now. The first focus is on testing, which makes sense.

Unfortunately the California proposed regulations and many similar regulations contain a serious flaw:

I read a lot of feeds, and there are now scores of stories about robocars every week. Almost every day a new publication gives a summary of things. Here, I want to focus on things that are truly new, rather than being comprehensive.

One sign of how interest is building is the large reaction to some recent concept prototypes for robocars, two of which were shown in physical form at the Geneva auto show.

Tuesday, the California DMV held a workshop on how they will write regulations for the operation of robocars in California. They already have done meetings on testing, but the real meat of things will be in the operation. It was in Sacramento, so I decided to just watch the video feed. (Sadly, remote participants got almost no opportunity to provide feedback to the workshop, so it looks like it's 5 hours of driving if you want to really be heard, at least in this context.)

The event was led by Brian Soublet, assistant chief counsel, and next to him was Bernard Soriano, the deputy director. I think Mr. Soublet did a very good job of understanding many of the issues and leading the discussion. I am also impressed at the efforts Mr. Soriano has made to engage the online community to participate. Because Sacramento is a trek for most interested parties, it means the room will be dominated by those paid to go, and online engagement is a good way to broaden the input received.

As I wrote in my article on advice to governments I believe the best course is to have a light hand today while the technology is still in flux. While it isn't easy to write regulations, it's harder to undo them. There are many problems to be solved, but we really should see first whether the engineers who are working day-in and day-out to solve them can do that job before asking policymakers to force a solution. It's not the role of the government to forbid theoretical risks in advance, but rather to correct demonstrated harms and demonstrated unacceptable risks once it's clear they can't be solved on the ground.

With that in mind, here's some commentary on matters that came up during the session.

How do the police pull over a car?

Well, the law already requires that vehicles pull over when told to by police, as well as pull to the right when any emergency vehicle is passing. With no further action, all car developers will work out ways to notice this -- microphones which know the sound of the sirens, cameras which can see the flashing lights.

Developers might ask for a way to make this problem easier. Perhaps a special sound the police car could make (by holding a smartphone up to their PA microphone for example.) Perhaps the police just reading the licence plate to dispatch and dispatch using an interface provided by the car vendor. Perhaps a radio protocol that can be loaded into an officer's phone. Or something else -- this is not yet the time to solve it.

It should be noted that this should be an extremely unlikely event. The officer is not going to pull over the car to have a chat. Rather, they would only want the car to stop because it is driving in an unsafe manner and putting people at risk. This is not impossible, but teams will work so hard on testing their cars that the probability that a police officer would be the first to discover a bug which makes the car drive illegally is very, very low. In fact, not to diminish the police or represent the developers as perfect, but the odds are much greater that the officer is in error. Still, the ability should be there.

Last year, the NHTSA released a document defining "levels" from 0 to 4 for self-driving technology. People are eager for taxonomy that lets them talk about the technology, so it's no surprise that use of the levels has caught on.

I often see the suggestion that as Robocars get better, eventually humans will be forbidden from driving, or strongly discouraged through taxes or high insurance charges. Many people think that might happen fairly soon.

It's easy to see why, as human drivers kill 1.2 million people around the world every year, and injure many millions more. If we get a technology that does much better, would we not want to forbid the crazy risk of driving? It is one of the most dangerous things we commonly do, perhaps only second to smoking.

In my recent travels, I have often been asked what various government entities can and should do related to the regulation of robocars. Some of them want to consider how to protect public safety. Most of them, however, want to know what they can do to prepare their region for the arrival of these cars, and ideally to become one of the leading centres in the development of the vehicles. The car industry is about to be disrupted, and most of the old players may not make it through to the new world.

It was revealed earlier this month that NHTSA wishes to mandate vehicle to vehicle radios in all cars. I have written extensively on the issues around this and regular readers will know I am a skeptic of this plan. This is not to say that I don't think that V2V would not be useful for robocars and regular cars. Rather, I believe that its benefits are marginal when it comes to the real problems, and for the amount of money that must be spent, there are better ways to spend it. In addition, I think that similar technology can and will evolve organically, without a government mandate, or with a very minimal one. Indeed, I think that technology produced without a mandate or pre-set standards will actually be superior, cheaper and be deployed far more quickly than the proposed approach.

The new radio protocol, known as DSRC, is a point-to-point wifi style radio protocol for cars and roadside equipment. There are many applications. Some are "V2V" which means cars report what they are doing to other cars. This includes reporting one's position tracklog and speed, as well as events like hitting the brakes or flashing a turn signal. Cars can use this to track where other cars are, and warn of potential collisions, even with cars you can't see directly. Infrastructure can use it to measure traffic.

The second class of applications are "V2I" which means a car talks to the road. This can be used to know traffic light states and timings, get warnings of construction zones and hazards, implement tolling and congestion charging, and measure traffic.

This will be accomplished by installing a V2V module in every new car which includes the radio, a connection to car information and GPS data. This needs to be tamper-proof, sealed equipment and must have digital certificates to prove to other cars it is authentic and generated only by authorized equipment.

Robocars will of course use it. Any extra data is good, and the cost of integrating this into a robocar is comparatively small. The questions revolve around its use in ordinary cars. Robocars, however, can never rely on it. They must be be fully safe enough based on just their sensors, since you can't expect every car, child or deer to have a transponder, ever.

One issue of concern is the timeline for this technology, which will look something like this:

1. If they're lucky, NHTSA will get this mandate in 2015, and stop the FCC from reclaiming the currently allocated spectrum.
2. Car designers will start designing the tech into new models, however they will not ship until the 2019 or 2020 model years.
3. By 2022, the 2015 designed technology will be seriously obsolete, and new standards will be written, which will ship in 2027.
4. New cars will come equipped with the technology. About 12 million new cars are sold per year.
5. By 2030, about half of all cars have the technology, and so it works in 25% of accidents. 3/4 of those will have the obsolete 2015 technology or need a field-upgrade. The rest will have soon to be obsolete 2022 technology. Most cars also have forward collision warning by this point, so V2V is only providing extra information in a tiny fraction of the 25% of accidents.
6. By 2040 almost all cars have the technology, though most will have older versions. Still, 5-10% of cars do not have the technology unless a mandate demands retrofit. Some cars have the equipment but it is broken.

Because of the quadratic network effect, in 2030 when half of cars have the technology, only 25% of car interactions will be make use of it, since both cars must have it. (The number is, to be fair, somewhat higher as new cars drive more than old cars.)

I'm working on a new long article about advice to governments on how they should react to and encourage the development of robocars.

An interesting plan announced today has something I had not thought of: Michigan is funding the development of a fake downtown to act as a test track for robocar development. The 32 acre site will be at the University of Michigan, and is expected to open soon -- in time for the September ITS World Congress.

With last week's commercial release of the Navia, I thought I would release a new essay on the challenges of driving robocars at different speeds.

As the Navia shows, you can be safe if you're slow. And several car company "traffic jam assist" products say the same thing. On the other end, we see demos taking place at highway speeds. But what about the middle range -- decent speeds on urban streets?

A significant milestone was announced this week. Induct has moved their "Navia" vehicle into commercial production, and is now taking orders, though at $250,000 you may not grab your wallet.

This is the first commercial robocar. Their page of videos will let you see it in operation in European pedestrian zones. It operates unmanned, can be summoned and picks up passengers. It is limited to a route and stops programmed into it.

CES has become a big show for announcing car technology. I'm not there this year due to other engagements, but here's some of what has been in the news.

One of the silly ideas I see often is the solar powered car. In 2011, I wrote an article about the solar powered robocar which explained some of the reasons why the idea is anti-green, and how robocars might help.

I was interested to see a concept from Ford for a solar charging station for a robocar which goes further than my idea.

The past few weeks have been rife with governments deciding to throw support behind robocars.

I wrote earlier about the plan for pods in Milton Keynes, NW of London. The UK has also endowed a a £10m prize fund to build vehicles and for a town to adapt to them. This will be managed in part by the Oxford team which has built a self-driving Wildcat and Nissan LEAF.

Back from Budapest, tomorrow I head to Buenos Aires to talk cars and security to city officials. (I wondered if I am ending up touring the world in alphabetical order.)

In the meantime, some interesting tidbits and press:

I'm back from one European tour and this weekend back in Budapest for our "Singularity University Summit" on the 15th and 16th. If you are nearby, come check it out.

While I've been away, a few news items.

I'll be back and forth to Europe in the next month giving a number of talks, mostly about robocars. Catch me at the following events:

More and more often in mainstream articles about robocars, I am seeing an expression of variations of the classic 1960s "Trolley Problem." For example, this article on the Atlantic website is one of many. In the classical Trolley problem, you see a train hurtling down the track about to run over 5 people, and you can switch the train to another track where it will kill one person.

I've written about the issues relating to robocars and walking before. On one hand, some people may find themselves hardly ever walking with convenient door-to-door robocar transportation. Others may find the robocars may enable walking by allowing one-way waking trips, or enabling trips that that allow drive-walk-drive (eliminating short driving trips done just to save the trouble of walking back to get the car.)