As reported by Engadget: Uber has rewritten its privacy policy to make it easier to grok and added some very important changes. According to the updated guidelines, the ride-sharing app will soon give drivers the power to track your locationif you allow it to, so long as it remains running in the background. This, Uber claims, will allow them to pick you up a lot faster than just dropping a pin to signal where you're waiting. Drivers will be able to meet you on the way, for instance, or right out the door you used to exit a large building. Also, the app will start asking for permission to access your contact list, so the service can send promotional materials to your friends and family.
This update comes after an external review of Uber's privacy program, prompted by a series of issues and PR catastrophes involving customer privacy. If you recall, some Uber employees used the "God View" tracker embedded in the app to spy on the whereabouts of a Buzzfeed reporter and a high-profile venture capitalist last year. All its corporate employees (but not its drivers) reportedly had access to God View and could monitor a user's activities. Let's not forget the time an exec made a remark about hiring a team todig up personal dirt on journalists that criticize the service, as well.
In addition to the aforementioned changes, the new privacy policy lists what kind of data it collects from customers. It makes clear that Uber keeps a record of your transactions (amount, distance traveled, date and time,et cetera) and gathers info about your device (model, OS version, serial number, UDID, mobile network, preferred language and more). Uber can access any call and SMS details between the driver and yourself, as well as see your device's IP address, browser, the website you visited before it, so on and so forth.
The new Privacy Statement will take effect on July 15th, so expect to see the app asking you for permission to switch on real-time tracking and to access your address book by then. If you're not exactly fond of these changes, don't worry: the company told TechCrunch that the app will work just fine even if you choose not to switch them on.
As reported by Transport Evolved: Just under a month ago, shortly after the launch of Apple’s highly-anticipated Apple Watch, we told you about Allen Wong, self-made app developer turned millionaire, car nut, and Tesla Model S owner. Working for what he said was three or four days of non-stop coding after his Apple Watch arrived, Wong — who codes under the Rego Apps and Smartest Apps company names — produced a fully-functioning Apple Watch app that enabled remote control of the Tesla Model S electric car. At the time — despite selling it online for $9.99 — Wong said that his Remote S Apple Watch app was built as something of a “fun hobby” rather than a commercial app that he expected to make much money out of. Despite treating this particular app as a hobby, we note from Wong’s YouTube channel (which we’ve been keeping an eye on) that he’s been busy, building an update to the Apple Watch App less than two weeks after the app debuted in the App store.
This time, he’s added voice control too, as the above video — uploaded about seven hours ago — shows. In the video, Wong uses the standard “Hey Siri” phrase known to Apple Users everywhere to activate the Apple Watch’s voice recognition mode. After the watch has responded to his voice, he then shows us the car responding to some simple commands. “Hey Siri…HVAC On,” he says, followed by a short pause while his iPhone and Apple Watch work together to accomplish the command. “Hey Siri… Unlock Car,” results in a similar pause, followed by the unlocking of his red Tesla Model S P85D. Wong also demonstrates the car’s keyless remote functionality by telling his watch to start the car. Sure enough, there’s a small pause, and the car turns itself on. Similarly, the video shows him remotely opening the car’s panoramic sunroof, all by voice commands. It’s an impressive update to the app, which Wong says he’s still in the process of training to accept a number of different commands. “I realize now that it sounds weird to say ‘Start Car’ instead of ‘Start the Car’,” Wong says in his description to his latest YouTube video. “I’ll change it to that phrase when I publish the app. I’m currently training my app so that it can understand multiple phrases, so you can say ‘KITT, start the car’ or ‘Start my Tesla’ or ‘Horn the horn at those morons,’ and the app will understand what you want it to do.” Wong says he hasn’t yet submitted the updated code to the App store, but will do at some point in the near future. “I’m just waiting for Tesla to implement the ‘summon car’ feature, so I can code the app that allows you to speak into your Apple Watch to make your Tesla drive up to you,” he adds, half-jokingly. As some of those who have already watched the video note, the time delay between the command being spoken and the app responding isn’t quite as quick as perhaps some might like. But hey, for those who grew up with Michael Knight and KITT, that’s really not important, is it?
That's the story badge for a post on Fusion today about a recent video of a Volvo XC60 driving into a group of bystanders. Labeled "Self-parking car accident!", the clip shows the vehicle backing up and then accelerating into a group of people who expect it to stop. But it doesn't.
Here's the problem: There was no system error. If there was any error, it was with the humans operating the vehicle. According to Volvo representative Johan Larsson, the video is mislabeled. Now, no one has talked to the people in the video, but Larsson says the demonstration is most likely of Volvo's pedestrian-detection and self-braking systems, not of any self-parking feature. And as Larsson also points out, this car does not appear to be one that has the pedestrian-detection feature, which is an option. If that's true—that they tried to test out the pedestrian-detection feature on a car that doesn't have it installed—then this is really just a case of dumb humans.
But that's not how Fusion decided to cast it, titling the story Volvo says horrible 'self-parking car accident' happened because driver didn't have 'pedestrian detection'. Fusion's Kashmir Hill sets up a scary scene of an automated future gone awry, but when all the facts are given proper context, the truth is quite the opposite.
We don't know if and when truly autonomous cars will hit the road. What we do know is that our vehicles are becoming increasingly sophisticated machines capable of incredible feats, and for exactly that reason reporting and writing about this topic in a responsible way is extremely important. Not everyone is comfortable with the idea of a car that can drive itself, let alone park itself. When something really does goes wrong, the coverage is going to be everywhere and sensationalized. Is there really a need to create controversy where there is none? If anything, it's this kind of response that can create a chilling effect on innovation.
That said, let's run through some key paragraphs in the Fusion post to see what went wrong:
"A group of people stand in a garage watching and filming a grey Volvo XC60 that backs up, stops, and then accelerates toward the group. It smashes into two people, and causes the person filming the video with his phone to drop it and run. It is terrifying."
In trying to set a dramatic scene, Hill seems to imply that the car does not have a driver and is acting under its own volition. In fact, there is a passenger and driver in the car.
"The main issue, said Larsson, is that it appears that the people who bought this Volvo did not pay for the "Pedestrian detection functionality," which is a feature that costs more money."
When explaining Larsson's "disturbing" response, Hill uses italics to indicate that she is absolutely perplexed that an expensive and advanced technology might cost more money on top of the standard price. (Or, perhaps, she's astonished that Volvo wouldn't equip all of its cars with all available safety tech, no matter what the cost.) I think we're all in agreement that pedestrian-detection systems should one day be standard, but there are many different types of safety systems that cost extra money. If they were all standard or made mandatory by NHTSA, that extra cost would just be passed on to the buyer. For now, Volvo, one of the safest car manufacturers in the world, would rather give people the option here.
"The Volvo XC60 comes with City Safety as a standard feature, however, this does not include the Pedestrian detection functionality," said Larsson. The "City Safety system" kicks in when someone is in stop-and-go traffic, helping the driver avoid rear ending another car while driving slowly, or under 30 mph.
Keeping the car safe is included as a standard feature, but keeping pedestrians safe isn't. "It appears as if the car in this video is not equipped with Pedestrian detection," said Larsson. "This is sold as a separate package."
To be fair, City Safe protects the cars you might hit and the people in them, but I guess it's more shocking to couch it this way. More importantly, the most common type of vehicle-on-vehicle accident is a low-speed rear-end collision, often combined with distracted driving. So it makes sense that City Safety would be the safety feature that comes standard, no?
But even if it did have the feature, Larsson says the driver would have interfered with it by the way they were driving and "accelerating heavily towards the people in the video." "The pedestrian detection would likely have been inactivated due to the driver inactivating it by intentionally and actively accelerating," said Larsson. "Hence, the auto braking function is overrided by the driver and deactivated."
So, what are we saying here? In this scenario—which is probably hypothetical, since the car most likely didn't have pedestrian detection—it sounds like Hill wants the reader to be bothered by the fact that the car wouldn't have just stopped itself and outright prevented the driver from accelerating into the passengers.
The fact is, today's safety systems require a tricky balance of aiding and warning drivers without completely removing their power to make steering and throttle inputs. Until cars become truly autonomous, the driver is ultimately responsible for understanding how the technology works and to use it appropriately.
Meanwhile, the people in the video seem to ignore their instincts and trust that the car assumed to be endowed with artificial intelligence knows not to hurt them. It is a sign of our incredible faith in the power of technology, but also, it's a reminder that companies making AI-assisted vehicles need to make safety features standard and communicate clearly when they aren't. According to the Dominican blog, the "two men hit were bruised but are ok."
Well, this is all mostly true, and Hill makes some good points! People shouldn't assume that every car has semiautonomous capabilities that will stop it from hurting them. They also probably shouldn't stand in front of a car to test those technologies, either. As for making all safety systems standard, that's a bit more complicated. But her final thought is spot on: Carmakers need to make sure people clearly understand what technology is in their car and what their vehicle is capable of. This is a very valid point to make as our cars only get more complicated. Too bad we had to wade through everything else to get there.
As reported by TechCrunch: Think of the vehicle that will change urban transportation. If the image in your mind is not an electric bus, you’re thinking of the wrong vehicle.
The electrification of the passenger vehicle has made headlines for good reason. Vehicles like the Tesla Model S and BMW i8 are beautiful and fast, and cars like the Chevy Volt and Nissan Leaf offer compelling value to commuters. But we’d be lucky if plug-in vehicles represent more than 5 percent of passenger vehicles sold in the United States over the next five years. Worries about range and cost are real, and it will take time to undertake the public effort – and build the charging infrastructure – to address consumer concerns.
Yet in other parts of the transportation industry, the electric drivetrain will experience much more rapid adoption. The most unexpected, and most impactful, shift will be for the mass transit bus.
A Bus Is the Perfect Use Case for an Electric Drivetrain
The electric drivetrain does a few things much better than a combustion engine. Electric motors have very high torque – buses are heavy, so they require high torque to accelerate. Electric motors can also deliver that torque at low speeds – buses stop and start often, so they require that power at low speeds. And batteries can recover energy from all of that braking.
As a result, an electric bus uses 20 percent of the raw energy of a diesel bus to go the same distance. In MPGe terms, a typical diesel bus may get 3.9 MPG – whereas an electric bus would get 21.4 MPGe. An electric drivetrain is also easier to take care of than an engine with controlled fuel explosions, more moving parts, filters and fluids.
The net result is that the total lifetime cost to own and operate an electric bus is 35 percent lower than that of a diesel bus. In five years, as battery and other costs come down, that advantage will only increase.
If you could buy a Tesla for less than an equivalent product and simultaneously save well over 50 percent on operating costs, the purchase decision would probably be quite easy. That is the kind of decision that transit operators will face in 2020.
Batteries Are Cheap in the Context of a Bus
Battery cost is a key barrier to adoption of electric vehicles, whether in a car or in a bus. However, a transit bus travels 3.5x more miles per year and carries 6x more passengers than a car, on average, so the battery cost is spread over 20x more “passenger miles” in a bus versus a car. Net, the real cost of the battery is multiples cheaper in a bus than a car, suggesting that the transit industry will shift toward electric vehicles before passenger cars.
Furthermore, batteries keep dropping in price. In 2015, price per kWh of automotive lithium-ion batteries was 60 percent lower than in 2010. In another five years, prices will likely drop by a similar percentage. Some analysts project that Tesla’s Gigafactory will drive so much volume that costs for batteries could decline by over 80 percent. And new technologies may completely transform the cost curve. All of this means that the case for electric buses will become more and more compelling over time.
But why do buses matter? Won’t everyone be taking Uber in the future anyway?
Public Transit Is a Killer App in People Moving
A public transit system is the cheapest way, per mile, to get from A to B. No matter how many miles you drive per year, if public transit is an option, it is cheaper than owning a car, car-sharing, or ridesharing.
Within public transportation, buses are extraordinarily efficient versus other options. The New York Times recently noted how much money governments spend on light rail as opposed to improving and marketing existing bus systems. A transit bus line is much cheaper than light rail to build, and offers unparalleled flexibility. Add electric to the mix, and that transit bus line is also half as expensive to run.
The Environmental Case
In addition to making immense financial sense, the transition to EV bus transit is important for urban environments. Even after taking into account the emissions from the electricity generation, an electric bus emits 4-6x fewer greenhouse gases than a bus that runs on diesel or natural gas. As solar and other renewables continue to increase as a percent of energy produced, the greenhouse gas emissions from electric vehicles will continue to fall.
Improves Transportation Today, and Solves Problems of Tomorrow
Most cities were designed when less than a third of the population lived in urban areas. Today, over half of humanity lives in cities, and that will grow to two-thirds by 2050. Reliance on the passenger car has created substantial costs from congestion. In the U.S. alone, congestion cost the economy $124 billion in 2013, or 0.7 percent of GDP – two Googles in revenue. We will need multiple solutions for addressing this congestion, including car sharing and ridesharing, but the electric bus is the killer solution for the modern city.
New entrants to the bus industry, including Bay Area-based Proterra (disclosure: Michael Linse is Chairman of Proterra) and the Chinese battery maker BYD, as well as incumbents such as New Flyer and Volvo, are understanding the transformative impact of the electric bus.
By 2020, we expect a majority of transit buses sold in the U.S. to be electric, and we expect the availability of highly efficient, low cost, zero emissions, and quiet electric buses to lead to a renaissance of urban transit in the United States.
As reported by Defense Systems: Army researchers are developing a pocket-size device that will give soldiers precise geolocation information even when GPS signals are unavailable.
The Warfighter Integrated Navigation System (WINS), being developed at the Communications Electronics Research Development and Engineering Center, uses a variety of sensors to track a soldier’s movement from a last known location, recording footsteps, speed, time, altitude and other factors to show the soldier’s location on a map.
"It's got a number of inertial sensors, such as a pedometer and an accelerometer, things you will find on your cell phone but of a higher quality," Osie David, a CERDEC researcher, said in a news release. "Even if the enemy is denying you GPS or the terrain is, you can still get known location on here so it will show up on your Nett Warrior device or your command and control system."
Finding alternatives to GPS is a focus for the Defense Department precisely for those times when Global Positioning Systems signals don’t get through, whether because of terrain such as dense forests or jungles, or enemy interference. GPS signals can be jammed even with low-powered devices or spoofed by stronger signals.
Or both. In 2011, it is thought that Iranian engineers jammed the GPS signal for an U.S. RQ-170 Sentinel drone, then spoofed its coordinates to make it land in Iran instead of its base in Afghanistan. University of Texas students also have demonstrated using spoofing to take control of unmanned aircraft and even an 80-foot yacht.
The military doesn’t expect that it ever will do without GPS—it’s still the most accurate and far-reaching geolocation system ever created and likely will remain so for the foreseeable future. But in addition to hardening GPS signals against jamming and other electronic warfare attacks, researchers are working on alternatives for those times when GPS service is blocked.
As reported by Engadget: Now that electronics manufacturers are releasing more and more smartwatch models, you might be wondering what the authorities' stance is on using one while driving. Well, this clears things up a bit for our Canadian readers: a man named Jeffrey Macesin was recently pulled over and fined $120 for using his Apple Watch behind the wheel. Macesin told CTV News Montreal that the watch was inside a bag, and that he was only changing songs on it at that moment, since it was plugged into the car radio. He thought the cop only wanted him to get out of the way when he turned the cruiser's lights on, but the officer obviously thought the device was a cause of distraction.
In the end, he got a ticket under Section 439.1 of the Quebec Highway Safety Code, which states "No person may, while driving a road vehicle, use a handheld device that includes a telephone function." Technically, smartwatches aren't handheld devices, but it has an LCD screen and smartwatch-like features, so they fall within a grey area. A lawyer who specializes in traffic violations, Avi Levy, told CTV News he believes a smartwatch is a Bluetooth device instead of a handheld, and "it has been established in the law that you're allowed to use Bluetooth devices and it doesn't constitute an infraction."
In at least two other locations, New South Wales and Victoria, Australia, cops made it clear in April that if you use a smartwatch while driving, you could face penalties.
A study by the U.K. Transport Research Laboratory found smartwatches are far more distracting than smartphones. According to the Huffington Post, the research found it takes 2.52 seconds for someone to react in the event of an emergency after looking at their smartwatch, compared to 1.85 seconds if they were using a handheld cellphone.
With this data and citing the fact that only more distracting apps are bound to come on the market, Paul Singh, CEO of the vehicle safety company Smart Witness, called upon the U.K.’s Department of Transportation to “place an immediate ban on the use of [smartwatches] by drivers.”
“We don’t want to sound like kill-joys and the health and safety police but there’s no doubt that using smart watches whilst driving will cause serious accidents,” Singh wrote for the Huffington Post. Singh’s post noted that the U.K. banned drivers from using handheld phones in 2003.
In the U.S., only 14 states have banned handheld cellphone use all together. However, 44 states have banned texting while driving.
There do not appear to be any proposed bans on driving and using a smartwatch in the U.S. yet, but last year, there were several bills introduced that proposed making it punishable to drive and use a Google Glass device.
According to the U.S. Department of Transportation, more than 3,000 people were killed in the U.S. in 2012 in accidents caused by distracted driving.
As reported by Space.com: Astronauts on the International Space Station moved a closet-like storage module to a new spot on the orbiting lab Wednesday (May 27) to make room for a new docking port to welcome private space taxis in 2017.
During an hours-long move, the station's bus-size Permanent Multipurpose Module rode a robotic arm to a new perch on the space station's Harmony connecting node. It was the first move for the module, which NASA calls the PMM, since its installation on the station's Unity node in 2011. You can see a video of the space module move here.
Early in the docking process, NASA astronaut Scott Kelly noted a warning message that was quickly cleared by NASA. "Except for that first little message there, it all looked perfect," Kelly said after the module move was finished.
NASA worked closely with controllers at the Canadian Space Agency in Quebec to move the module using a robotic arm. The work began at 4:45 a.m. EDT (2045 GMT), according to NASA, with the de-mating of the 14-foot-wide (4.3 meters) module taking place at 5:50 a.m. EDT. The module move was closely supervised by Kelly and fellow NASA astronaut Terry Virts, who commands the station's Expedition 43 crew.
The is just one in a series of steps to prime the International Space Station to receive crew flights on U.S.-built commercial spacecraft. Currently, the station's docking ports are designed to accommodate NASA's space shuttle fleet (which retired in 2011) and Russia's Soyuz space capsules, which now ferry all crews to space.
Boeing and SpaceX are creating new spacecraft that will begin sending astronauts aloft around 2017. Two docking adapters will fly into space aboard two SpaceX Dragon spacecraft this year; astronauts will install the adapters in a series of spacewalks.
NASA is shifting to commercial vehicles to reduce its reliance on Soyuz spacecraft, and regain a U.S. capability of launching astronauts into space.
The PMM was first used to haul supplies from Earth while the space station was under construction. Then called "Leonardo," the Italian Space Agency's module flew eight times in space before the STS-133 crew left it behind in 2011 to dock to Unity.
Today, the module is used as a 2,400-cubic-foot (68 cubic meters) storage facility, able to hold 11 tons of equipment, or up to 16 racks, plus several storage bags.
