Actually, I am impressed that voice assistants work as well as they do, given the number of AI problems that were solved. But consider how much more complex the problems facing a self-driving car are.
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In evolution, “performance” just means the continued survival of a lineage. Thus it can include hybrids between what you might want for your purposes and what you don’t want.
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The regulatory agency (NHTSA) needs to adapt. But trusting technical documentation alone or only testing already sold vehicles is grossly insufficient. Technical documentation is what engineers think should happen; it is not the future. And testing sold vehicles creates an incentive to skimp on tests.
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Current claims that self-driving cars are safer are hype, not measurement. Meanwhile, Congress is expected to push for legislation next month to pave the way for widespread use of self-driving vehicles without a consensus on safety standards.
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A commitment to engineering over techno-utopia has bumped Mercedes, which has got the okay for driverless valet parking, into the lead in self-driving technology.
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Self-driving cars (autonomous vehicles) will need to adapt to different rules and we will, very likely, need to change those rules to make the vehicles work.
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This is hardly the time to encourage drivers to believe that someday soon, distraction will be okay. Distracted driving claims the lives of roughly nine people per day in the United States.
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One way we can assess entrepreneurs’ claims (think Elon Musk) is to ask, what physical components does the product require and how is the market responding?
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Tesla may tell drivers that Autopilot is not the same as a self-driving car. But, just as cell phone manufacturers’ warnings not to “text and drive” are too often unheeded, so too may be Tesla’s warnings.
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I get the feeling that even Musk’s faithful followers are beginning to doubt the hype and are instead focusing on the core business aspects, the questions Musk dismissed last year as boring.
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Optimism is not driving the recent collaboration and corporate consolidation in the self-driving car industry. Rather, their retrenchment is protection against an uncertain future.
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At Mind Matters News, we have criticized his approach on numerous grounds. One problem that keeps getting left out is, who assumes moral responsibility and legal liability for self-driving vehicles?
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“The trouble is,” says Brendan Dixon, “any technique that works by searching ‘to the end of the game’ will not help self-driving cars (as an example) one bit…unless they have also mastered predicting the future. There is no ‘end of the game’ for nearly all decisions we make.”
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This human-plus-machine combination is proving more potent than the machine-only hype/promise.
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No sensible driver would stop and wait for a snowman. But a self-driving car very well might. And it’s not only snowmen that challenge AI; it is a broad range of unexpected encounters.
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Rather than lacking insight into AI issues, this band of theologians is especially sagacious in applying theology to them.
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Hype serves no one other than the early investors hoping to get their cash back. Calm evaluations—and an appreciation for the amazing beings that humans are—would serve all of us much better than overpromised claims that are doomed to under deliver.
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A virtual rail is essentially a road that is built expressly for driverless cars.
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Any discussion of the morality of the self-driving car should touch on the fact that the industry as a whole thrives on hype that skirts honesty.
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Although you probably haven’t heard much about the 26-year-old single mother in the hi-tech news, Brenda is one of the intelligences behind artificial intelligence. For $9 a day, Brenda, who lives in the slum district Kibera in Nairobi, along with a thousand co-workers helps code information for self-driving cars for San Francisco-based Samasource (founded 2008).
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