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Tesla ‘full self-driving’ vehicles can’t drive themselves

Inside Telecom Staff

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Earlier this week, Tesla sent out its “full self-driving” software to a small group of owners who will test it on public roads. But buried on its website is a disclaimer that the $8,000 system doesn’t make the vehicles autonomous and drivers still have to supervise it.

The conflicting messages have experts in the field accusing Tesla of deceptive, irresponsible marketing that could make the roads more dangerous as the system is rolled out to as many as 1 million electric vehicle drivers by the end of the year.

“This is actively misleading people about the capabilities of the system, based on the information I’ve seen about it,” said Steven Shladover, a research engineer at the University of California, Berkeley, who has studied autonomous driving for 40 years. “It is a very limited functionality that still requires constant driver supervision.”

On a conference call Wednesday, Musk told industry analysts that the company is starting full self-driving slowly and cautiously “because the world is a complex and messy place.” It plans to add drivers this weekend and hopes to have a wider release by the end of the year. He referred to having a million vehicles “providing feedback” on situations that can’t be anticipated.

The company hasn’t identified the drivers or said where they are located. Messages were left Thursday seeking comment from Tesla.

The National Highway Traffic Safety Administration, which regulates automakers, says it will monitor the Teslas closely “and will not hesitate to take action to protect the public against unreasonable risks to safety.”

The agency says in a statement that it has been briefed on Tesla’s system, which it considers to be an expansion of driver assistance software, which requires human supervision.

“No vehicle available for purchase today is capable of driving itself,” the statement said.

On its website, Tesla touts in large font its full self-driving capability. In smaller font, it warns: “The currently enabled features require active driver supervision and do not make the vehicle autonomous. The activation and use of these features are dependent on achieving reliability far in excess of human drivers as demonstrated by billions of miles of experience, as well as regulatory approval, which may take longer in some jurisdictions.”

Even before using the term “full self-driving,” Tesla named its driver-assist system “Autopilot.” Many drivers relied on it too much and checked out, resulting in at least three U.S. deaths. The National Transportation Safety Board faulted Tesla in those fatal crashes for letting drivers avoid paying attention and failing to limit where Autopilot can be used.

Board members, who have no regulatory powers, have said they are frustrated that safety recommendations have been ignored by Tesla and NHTSA.

Bryant Walker Smith, a University of South Carolina law professor who studies autonomous vehicles, said it was bad enough that Tesla was using the term “Autopilot” to describe its system but elevating it to “full self-driving” is even worse.

“That leaves the domain of the misleading and irresponsible to something that could be called fraudulent,” Walker Smith said.

The Society of Automotive Engineers, or SAE, has developed five levels to describe the functions of autonomous vehicles. In levels zero through two, humans are driving the cars and supervising partially automated functions. In levels three through five, the vehicles are driving, with level five describing a vehicle being driven under all traffic and weather conditions.

The term “full self-driving” means there is no driver other than the vehicle itself, indicating that it would be appropriate to put no one in the vehicle, Walker Smith said.

Musk also said on Wednesday that Tesla would focus on setting up a robotaxi system where one person could manage a fleet of 10 self-driving cars in a ride hailing system.

“It wouldn’t be very difficult, but we’re going to just be focused on just having an autonomous network that has sort of elements of Uber, Lyft, Airbnb,” he said.

Tesla is among 60 companies with permits to operate autonomous vehicles with human backup drivers in California, the No. 1 state for Tesla sales. The companies are required to file reports with regulators documenting when the robotic system experiences a problem that requires the driver to take control – a mandate that could entangle the owners of Tesla vehicles in red tape.

Before Tesla is able to put fully self-driving vehicles on California roads, it will have to get another permit from state regulators. Only five companies, including Google spin-off Waymo and General Motors’ Cruise subsidiary, have obtained those permits.

The California Department of Motor Vehicles didn’t immediately respond to questions about Tesla’s latest plans for robotic cars.

NHTSA, which has shied away from imposing regulations for fear of stifling safety innovation, says that every state holds drivers accountable for the safe operation of their vehicles.

Walker Smith argues that the agency is placing too much of the responsibility on Tesla drivers when it should be asking what automakers are going to do to make sure the vehicles are safe. At the same time, he says that testing the system with vehicle drivers could be beneficial and speed adoption of autonomous vehicles.

Thursday afternoon, Musk was clearly trying to sell the full self-driving software. He wrote on Twitter that the price of “FSD beta” will rise by $2,000 on Monday.


DETROIT (AP) — By TOM KRISHER AP Auto Writer

AP Technology Writer Michael Liedtke contributed from San Ramon, California.

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US to seek automated braking requirement for heavy trucks

Associated Press

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In a reversal from Trump administration policies, U.S. auto safety regulators say they will move to require or set standards for automatic emergency braking systems on new heavy trucks.

The Department of Transportation, which includes the National Highway Traffic Safety Administration, announced the change Friday when it released its spring regulatory agenda.

It also will require what it said are rigorous testing standards for autonomous vehicles, and set up a national database to document automated-vehicle crashes.

The moves by the administration of President Joe Biden run counter to the agency’s stance under President Donald Trump. NHTSA had resisted regulation of automated-vehicle systems, saying it didn’t want to stand in the way of potential life-saving developments. Instead it relied on voluntary safety plans from manufacturers.

NHTSA had proposed a regulation on automatic emergency braking in 2015 before Trump took office, but it languished in the regulatory process. The agency says it has been studying use of the electronic systems, and it plans to publish a proposed rule in the Federal Register in April of next year. When a regulation is published, it opens the door to public comment.

“We are glad to see NHTSA finally take the next step in making large trucks safer by mandating AEB,” said Jason Levine, director of the Center for Auto Safety, which was among the groups that petitioned for the requirement in 2015. “Unfortunately, at this rate, it will still be years until the technology that could help stop the 5,000 truck crash deaths on our roads is required,” he said in an email.

A trade group representing independent big rig drivers says the technology isn’t ready for heavy vehicles and can unexpectedly activate without reason.

“Our members have also reported difficulties operating vehicles in inclement weather when the system is engaged, which has created safety concerns,” the Owner-Operator Independent Drivers Association said in a statement.

The association says that while the technology is still being perfected, legislators and regulators shouldn’t set time frames for requiring it on all trucks.

However, the Insurance Institute for Highway Safety, a research group supported by auto insurers, found in a study last year that automatic emergency braking and forward collision warnings could prevent more than 40% of crashes in which semis rear-end other vehicles. A study by the group found that when rear crashes happened, the systems cut speeds by more than half, reducing damage and injuries.

Cathy Chase, president of Advocates for Highway and Auto Safety, another group that sought the regulation from NHTSA in 2015, said the agency is moving too slowly by not publishing the regulation until next year.

“I don’t understand the delay,” she said. “I know that might sound impatient, but when people are dying on the roads, 5,000 people are dying on the roads each year, and we have proven solutions, we would like to see more immediate action,” she said.

In 2016, NHTSA brokered a deal with 20 automakers representing 99% of U.S. new passenger vehicle sales to voluntarily make automatic emergency braking standard on all models by Sept. 1, 2022. But that deal did not apply to big rigs.

The announcement of the requirements comes two days after four people were killed when a milk tanker going too fast collided with seven passenger vehicles on a Phoenix freeway. At least nine people were injured.

The U.S. National Transportation Safety Board, which investigates crashes and makes recommendations to stop them from happening, said Thursday it would send a nine-person team to investigate the Phoenix crash. The agency said it would look at whether automatic emergency braking in the truck would have mitigated or prevented the crash.

Since at least 2015 the NTSB has recommended automatic emergency braking or collision alerts be standard on vehicles.

At present, there are no federal requirements that semis have forward collision warning or automatic emergency braking, even though the systems are becoming common on smaller passenger vehicles.

The systems use cameras and sometimes radar to see objects in front of a vehicle, and they either warn the driver or slow and even stop the vehicle if it’s about to hit something.


DETROIT (AP) — By TOM KRISHER AP Auto Writer

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Google pledges to resolve ad privacy probe with UK watchdog

Associated Press

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Google has promised to give U.K. regulators a role overseeing its plan to phase out existing ad-tracking technology from its Chrome browser as part of a competition investigation into the tech giant.

The U.K. competition watchdog has been investigating Google’s proposals to remove so-called third-party cookies over concerns they would undermine digital ad competition and entrench the company’s market power.

To address the concerns, Google on Friday offered a set of commitments including giving the Competition and Markets Authority an oversight role as the company designs and develops a replacement technology.

“The emergence of tech giants such as Google has presented competition authorities around the world with new challenges that require a new approach,” Andrea Coscelli, the watchdog’s chief executive, said.

The Competition and Markets Authority will work with tech companies to “shape their behaviour and protect competition to the benefit of consumers,” he said.

The promises also include “substantial limits” on how Google will use and combine individual user data for digital ad purposes and a pledge not to discriminate against rivals in favor of its own ad businesses with the new technology.

If Google’s commitments are accepted, they will be applied globally, the company said in a blog post.

Third-party cookies – snippets of code that log user info – are used to help businesses more effectively target advertising and fund free online content such as newspapers. However, they’ve also been a longstanding source of privacy concerns because they can be used to track users across the internet.

Google shook up the digital ad industry with its plan to do away with third-party cookies, which raised fears newer technology would leave even less room for online ad rivals.


LONDON (AP).

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Amazon now says remote work OK 2 days a week

Associated Press

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Amazon now says remote work OK 2 days a week

Corporate and tech employees at Amazon won’t have to work in offices full time after coronavirus restrictions are lifted.

The Seattle Times reports the online retail giant said in a company blog post Thursday that those workers can work remotely two days a week. In addition, the employees can work remotely from a domestic location for four full weeks each year.

Amazon’s work policy update follows backlash from some employees to what they interpreted as the expectation they would have to return to the office full time once states reopen.

Some tech companies had launched recruiting campaigns that seemed targeted in part at Amazon workers’ dismay over an end to remote work.

Most Amazon employees will start heading back to offices as soon as local jurisdictions fully reopen — July 1 in Washington state — with the majority of workers in offices by autumn, the company said previously.

Amazon has about 75,000 employees in the greater Seattle area. The company’s new remote-work plan is similar to other large tech companies.

Google said last month that it expected roughly 60% of its workforce to come into the office a few days a week, and for 20% to work from home full time. Google also gave all employees the option to work remotely full time four weeks per year. Facebook and Microsoft have both said most workers can choose to stay remote.

Amazon’s new policy could add to the challenges faced by Seattle’s traditional business core. In pre-pandemic times, tens of thousands of Amazon workers commuted into the South Lake Union neighborhood north of downtown every day. Most haven’t returned.

More than 450 downtown retailers, restaurants and other street-level business locations have closed permanently in the 16 months since the pandemic sent office workers home, according to a Downtown Seattle Association survey.

Of the roughly 175,000 people who worked in downtown offices before the pandemic, 80% continue to work remotely, according to association data.


SEATTLE (AP)

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