One of Waymo's driverless vehicles struck a cyclist in San Francisco on February 6th, causing minor injuries. "It was the latest incident in the city at a time when tensions around autonomous vehicles are particularly high after a driverless Cruise vehicle injured a pedestrian," reports The Verge. From the report: The incident, which was first reported by Reuters, occurred at 3:02PM on February 6th at the intersection of 17th and Mississippi streets in the Potrero Hill neighborhood of San Francisco. A Google Maps Street View of the intersection shows a flat, well-lit area surrounded by warehouses with unprotected bike lanes on both streets. Police officers arriving at the scene found an autonomous vehicle had struck a cyclist, who only reported "non-life threatening injuries," according to Eve Laokwansathitaya, public information officer with SFPD.

A passenger in the Waymo vehicle at the time of the crash was uninjured. The incident remains under investigation, Laokwansathitaya noted. Waymo spokesperson Julia Ilina had more details to share. The Waymo vehicle was stopped at a four-way stop, as an oncoming large truck began to turn into the intersection. The vehicle waited until it was its turn and then also began to proceed through the intersection, failing to notice the cyclist who was traveling behind the truck.

"The cyclist was occluded by the truck and quickly followed behind it, crossing into the Waymo vehicle's path," Ilina said. "When they became fully visible, our vehicle applied heavy braking but was not able to avoid the collision." After the incident, Waymo contacted the police, but the cyclist left on their own, reporting only "minor scratches," Ilina added.

General Motors' Cruise self-driving car unit faces a trip that could last the better part of this year to convince regulators and a wary public that its robotaxis are fit to share the road with human drivers, industry officials said. From a report: After releasing a withering safety report last week that Cruise commissioned, GM said on Tuesday it slashed about $1 billion from Cruise's annual budget and promised to "soon" release a timeline for the unit's return to operations. The U.S. automaker also delayed indefinitely a March update when it was expected to lay out plans.

That has raised questions about when Cruise might get its vehicles back on the road, particularly as it faces various government probes including from the National Highway Traffic Safety Administration. "Investigating defects is a highly deliberative process," said Mark Rosekind, a former NHTSA chief who has also worked for Amazon.com's Zoox autonomous vehicle unit. "It would be months, easily, and for bigger problems up to a year or more to resolve an investigation."

Cruise, the driverless car subsidiary of General Motors, said in a report on Thursday that an adversarial approach taken (non-paywalled link) by its top executives toward regulators had led to a cascade of events that ended with a nationwide suspension of Cruise's fleet. From a report: The roughly 100-page report was compiled by a law firm that Cruise hired to investigate whether its executives had misled California regulators about an October crash in San Francisco in which a Cruise vehicle dragged a woman 20 feet. The investigation found that while the executives had not intentionally misled state officials, they had failed to explain key details about the incident. In meetings with regulators, the executives let a video of the crash "speak for itself" rather than fully explain how one of its vehicles severely injured the pedestrian. The executives later fixated on protecting Cruise's reputation rather than giving a full account of the accident to the public and media, according to the report, which was written by the Quinn Emanuel Urquhart & Sullivan law firm.

The company said that the Justice Department and the Securities and Exchange Commission were investigating the incident, as well as state agencies and the National Highway Traffic Safety Administration. The report is central to Cruise's efforts to regain the public's trust and eventually restart its business. Cruise has been largely shut down since October, when the California Department of Motor Vehicles suspended its license to operate because its vehicles were unsafe. It responded by pulling its driverless cars off the road across the country, laying off a quarter of its staff and replacing Kyle Vogt, its co-founder and chief executive, who resigned in November, with new leaders.

In just a few weeks, Waymo will begin testing its driverless passenger vehicles on the highways in Phoenix, Arizona. The company will start by shuttling employees, and if all goes well, it will expand its operations to include regular customers. TechCrunch reports: Bringing its autonomous cars to the highway is just the latest in a series of big steps for Waymo, especially in the Phoenix area. In December, the company started offering curbside drop-off and pickup at the Phoenix airport. Just a few months before that, Waymo made its autonomous vehicles available in the Uber app.

According to NBC, law enforcement in California can't ticket driverless cars for traffic violations, thanks to a legal loophole requiring an actual driver in the car. NBC Bay Area reports: An internal memo from San Francisco Police Chief Bill Scott, obtained by the NBC Bay Area Investigative Unit, instructs officers that "no citation for a moving violation can be issued if the [autonomous vehicle] is being operated in a driverless mode." Scott added, "Technology evolves rapidly and, at times, faster than legislation or regulations can adapt to the changes."

While autonomous vehicles in California have received parking citations, the state's transportation laws appear to leave driverless vehicles immune from receiving any type of traffic ticket stemming from moving violations. "I think it sends a message that it's not a level playing field, that fairness is not the priority," said Michael Stephenson, the founder and senior attorney of Bay Area Bicycle Law, a law firm that specializes in representing cyclists in accident cases.

Stephenson said that driverless vehicles don't exactly fit into the state's current legal framework and that California needs new laws to appropriately govern the evolving technology. "We're perhaps trying to shove a square peg into a round hole," he said. "We are very much in the Wild West when it comes to driverless cars." The report notes that other states have rewritten traffic laws to allow ticketing of driverless cars. "Texas, which rivals California as another popular testing ground for autonomous vehicles, changed its transportation laws in 2017 to adapt to the emerging technology," reports NBC. "According to the Texas Transportation Code, the owner of a driverless car is 'considered the operator' and can be cited for breaking traffic laws 'regardless of whether the person is physically present in the vehicle.'"

"Arizona, another busy site for autonomous vehicles, took similar steps," adds NBC. "In revising its traffic laws, Arizona declared the owner of an autonomous vehicle 'may be issued a traffic citation or other applicable penalty if the vehicle fails to comply with traffic or motor vehicle laws.'"

Waymo has a new peer-reviewed study (PDF) to share that shows how safe its autonomous cars are compared to cars driven by humans. SFist reports: As the Chronicle notes, the study covers the 1.76 million driverless miles that Waymo's cars have registered in San Francisco so far, along with about 5.4 million miles registered elsewhere. It compares data about vehicle crashes of all kinds, and finds that Waymo vehicles were in involved in crashes resulting in injury or property damage far less often than human-driven cars. In fact, the "human benchmark" -- which is what Waymo is using to refer to human averages for various driving foibles -- is 5.55 crashes per 1 million miles. And the Waymo robot benchmark is just 0.6 crashes per 1 million miles. The overall figure for crash rates found Waymo's to be 6.7 times lower (0.41 incidents per 1 million miles) than the rate of humans (2.78 per million). This included data from Phoenix, San Francisco, and Los Angeles.

The report's "Conclusions" section is less than definitive in its findings, noting that the data of police-reported incidents across various jurisdictions may not be consistent or "apples-to-apples." "The benchmark rates themselves... varied considerably between locations and within the same location," the report's authors say. "This raises questions whether the benchmark data sources have comparable reporting thresholds (surveillance bias) or if other factors that were not controlled for in the benchmarks (time of day, mix of driving) is affecting the benchmark rates."

Still, the report, one of several that Alphabet-owned Waymo has commissioned in recent months, is convincingly thorough and academic in its approach, and seems to be great news for the company as it hopes to scale up -- starting with the enormous LA market. Waymo, like Cruise previously, has sought to convince a skeptical public that driverless vehicles are, in fact, safer than humans. And this is another step toward doing so -- even if people are going to be naturally wary of sharing the road with too many robots.

According to Reuters, General Motors' Cruise robotaxi unit dismissed nine executives amid an ongoing safety investigation, which the company confirmed included Chief Operating Officer Gil West. The company conducted a full safety review following an incident in San Francisco where a pedestrian was struck and dragged by one of its cars. GM already halted service nationwide and removed its cars from public roads. Reuters reports: CEO Kyle Vogt and co-founder Dan Kan both resigned in recent weeks and Cruise is preparing for a round of layoffs this month. "Following an initial analysis of the October 2 incident and Cruise's response to it, nine individuals departed Cruise," according to the memo. "We are committed to full transparency and are focused on rebuilding trust and operating with the highest standards when it comes to safety, integrity, and accountability," the memo said. "As a result, we believe that new leadership is necessary to achieve these goals."

The Cruise spokesperson confirmed that among those dismissed was also Chief Legal and Policy Officer Jeff Bleich and Senior Vice President of Government Affairs David Estrada. Cruise's troubles are also a setback for an industry dependent on public trust and the cooperation of regulators. The unit had in recent months touted ambitious plans to expand to more cities, offering fully autonomous taxi rides. The investigation, led by law firm Quinn Emmanuel, is expected to last until January, GM has said. "The personnel decisions made today are a necessary step for Cruise to move forward as it focuses on accountability, trust and transparency," GM said in a statement.

The Atlantic writes: Failing a CAPTCHA isn't just annoying — it keeps people from navigating the internet. Older people can take considerably more time to solve different kinds of CAPTCHAs, according to the UC Irvine researchers, and other research has found that the same is true for non-native English speakers. The annoyance can lead a significant chunk of users to just give up.
But is it all also just a big waste of time? The article notes there's now even CAPTCHA-solving services you can hire. ("2Captcha will solve a thousand CAPTCHAs for a dollar, using human workers paid as low as 50 cents an hour. Newer companies, such as Capsolver, claim to instead be using AI and charge roughly the same price.")

And they also write that this summer saw more discouraging news: In a recent study from researchers at UC Irvine and Microsoft:

- most of the 1,400 human participants took 15 to 26 seconds to solve a CAPTCHA with a grid of images, with 81% accuracy.

- A bot tested in March 2020, meanwhile, was shown to solve similar puzzles in an average of 19.9 seconds, with 83% accuracy.
The article ultimately argues that for roughly 20 years, "CAPTCHAs have been engaged in an arms race against the machines," and that now "The burden is on CAPTCHAs to keep up" — which they're doing by evolving. The most popular type, Google's reCAPTCHA v3, should mostly be okay. It typically ascertains your humanity by monitoring your activity on websites before you even click the checkbox, comparing it with models of "organic human interaction," Jess Leroy, a senior director of product management at Google Cloud, the division that includes reCAPTCHA, told me.
But the automotive site Motor Biscuit speculates something else could also be happening. "Have you noticed it likes to ask about cars, buses, crosswalks, and other vehicle-related images lately?" Google has not confirmed that it uses the reCAPTCHA system for autonomous vehicles, but here are a few reasons why I think that could be the case. Self-driving cars from Waymo and other brands are improving every day, but the process requires a lot of critical technology and data to improve continuously.

According to an old Google Security Blog, using reCAPTCHA and Street View to make locations on Maps more accurate was happening way back in 2014... [I]t would ask users to find the street numbers found on Google Street View and confirm the numbers matched. Previously, it would use distorted text or letters. Using this data, Google could correlate the numbers with addresses and help pinpoint the location on Google Maps...

Medium reports that more than 60 million CAPTCHAs are being solved every day, which saves around 160,000 human hours of work. If these were helping locate addresses, why not also help identify other objects? Help differentiate a bus from a car and even choose a crosswalk over a light pole.
Thanks to Slashdot reader rikfarrow for suggesting the topic.

Long-time Slashdot reader destinyland shares a report from CNN Business: Cruise, General Motors' self-driving vehicle subsidiary, has recalled all 950 of its autonomous vehicles for a software update. Late last month, Cruise paused all its public testing operations while it investigated the incident that led to the recall. [...]

The update will alter the way the car responds after an impact is detected. In [that infamous San Francisco accident], the vehicle had incorrectly determined that it was struck on the side rather than hitting something in the front, according to a report (PDF) Cruise filed with NHTSA. The report did not detail exactly what the software update changes, only that it "remedies the issue described in this notice."

The cars can be returned to service once the updates are completed, Cruise said in its report to NHTSA. Cruise doesn't sell its self-driving vehicles so all the cars are owned by either Cruise or GM, which produces the heavily modified Chevrolet Bolt electric vehicles. The company will perform the software updates itself.

Lora Kolodny reports via CNBC: Cruise CEO and founder Kyle Vogt posted comments on Hacker News on Sunday responding to allegations that his company's robotaxis aren't really self-driving, but instead require frequent help from humans working in a remote operations center. First, Vogt confirmed that the General Motors-owned company does have a remote assistance team, in response to a discussion under the header, "GM's Cruise alleged to rely on human operators to achieve 'autonomous' driving." The CEO wrote, "Cruise AVs are being remotely assisted (RA) 2-4% of the time on average, in complex urban environments. This is low enough already that there isn't a huge cost benefit to optimizing much further, especially given how useful it is to have humans review things in certain situations."

Cruise recently took the drastic move of grounding all of its driverless operations following a collision that injured a pedestrian in San Francisco on October 2. The collision and Cruise's disclosures around it led to state regulators stripping the company of its permits to operate driverless vehicles in California, unless there is a driver aboard. [...] A New York Times story followed last week diving into issues within Cruise that may have led to the safety issues, and setback for Cruise's reputation and business. The story included a stat that at Cruise, workers intervened to help the company's cars every 2.5 to five miles. Vogt explained on Hacker News that the stat was a reference to how frequently Cruise robotaxis initiate a remote assistance session.

He wrote, "Of those, many are resolved by the AV itself before the human even looks at things, since we often have the AV initiate proactively and before it is certain it will need help. Many sessions are quick confirmation requests (it is ok to proceed?) that are resolved in seconds. There are some that take longer and involve guiding the AV through tricky situations. Again, in aggregate this is 2-4% of time in driverless mode." CNBC asked Cruise to confirm and provide further details on Monday. The Cruise spokesperson wrote in an e-mail, that a "remote assistance" session is triggered roughly every four to five miles, not every 2.5 miles, in Cruise's driverless fleet. [...] CNBC also asked Cruise for information about typical response time for remote operations, and how remote assistance workers at Cruise are trained. "More than 98% of sessions are answered within 3 seconds," the spokesperson said. As far as the ratio of remote assistance advisors to driverless vehicles on the road, the Cruise spokesperson said, "During driverless operations there was roughly 1 remote assistant agent for every 15-20 driverless AVs."

In downtown San Francisco two vehicles were stopped at a red light on Monday night, reports the Washington Post — a regular car and a Cruise robotaxi. Both vehicles advanced when the light turned green, according to witness accounts and video recorded by the Cruise vehicle's internal cameras and reviewed by The Post. As the cars moved forward, the pedestrian entered the traffic lanes in front of them, according to the video, and was struck by the regular car. The video shows the victim rolling onto that vehicle's windshield and then being flung into the path of the driverless car, which stopped once it collided with the woman. According to Cruise spokesperson Hannah Lindow, the autonomous vehicle "braked aggressively to minimize the impact" but was unable to stop before rolling over the woman and coming to a halt. Photos published by the San Francisco Chronicle show the woman's leg sticking out from underneath the car's left rear wheel.
"According to Cruise, police had directed the company to keep the vehicle stationary, apparently with the pedestrian stuck beneath it," reports the San Francisco Chronicle.

Also from the San Francisco Chronicle: Austin Tutone, a bicycle delivery person, saw the woman trapped underneath the Cruise car and tried to reassure her as they waited for first-responders. "I told her, 'The ambulance is coming' and that she'd be okay. She was just screaming." He shared a photo of the aftermath with The Chronicle that appears to show the car tire on the woman's leg. San Francisco firefighters arrived and used the jaws of life to lift the car off the woman. She was transported to San Francisco General Hospital with "multiple traumatic injuries," said SFFD Capt. Justin Schorr. The victim was in critical condition as of late Tuesday afternoon, according to the hospital.

It appears that once the Cruise car sensed something underneath its rear axle, it came to a halt and turned on its hazard lights, Schorr said. Firefighters obstructed the sensors of the driverless car to alert the Cruise control center. He said representatives from Cruise responded to firefighters and "immediately disabled the car remotely." More from the San Francisco Chronicle: "When it comes to someone pinned beneath a vehicle, the most effective way to unpin them is to lift the vehicle," Sgt. Kathryn Winters, a spokesperson for the department, said in an interview. Were a driver to move a vehicle with a person lying there, "you run the risk of causing more injury." Once the person is freed, the car must stay in place as police gather evidence including "the location of the vehicle and/or vehicles before, during and after the collision," said Officer Eve Laokwansathitaya, another spokesperson.
The human driver who struck the pedestrian immediately fled the scene, and has not yet been identified.

In his first major public interview since the DMV cut their San Francisco fleet in half, Cruise CEO Kyle Vogt said "we cannot expect perfection" from the self-driving cars, and vaguely threatened to leave town if regulators curtail them any further. From a report: The self-driving robotaxis of GM subsidiary Cruise and Google-owned Waymo seemed like they were heading in a successful direction when they won approval from the California Public Utilities Commission (CPUC) last month to run their self-driving robotaxis at all hours in SF without restrictions. But barely a week later, the California DMV demanded Cruise cut it SF fleet in half, following post-Outside Lands stalling incidents, a night of multiple accidents, and SF City Attorney David Chiu filing a motion to get the CPUC to reverse their decision.

Cruse CEO Kyle Vogt sat down for a (very friendly) 40-minute interview Wednesday at the TechCrunch Disrupt conference, which can be seen in its entirety above. And he seems to be going on offense against the regulatory pushback his company is getting from SF and California lawmakers. "It's kind of fun as a society to poke at the differences between AVs (autonomous vehicles) and humans, but if we're serious about safety in our cities, we should be rolling out the red carpet for AVs," Vogt said, according to the SF Standard.

Saturday the San Francisco Chronicle published a joint opinion piece from MIT professor Carlo Ratti (who directs an MIT digital lab exploring the collection of digital data about urban life) and John Rossant (founder of the collaborative data-sharing platform CoMotion).

Together they penned a warning about a future filled with robotaxis. "Their convenience could seduce us into vastly overusing our cars. The result? An artificial-intelligence-powered nightmare of traffic, technically perfect but awful for our cities." Why do we believe this? Because it has already come to pass with ride-sharing. In the 2010s, the Senseable City Lab at the Massachusetts Institute of Technology, where one of us serves as the director, was at the forefront of using Big Data to study how ride-hailing and ride-sharing could make our streets cleaner and more efficient. The findings appeared to be astonishing: With minimal delays to passengers, we could match riders and reduce the size of New York City taxi fleets by 40%. More people could get around in fewer cars for less money. We could reduce car ownership, and free up curbs and parking lots for new uses. This utopian vision was not only compelling but within reach.

After publishing our results, we started the first collaboration between MIT and Uber to research a then-new product: Uber Pool (now rebranded UberX Share), a service that allows riders to share cars when heading to similar destinations for a lower cost. Alas, there is no such thing as a free lunch. Our research was technically right, but we had not taken into account changes in human behavior. Cars are more convenient and comfortable than walking, buses and subways — and that is why they are so popular. Make them even cheaper through ride-sharing and people are coaxed away from those other forms of transit. This dynamic became clear in the data a few years later: On average, ride-hailing trips generated far more traffic and 69% more carbon dioxide than the trips they displaced. We were proud of our contribution to ride-sharing but dismayed to see the results of a 2018 study that found that Uber Pool was so cheap it increased overall city travel: For every mile of personal driving it removed, it added 2.6 miles of people who otherwise would have taken another mode of transportation.

As robotaxis are on the cusp of proliferating across the world, we are about to repeat the same mistake, but at a far greater scale... [W]e cannot let a shiny new piece of technology drive us into an epic traffic jam of our own making. The best way to make urban mobility accessible, efficient and green is not about new technologies — neither self-driving cars nor electric ones — but old ones. Buses, subways, bikes and our own two feet are cleaner, cheaper and more efficient than anything Silicon Valley has dreamt up... Autonomous technology could, for example, allow cities to offer more buses, shuttles and other forms of public transit around the clock. That's because the availability of on-demand AVs could assure "last-mile" connections between homes and transit stops. It could also be a godsend for older people and those with disabilities. However, any scale-up of AVs should be counterbalanced with investments in mass transit and improvements in walkability.

Above all, we must put in place smart regulatory and tax regimes that allow all sustainable mobility modes — including autonomous services — to scale safely and intelligently. They should include, for example, congestion fees to discourage overuse of individual vehicles.

The city of Boston also allows testing of self-driving cars. But the Boston Globe reports that "There are far fewer complaints about self-driving cars because you barely see them." [F]ollowing a string of high-profile crashes and the disruption of the COVID pandemic, the state Transportation Department — now under Governor Maura Healey — has seemingly lost its enthusiasm for AVs... Only one company is permitted to test autonomous vehicles here — Boston-based Motional — and it confines its occasional experiments to a corner of the Seaport and a closed track at Suffolk Downs in East Boston. And despite past efforts to woo autonomous-vehicle firms, the state hasn't received any new applications in years...

Proponents have long said AVs could transform transportation, with all manner of economic and social benefits: high-paying jobs in robotics, manufacturing, and artificial intelligence, and reduced carbon emissions should people forgo private cars for electric robo-taxis. But skeptics abound, particularly in San Francisco, where residents say autonomous vehicles have caused traffic jams and blocked emergency vehicles... [A]fter an autonomous Uber vehicle in Arizona killed a pedestrian in 2018, Boston transportation officials asked nuTonomy and Optimus Ride, the two companies the state had granted a permit, to pause testing in the city...

There's another key difference between Massachusetts and some other states — including California — where autonomous testing is more advanced. Here, companies seeking to test self-driving cars need the approval of both state regulators and officials in whatever communities where they plan to test. In California, AV firms just need the state Department of Motor Vehicles and the California Public Utilities Commission to sign off; then they "notify" local governments of planned testing in the area. Those rules significantly ease the path for AV companies, but have created significant friction between the state and cities like San Francisco, where companies like General Motors-owned Cruise and Waymo, a subsidiary of Google, have been testing self-driving cars without humans... So far, California has issued permits to seven companies to test autonomous vehicles without safety drivers and to over 60 automakers and software firms to test self-driving cars with a backup human driver, including Apple, Nissan, Nvidia, Qualcomm, and Tesla, according to state records. In Massachusetts, there's only Motional, which seems inclined to stick to the Seaport and Suffolk Downs.
One startup founded suggested Massachusetts create a special lane where autonomous vehicles can test safely.

An anonymous reader shared this report from the San Francisco Standard: As autonomous vehicles become increasingly popular in San Francisco, some riders are wondering just how far they can push the vehicles' limits — especially with no front-seat driver or chaperone to discourage them from questionable behavior... The Standard has spoken to four separate Cruise car riders who said they've had sex or hooked up in the driverless vehicles in San Francisco over recent months and have provided ride receipts. The Standard was unable to find a source who said they'd had sex in a Waymo...

The rules and regulations surrounding robotaxis are murky, largely because the industry is so new... Unfortunately for the debaucherous among us, robotaxi companies currently use pretty extensive camera surveillance inside and outside of their cars. "We record video inside of the car for added safety and support," Cruise states on its website... When asked, both Cruise and Waymo sidestepped commenting directly on what is or isn't allowed in their cars.

An anonymous reader shares a report: A battle has been brewing in San Francisco over driverless cars. Hundreds of the autonomous vehicles have been roaming city streets over the past couple of years. On Thursday, the California Public Utilities Commission, or CPUC, voted 3-1 to let self-driving car companies expand their programs and start charging passengers like taxis. The build-up before the Commission's vote Thursday was tense. Public comment lasted more than six hours. Much of that testimony was about how autonomous vehicles have impeded emergency operations in the city.

San Francisco's police and fire departments have urged the CPUC to oppose the expansion â" they say they've tallied 55 incidents where self-driving cars have got in the way of rescue operations in just the last six months. The incidents include running through yellow emergency tape, blocking firehouse driveways and refusing to move for first responders. "Our folks cannot be paying attention to an autonomous vehicle when we've got ladders to throw," San Francisco Fire Chief Jeanine Nicholson said in a public meeting on Monday providing commissioners testimony before Thursday's vote. "I am not anti-technology, I am pro-safety."

An anonymous reader quotes a report from The Verge: Tesla says it has started production of its Dojo supercomputer to train its fleet of autonomous vehicles. In its second quarter earnings report for 2023, the company outlined "four main technology pillars" needed to "solve vehicle autonomy at scale: extremely large real-world dataset, neural net training, vehicle hardware and vehicle software." "We are developing each of these pillars in-house," the company said in its report. "This month, we are taking a step towards faster and cheaper neural net training with the start of production of our Dojo training computer."

The automaker already has a large Nvidia GPU-based supercomputer that is one of the most powerful in the world, but the new Dojo custom-built computer is using chips designed by Tesla. In 2019, Tesla CEO Elon Musk gave this "super powerful training computer" a name: Dojo. Previously, Musk has claimed that Dojo will be capable of an exaflop, or 1 quintillion (1018) floating-point operations per second. That is an incredible amount of power. "To match what a one exaFLOP computer system can do in just one second, you'd have to perform one calculation every second for 31,688,765,000 years," Network World wrote.

An anonymous reader quotes a report from TechCrunch: A decentralized group of safe streets activists in San Francisco realized they can disable Cruise and Waymo robotaxis by placing a traffic cone on a vehicle's hood, and they're encouraging others to do it, too. The "Week of Cone," as the group is calling the now-viral prank on Twitter and TikTok, is a form of protest against the spread of robotaxi services in the city, and it appears to be gaining traction with residents who are sick of the vehicles malfunctioning and blocking traffic. The protest comes in the lead-up to a hearing that will likely see Waymo and Cruise expand their robotaxi services in San Francisco. The California Public Utilities Commission (CPUC) is set to approve the expansion of both Cruise's and Waymo's autonomous vehicle passenger service deployments in San Francisco on July 13. The agency doesn't give companies permission to operate their AVs on public roads -- that's the Department of Motor Vehicles' domain. But it does grant companies the authority to charge passengers a fare for that service, which is an essential ingredient to scaling robotaxi and autonomous delivery operations sustainably. In May, the CPUC posted draft resolutions approving the expansion, despite mounting opposition from city agencies and residents.

Opponents called out the string of AVs that have impeded traffic, public transit and emergency responders, and asked that the CPUC move cautiously, set up workshops, collect more data, prohibit robotaxi deployment downtown and during peak hours, and limit the expansion of fleet sizes. Other opponents like the San Francisco Taxi Workers Alliance and the Alliance for Independent Workers have protested the spread of robotaxis, which they say will eliminate the need for taxi and ride-hail drivers. Safe Street Rebel's cone campaign is a bid to raise awareness and invite more pissed-off San Franciscans to submit public comments to the CPUC before next week's hearing. "These companies promise their cars will reduce traffic and collisions, but instead they block buses, emergency vehicles and everyday traffic," reads one video posted on social media. "They even un-alived a person and a dog. And they're partnering with the police to record everyone all the time without anyone's consent. And most importantly they require streets that are designed for cars, not people or transit. They exist only for profit-driven car companies to stay dominant and make it harder for transit to stay afloat."

While the above statement is a bit hyperbolic, there are nuggets of truth. [...] Nonetheless, the group brings up a common concern about unleashing autonomous vehicles onto public roads -- the lack of input from everyday people who have to deal with the vehicles on the ground. Congressional efforts to regulate self-driving cars have lagged for several years, so most regulation comes from state departments of transportation and departments of motor vehicles. The group is inviting others to follow its lead and disable the vehicles by "gently placing" cones on a driverless -- meaning, empty -- car's hood. Some people are apparently sending in submissions, but it's unclear how many people have sent images to Safe Street Rebel. "Not only is this understanding of how AVs operate incorrect, but this is vandalism and encourages unsafe and disrespectful behavior on our roadways," Waymo said in a statement. "We will notify law enforcement of any unwanted or unsafe interference of our vehicles on public roadways."

"Cruise's fleet provides free rides to late-night service workers without more reliable transportation options, has delivered over 2 million meals to food insecure San Franciscans, and recovers food waste from local businesses," said Cruise in a statement. "Intentionally obstructing vehicles gets in the way of those efforts and risks creating traffic congestion for local residents."

An anonymous reader quotes a report from Ars Technica: One of Alphabet's Waymo autonomous cars has killed a pet dog. TechCrunch spotted the public report of the incident, which says one of the Waymo Jaguar I-Pace cars ran over a dog in San Francisco while in autonomous mode with a safety driver behind the wheel.

Waymo's collision report says: "On May 21, 2023 at 10:56 AM PT a Waymo Autonomous Vehicle ("Waymo AV") operating in San Francisco, California was in a collision involving a small dog on Toland Street at Toland Place. The Waymo AV was traveling southwest on Toland Street when a small dog ran into the street in front of the Waymo AV. The Waymo AV then made contact with the dog, which did not survive. At the time of the impact, the Waymo AV's Level 4 ADS was engaged in autonomous mode, and a test driver was present (in the driver's seating position). The Waymo AV sustained damage."

The collision was a block from Waymo's Toland Depot, a 120,000-square-foot warehouse that houses at least 50 autonomous cars. The speed limit on Toland Street is 25 mph, according to posted signs viewable on Google Maps. From that Street View link, the road looks like a busy industrial area with many warehouses, truck delivery areas, and barbed-wire fences. The incident is Waymo's first reported fatality. Waymo sent along a statement: "On May 21 in San Francisco, a small dog ran in front of one of our vehicles with an autonomous specialist present in the driver's seat, and, unfortunately, contact was made. The investigation is ongoing, however the initial review confirmed that the system correctly identified the dog which ran out from behind a parked vehicle but was not able to avoid contact. We send our sincere condolences to the dog's owner. The trust and safety of the communities we are in is the most important thing to us and we're continuing to look into this on our end."

In early 2018, an autonomous Uber vehicle in Tempe, Arizona, hit and killed a woman. "According to Tempe PD, the car was in autonomous mode at the time of the incident, with a vehicle operator sitting behind the wheel," reported Gizmodo at the time. The company went on to suspend self-driving car tests in all North American cities after the fatal accident.

Taiwan's top chip design company MediaTek is focusing more resources on chips for cars and AI computing as its smartphone clients face a supply glut and inflation and macroeconomic uncertainty dent demand for consumer electronics. From a report: "We are definitely moving our resources very, very rapidly towards the automotive and computing areas, because those areas will provide our growth in the next three to five years," MediaTek Chief Executive Rick Tsai told an earnings call. "In this very demanding environment, we are not reducing people. We're not increasing either. The critical thing is to allocate those precious resources," he said. Tsai said everyone, including MediaTek, was rushing to claim that they were able to support generative artificial intelligence, such as ChatGPT. "We're confident that we will be able to provide the capability to our customers," Tsai said. MediaTek is investing heavily in AI because the new areas the company is focusing on are all related to computing, Tsai said. The development of autonomous vehicles, for instance, requires AI chips.