stelling: einde van het autobezit is nabij

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Op vrijdag 2 maart 2018 20:05 schreef Captain_Jack_Sparrow het volgende:

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Ik ben nog nooit bij een verkeerslicht van achteren aangereden. Doe ik het toch beter dan een autonome auto.

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De gemiddelde mens is blijkbaar beter in het ontwijken van aanrijdingen dan een autonome auto.

Overigens zijn de 6,5 miljoen kilometers vrijwel allemaal afgelegd in mooi weer.

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Nee, hoor. Dat kunnen ze niet. Ze kunnen alleen maar reageren.

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Op vrijdag 2 maart 2018 20:16 schreef Captain_Jack_Sparrow het volgende:

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Simpel, ik zie dat iemand wil gaan inhalen voordat die persoon het zelf heeft bedacht.

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Of ik zie de stuiterende bal op de stoep en weet dat er een kindje bij hoort. En dat zijn maar 2 alledaagse voorbeelden.

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Op vrijdag 2 maart 2018 20:40 schreef suizebol het volgende:
Mensen zijn al zulke luie donders, en dan een zelfbesturende auto nemen, dan hoef je slechts voor de deur maar in te stappen, niet goed voor de mens, die heeft beweging nodig.
Bovendien is het niet uitgesloten dat er geen ongelukken met zelfrijdende auto; s komen, er kunnen storingen of problemen met de chassis of banden ontstaan, want wie gaat als allesautomatisch gaan minimaal een maal per maand naar de bandenspanning kijken en desnoods lucht bij voegen?

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En dan ga ja naar een bestemming, en daar staat alles vol geparkeert, hoe en waar zal die auto zich zelf dan gaan parkeren?, of je neemt toevallig een bestemming die niet op de kaart of in het systeem staat ingevoerd. Stel dat je naar Qatrebras wenst te gaan, naar welke Qatrebras zal het vehikel jou brengen in Frankrijk of in Friesland?

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Op zaterdag 3 maart 2018 18:41 schreef Captain_Jack_Sparrow het volgende:

Maar wel remweg....die ik al heb verkort door in te houden, voordat er uberhaupt iets gebeurd is. Anticiperen, heet dat.

Je blinde vertrouwen in de techniek is aandoenlijk, naief en ook een beetje dom.

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Op zaterdag 3 maart 2018 19:50 schreef Captain_Jack_Sparrow het volgende:

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Gewoon een gemiddelde dag in een Europese stad. Geen chaos, zegt 'ie.

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Op zaterdag 3 maart 2018 19:40 schreef Pietverdriet het volgende:
Auto’s die van iedereen zijn, daar voelt zich niemand voor verantwoordelijk. Ik denk niet dat veel mensen daar aan gaan meedoen.

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Op zondag 4 maart 2018 17:41 schreef Captain_Jack_Sparrow het volgende:

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Leuk dat je jezelf probeert te overtuigen. Schattig, naief en een beetje dom.

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Op zondag 4 maart 2018 18:45 schreef denattedweil het volgende:

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Dit voorbeeld is puur theoretisch en het gaat niet om het inhouden an sich.

Het gaat om het anticiperen. Door ervaring weten wij wat er kan gebeuren in bepaalde situaties, wat een computer niet weet. Iemands lichaamstaal, houding, kinderen aan het spelen..

Je houdt rekening met de situatie.

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Op zondag 4 maart 2018 19:35 schreef YoshiBignose het volgende:
Twijfel eerlijk gezegd er nog wel over. Nog minder controle voor de mens. Vroeger was een auto nog vrijheid. We leveren al heel veel vrijheid en privacy in voor gemak. Maar goed ik rij zelf een Tesla dus werk er gewoon aan mee

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Op zondag 4 maart 2018 19:48 schreef YoshiBignose het volgende:

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Polestar

[ afbeelding ]

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Waymo begint volgende week tests met zelfrijdende trucks

Google-zusterbedrijf Waymo gaat zelfrijdende vrachtwagens de weg op sturen, met vracht en al. De wagens zullen ladingen vervoeren naar Googles datacentra vanuit de Amerikaanse stad Atlanta, in de staat Georgia.

Waymo stelt in een Medium-post dat het in het afgelopen jaar road tests met vrachtwagens heeft gedaan in Californië en Arizona en dat de software goed op weg is om te rijden zoals een mens dat zou doen. In tegenstelling tot Waymo's praktijken in Arizona, zit er bij de vrachtwagens nog wel een back-upchauffeur in de cabine. De vooruitgang op het gebied van zelfrijdende vrachtwagens zou snel gaan omdat de software en sensoren hetzelfde zijn als bij Waymo's zelfrijdende minibusjes, maar dan in een andere configuratie.

Waymo zegt er niet bij in wat voor mate de vrachtwagens uiteindelijk autonoom moeten gaan rijden. Bij dergelijke grote voertuigen is rijden op de snelweg lang niet zo'n grote uitdaging als rijden in steden, met nauwere straten. Naar verwachting is er meer ontwikkeling nodig voordat een vrachtwagen level 4-automatisering bereikt.

Tegelijkertijd werken andere bedrijven aan dezelfde technologie voor trucks. Dat zijn Uber, Starsky en Embark, zo schrijft Ars Technica. Deze bedrijven richten zich vooralsnog voornamelijk op autonoom rijden op de snelweg.

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Waymo self-driving trucks are hauling gear for Google data centers

Waymo, Google's self-driving car company, is moving beyond driverless taxis. The company announced on Friday that its self-driving trucks have begun hauling real cargo in the Atlanta area. A safety driver in the truck will take over if anything goes wrong.

"Over the past year, we’ve been conducting road tests of Waymo’s self-driving trucks in California and Arizona," Waymo wrote in a blog post. Now the trucks are going to haul loads to Google's data centers in the state of Georgia.

Waymo already announced in January that it was expanding testing of its self-driving taxi service to the Atlanta area.

Waymo's trucks will have plenty of competition. Earlier this week, Uber announced that its driverless trucks would begin hauling freight in Arizona—also with a safety driver in the truck.

Meanwhile, a startup called Starsky Robotics announced an initial test this week of its technology for remotely driven trucks. Another startup called Embark has been hauling real cargo with autonomous trucks (and a safety driver behind the wheel) since last fall.

Waymo hasn't provided much detail about its driverless truck tech, but there's reason to believe it may be more advanced than what its competitors have developed so far. The other three companies we've mentioned—Uber, Starsky, and Embark—have all focused on freeway driving, which is generally considered the easiest type of driving to automate.

Uber uses a "transfer hub" model, where a human driver takes a trailer through busy city streets at the beginning and end of a trip, while a self-driving truck drives a long-haul, freeway-only route in between. Starsky envisions trucks driving autonomously on the freeway, but having a human driver driving the truck remotely at the beginning and end of the trip.

"Embark is also focusing on handling freeway driving, with a human driver on board who navigates city streets," TechCrunch wrote last summer.

Initially, Waymo will have a safety driver behind the wheel just like these other companies. But Waymo's ambition has long been to develop "level 4" vehicles that can handle complex traffic conditions on city streets. Last November the company was confident enough in its driverless minivans to take the safety driver out of the driver's seat.

Waymo says it uses the same technology for its trucks, so it's a good guess that the company is aiming to achieve the same level of autonomy for its trucking fleet. That would mean a truck that can drive itself all the way from one loading dock to another—no safety driver, transfer hub, or remote operator needed.

"Things like braking, turning, and blind spots are different with a fully-loaded truck and trailer," Waymo writes. The company still has work to do, but starting with the industry-leading software in its minivans gives Waymo a significant head start.

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Self-driving Uber car hits and kills cyclist as she crosses road

A self-driving Uber car struck and killed a bicyclist after she jaywalked across a road. The victim, who has not been named, was run over by the autonomous Volvo XC90 in Tempe, Arizona early Monday.

Cops said the vehicle had an operator behind the wheel, but that the car was in self-drive mode at the time of the tragedy. Footage from abc15 showed the Volvo with a crumpled front end in the wake of the impact, while the woman’s mangled bike lay at the side of the road. The woman was rushed to hospital following the crash, where she died from her injuries.

No passengers were in the car at the time of the smash. Police said the woman had not been crossing the road at a crosswalk, sparking speculation that that may have confused the car into not braking for her as she traversed the road.

An Uber spokesman said: ‘Our hearts go out to the victim’s family. ‘We are fully cooperating with local authorities in their investigation of this incident.’ Uber has self-driving cars in Phoenix, Pittsburgh, San Francisco and Toronto. It announced after Monday’s accident that it was pausing operations of self-driving cars. Autonomous cars arrived in Tempe in February 2017, with one Uber crashing just a month later. That accident occurred when another driver failed to yield to it, and left the SUV on its side.

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Op maandag 19 maart 2018 20:05 schreef YoshiBignose het volgende:

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Snap het bericht niet helemaal. Ze was toch een fietser, wat heeft een zebrapad er dan mee te maken? Jaywalking is toch dat je ergens oversteekt waar het niet mag? Dan heeft ze pech. Als ik oversteek op plekken waar het niet mag dan gebruik ik m'n ogen. Als je voor een metro springt die rijdt zonder machinist ben je ook dood.

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Op dinsdag 20 maart 2018 08:06 schreef nogeenoudebekende het volgende:
Uber stopt voorlopig met het livetesten van autonoom rijden.

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SAN FRANCISCO — Uber’s robotic vehicle project was not living up to expectations months before a self-driving car operated by the company struck and killed a woman in Tempe, Ariz.

The cars were having trouble driving through construction zones and next to tall vehicles, like big rigs. And Uber’s human drivers had to intervene far more frequently than the drivers of competing autonomous car projects.

Waymo, formerly the self-driving car project of Google, said that in tests on roads in California last year, its cars went an average of nearly 5,600 miles before the driver had to take control from the computer to steer out of trouble. As of March, Uber was struggling to meet its target of 13 miles per “intervention” in Arizona, according to 100 pages of company documents obtained by The New York Times and two people familiar with the company’s operations in the Phoenix area but not permitted to speak publicly about it.

Yet Uber’s test drivers were being asked to do more — going on solo runs when they had worked in pairs.

And there also was pressure to live up to a goal to offer a driverless car service by the end of the year and to impress top executives. Dara Khosrowshahi, Uber’s chief executive, was expected to visit Arizona in April, and leaders of the company’s development group in the Phoenix area wanted to give him a glitch-free ride in an autonomous car. Mr. Khosrowshahi’s trip was called “Milestone 1: Confidence” in the company documents.

Uber Suspends Tests of Self-Driving Vehicles After Arizona Crash MARCH 25, 2017
Tech companies like Uber, Waymo and Lyft, as well as automakers like General Motors and Toyota, have spent billions developing self-driving cars in the belief that the market for them could one day be worth trillions of dollars.

The crash, which occurred Sunday night, was a major setback for Uber, which has been trying to improve its image since Mr. Khosrowshahi replaced Travis Kalanick as the company’s chief executive in a messy transfer of power last August. In February, Uber also settled a longstanding legal fight with Waymo.

On Monday, Uber halted autonomous car tests in Arizona, Pittsburgh, San Francisco and Toronto. It is not clear when the company will revive them.

The Tempe Police Department said it was investigating the crash, and has not determined whether the car was at fault. A Volvo XC90 sport utility vehicle equipped with Uber’s sensing technology struck Elaine Herzberg, 49, while it was going 40 miles an hour in a 45-mile-an-hour zone. According to the police, the car, with one safety driver and operating in autonomous mode, did not slow down before impact.

A video shot from the vehicle’s dashboard camera showed the safety driver looking down, away from the road. It also appeared that the driver’s hands were not hovering above the steering wheel, which is what drivers are instructed to do so they can quickly retake control of the car. Ms. Herzberg, pushing a bicycle across the street, appeared in the camera right before she was hit.

“As we develop self-driving technology, safety is our primary concern every step of the way,” said Matt Kallman, an Uber spokesman. “We’re heartbroken by what happened this week, and our cars remain grounded. We continue to assist investigators in any way we can.”

Uber has been testing its self-driving cars in a regulatory vacuum in Arizona. There are few federal rules governing the testing of autonomous cars. Unlike California, where Uber had been testing since spring of 2017, Arizona state officials had taken a hands-off approach to autonomous vehicles and did not require companies to disclose how their cars were performing.

Waymo and Cruise, a self-driving car company owned by GM, reported their “intervention” numbers to California regulators. Uber’s goals in Arizona were mentioned in internal documents — Arizona does not have reporting requirements — and it has not been testing self-driving cars in California long enough to be required to report them.

Uber’s first road tests in its self-driving car effort, code-named Project Roadrunner, were actually in Pittsburgh in September 2016. The Phoenix area was added a year ago, and quickly became the company’s main testing ground, with 400 employees and more than 150 autonomous cars driving local roads because of "favorable regulatory environment, favorable weather conditions,” according to a company document.

When Mr. Khosrowshahi took over as Uber’s chief executive, he had considered shutting down the self-driving car operations, according to two other people familiar with Mr. Khosrowshahi’s thinking.

But he became convinced that it was important to Uber’s long-term prospects. His visit to Phoenix was seen by the Arizona team as a critical opportunity to demonstrate their progress, according to the people familiar with the company’s operations in the Phoenix area. They wanted to take him on a ride without human interventions to demonstrate that the cars could handle so-called edge cases, tricky road situations that are hard to predict.

“With autonomy, the edge cases kill you, so you’ve got to build out for all the edge cases,” Mr. Khosrowshahi said at a conference in November. “Which makes it a very, very difficult problem.”

By September 2017, Uber’s autonomous cars had driven one million miles in a year nationwide. Uber tallied its second million in 100 days and added its next million at an even faster clip, according to company documents.

Early on in Phoenix, there were two groups of test drivers. A smaller group “stressed” the cars by putting them in challenging situations where, without human intervention, they would have crashed.

A larger group of drivers was focused on picking up customers in the autonomous vehicles. Those drivers were expected to pay more attention to little details, often taking control to prevent a “bad experience” like hard braking, according to a company document.

Around October, Uber merged the two groups to get to a point where it could offer a truly driverless car service to customers “as quickly as possible.” The customer pickup service was mostly dropped so drivers could focus on accumulating miles and gathering data to help the system become more reliable.

Around the same time, Uber moved from two employees in every car to one. The paired employees had been splitting duties — one ready to take over if the autonomous system failed, and another to keep an eye on what the computers were detecting. The second person was responsible for keeping track of system performance as well as labeling data on a laptop computer. Mr. Kallman, the Uber spokesman, said the second person was in the car for purely data related tasks, not safety.

Waymo had also moved from two operators at all times to one in some situations in late 2015, said Johnny Luu, a Waymo spokesman. Waymo still uses two test drivers when it is adding new systems or moving to a new location.

But Uber’s autonomous cars are not operating nearly as well as those of its competitors. Cruise reported to California regulators that it went more than 1,200 miles per intervention. After its strong California results, Waymo is now testing cars in Chandler, Ariz., a Phoenix suburb, with no safety drivers.

Mr. Kallman said miles per intervention was not a measure of safety but a rate of system improvement that could differ depending on where and how the cars were driven.

When Uber moved to a single operator, some employees expressed safety concerns to managers, according to the two people familiar with Uber’s operations. They were worried that going solo would make it harder to remain alert during hours of monotonous driving. Mr. Kallman said it delayed the start of its single-driver initiative to allow for more training and to make sure drivers felt comfortable for the new role.

Uber also developed an app, mounted on an iPad in the car’s middle console, for drivers to alert engineers to problems. Drivers could use the app anytime without shifting the car out of autonomous mode. Often, drivers would annotate data at a traffic light or a stop, but many did so while the car was moving, said the two people familiar with Uber’s operations. Mr. Kallman said it designed the app to meet government safety guidelines for in-car software to minimize distractions.

Waymo had a different solution when it moved to a single safety driver. It added a button on the steering wheel for drivers to create an audio explanation when they took the car out of autonomous mode.

Not all drivers followed Uber’s training. One was fired after falling asleep at the wheel and being spotted by a colleague. Another was spotted air drumming as the autonomous car passed through an intersection, according to the two people familiar with Uber’s operations.

Uber was planning to seek regulatory approval by December to start a self-driving car service in Arizona, according to company documents. Uber said the vehicles would have to be safer than human drivers before they would commercialize it. They would not operate around the clock and would stop for bad weather or traffic. And the service did not need to prove “longer-term financial viability.”

Already, one milestone will be missed. Mr. Khosrowshahi will not travel to Phoenix next month, because of scheduling problems that came up before the crash, Mr. Kallman said. But it is unclear how the crash will ultimately affect Uber’s plans for autonomous vehicles.

“The collection of bad news around Uber creates a reputation in people’s minds,” said Michael Ramsey, an automotive analyst at Gartner. “Every other company would get a black eye, too, but they might be forgiven. For Uber, it’s going to be hard to shake.”

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Tesla batteries will live longer than expected, survey finds
The packs are on track to last over 500,000 miles.

Tesla batteries retain over 90 percent of their charging power after 160,000 miles, according to data gathered by a Dutch-Belgium Tesla owners group. According to its survey of over 350 owners, the EVs dropped about 5 percent of their capacity after 50,000 miles, but lose it at a much slower rate after that. If the trend holds, most Tesla vehicles will still have 90 percent capacity after around 300,000 km (185,000 miles), and 80 percent capacity after a whopping 800,000 km (500,000 miles).

Tesla has no battery degradation warranty on its Model S and X luxury EVs, but guarantees that the Model 3 will retain 70 percent battery capacity after 120,000 miles (long-range battery) and 100,000 miles (shorter-range battery). That's a bit more generous than the one Nissan offers on the Leaf (66 percent over 100,000 miles) for instance. According to the survey data, Tesla will easily be able to meet this mark.

Lost battery capacity over time is one of the biggest concerns for EV buyers, so this new data, based on real-world usage, should be reassuring. There are some outlier EVs that lost capacity more quickly than others, for reasons that aren't clear, though. As such, while the data looks promising, it might be best to reserve judgement pending larger scale surveys with higher-mileage EVs.

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Waymo doet aanvraag om zelfrijdende auto's zonder bestuurder te gaan testen

Waymo, de tak binnen Googles moederbedrijf Alphabet voor zelfrijdende auto's, heeft een verzoek gedaan om auto's te testen die geen bestuurder meer hebben. Voorheen was er altijd nog een bestuurder aanwezig om eventueel in te kunnen grijpen.

Dat meldt de San Francisco Chronicle op basis van bronnen vrijdag. Een woordvoerder van Waymo bevestigde vervolgens een aanvraag te hebben gedaan voor het testen van bestuurderloze zelfrijdende auto's in de Amerikaanse staat Californië. Dat wil het bedrijf gaan doen nabij zijn hoofdkantoor in Mountain View. Of de aanvraag al is goedgekeurd, blijkt niet uit de berichtgeving.

Waymo gebruikt voor zijn tests met zelfrijdende auto's de Chrysler Pacifica. Aannemelijk is dat het ook deze auto's wil inzetten voor de tests waarbij er geen bestuurder meer meerijdt voor eventuele ingrepen. Volgens de San Francisco Chronicle wil Waymo voor zijn tests eerst gebied in kaart brengen door ritten te doen waarbij er nog een bestuurder meerijdt, waarna er een poging wordt gedaan met volledig bestuurderloze ritten.

Er zijn verscheidene bedrijven die bezig zijn met het testen van zelfrijdende auto's, maar in de meeste gevallen rijdt er een bestuurder mee die kan ingrijpen als de software voor onveilige situaties zorgt. Sinds kort is het echter mogelijk om een aanvraag te doen in Californië om de bestuurder thuis te laten. Er is nog een ander bedrijf dat een aanvraag heeft gedaan om niet langer bestuurders te laten meerijden, maar het is niet bekend wie dat is.

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Exclusive: Waymo applies for no-driver testing in California

Waymo, the self-driving unit of Google parent Alphabet, this week applied to test cars without drivers on California roads, The Chronicle has learned — even as a pair of recent crashes has heightened fears about the safety of autonomous vehicles.

Waymo confirmed Friday that it had submitted an application to the California Department of Motor Vehicles to test cars without a backup driver behind the wheel. So far, only two companies have applied for such permits, and the other company’s identity has not been publicly revealed.

According to a source familiar with the matter, Waymo plans to start testing near its Mountain View headquarters, an area where its fleet of self-driving Chrysler Pacifica minivans have already logged many miles with backup drivers. Over time, the company will expand testing of autonomous cars with no backup driver to more of the Bay Area, the source said.

Waymo’s approach will be to extensively map a terrain by having vehicles with test drivers cover it first, before using no-driver cars.

The move comes less than a month after a fatal accident involving a self-driving Uber SUV in Arizona raised fresh concerns about the safety of autonomous cars. That vehicle had a backup driver behind the wheel when it struck and killed a pedestrian on March 19, but dashcam videos showed the driver was not watching the road.

Days later, a Tesla Model X operating in Autopilot mode slammed into a concrete freeway divider near Mountain View, killing the driver. Although Autopilot, which requires the driver to pay attention, does not represent full self-driving technology, it is considered a major step in that direction.

Waymo CEO John Krafcik said that the Arizona tragedy would not have happened with a Waymo car.

“We have a lot of confidence that our technology would be robust and would be able to handle situations like that one,” Krafcik told a car dealers group the week after the accident.

There’s a certain poetic justice in Waymo being an early applicant for California’s no-driver car permits.

The company started testing autonomous vehicles in 2009, when the idea was considered as futuristic as personal jetpacks. It was the third company to receive a permit for road tests — with backup drivers behind the wheel — in California. Its cars have driven themselves some 5 million miles, 2 million of them in California.

Waymo’s success in getting cars to drive themselves has spurred major automakers, tech companies and startups to pursue the same goal in what is now a worldwide, multibillion-dollar race.

Waymo at one point designed a bubble-shaped autonomous car that had no steering wheel or brake pedal, but California officials would not allow it onto public roads until those features had been added. Under the new permit program to which Waymo applied this week, California now can approve cars without manual controls, although Waymo’s existing autonomous fleet all have controls allowing a human driver to take the wheel.

The DMV confirmed that it has now received applications from two companies for no-driver testing, which became legal in the state on April 2. The department has not identified either company.

The first company to apply submitted an application in early April, the DMV said. The department notified that company on Thursday that its application was incomplete and asked for more information.

The DMV has 10 days after applications are submitted to say if they are complete and an indefinite timeline to approve or deny requests.

The DMV requires the companies applying for permits to notify specific cities where they plan to operate and submit a law enforcement interaction plan to local police departments. Representatives of some cities that received the notices said they were excited to welcome Waymo’s no-driver cars. All of those cities have already been sites for Waymo’s autonomous testing with backup drivers.

Autonomous vehicle technology “is going to be crucial in helping the Silicon Valley reach its safety and transportation goals,” said Los Altos Councilwoman Jeannie Bruins.

“Waymo has done extensive vehicle testing on our local streets with a good safety record,” Mountain View City Manager Dan Rich, said in a statement. He commended the company for committing to “transparency and information sharing.”

In Sunnyvale, Mayor Glenn Hendricks likewise said he looks forward to working with Waymo.

However, some autonomous-car experts questioned whether it’s premature to unleash no-driver cars, especially in light of the recent Uber and Tesla crashes. Both incidents are still under investigation.

“Ultimately it is not Krafcik’s confidence in AV readiness that should matter; it should be the DMV’s confidence, based on objective data, studies, and verifiable tests,” said Benicia lawyer Jim McPherson, who runs the SafeSelfDrive consultancy, in an email. The DMV has followed traditional U.S. policy of ceding vehicle-safety concerns to federal regulators, who in turn have deferred them back to developers, again in line with long-standing policy.

One source of objective data is the DMV’s required disengagement reports, which show how often a company’s backup drivers need to take control of their self-driving vehicles during tests. Waymo’s report for 2017 showed that happened, on average, once every 5,600 miles. (By contrast, Uber struggles to achieve a disengagement rate of once every 13 miles, the New York Times reported.)

“If that rate still holds today, and if Waymo deploys 100 cars that drive 50 miles per day, then there will be an average of one disengagement somewhere in Mountain View every day,” McPherson wrote. “Let’s all hope no one gets hurt.”

Each company that applies for a permit must specify where and under what conditions the no-driver cars can operate.

Waymo told the DMV its cars can handle city streets as well as highways up to 65 mph, and can navigate both day and night, through fog and light rain. The implication is that the cars are not yet ready for snow or torrential downpours.

Under California rules, cars without drivers must be able to communicate with remote operators who can intervene in case the cars get confused by obstacles such as road construction.

Sources said that Waymo does not plan on operating its cars remotely — even in difficult situations — but it will remotely monitor them during tests. If one of the cars encounters something it doesn’t understand, such as complicated road construction, the car will contact Waymo for help recognizing the situation. After human testers give it feedback, the car will then decide how to navigate the situation.

Waymo has been doing public road tests of no-driver cars in Arizona since October 2017, starting in Phoenix but with plans to expand. It has announced plans to start a driverless taxi service in Arizona this year.

While the company has not said anything about offering robot taxis in the Bay Area, sources said it is likely to follow a similar evolution here as in Arizona.

Waymo has done extensive no-driver tests in California at Castle, a a former military base in Merced County. Because it is a private test track, Castle is not subject to the same rules as public roads.

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Op maandag 7 mei 2018 08:49 schreef YoshiBignose het volgende:

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Je kan het van twee kanten zien. Als iedereen een zelfrijdende auto reed was dit nooit gebeurd, maar als ik in de zelfrijdende auto zat (en ik reed zelf) dan had ik dit nog kunnen ontwijken. De zelfrijdende auto (tenminste nu nog) geen camera's om dit soort ongelukken te voorkomen.

Maar nu ik er zo over nadenken had ik ook weer iemand anders kunnen rammen als ik ontweek, net als de grijze auto. Ach ja