Uber on Monday said it launched pilot food delivery services with autonomous vehicles in two California cities, and said it was adding electric vehicle charging stations into its global driver app. From a report: The announcements are part of Uber's annual product event where the ride-hail and food delivery company showcases the latest updates to its app. Uber announced one food delivery service using autonomous cars, and a separate pilot using sidewalk robots. Both services are available to Uber Eats users in Santa Monica and West Hollywood in California, and consumers will have the ability to opt out of the programs. The autonomous car pilot is in collaboration with Motional, the self-driving joint venture of Hyundai and Aptiv, and was initially announced in December. read more It launched on Monday, Uber and Motional said. Uber said the sidewalk robots are provided by Serve Robotics, a spin-off of delivery company Postmates, which Uber acquired in 2020.

Flying cars — or even electric flying taxis — are the dream of several well-funded manufacturers building "electric vertical-takeoff and landing aircraft" (or eVTOLs).

But will they face stricter government regulations than anticipated? Long-time Slashdot reader wired_parrot reports that America's Federal Aviation Administration has shifted gears — "revising it certification requirements for eVTOLS from small aircraft to a powered-lift category." (The original submission cites a "growing number" of issues for the industry to resolve — and asks whether this raises concerns about the viability of the whole potential eVTOL market.)

Meanwhile, AVWeb reports: According to a Reuters report, the impetus for the shift came from an ongoing audit by the U.S. Department of Transportation's Office of the Inspector General. The IG said so-called Urban Air Mobility vehicles present the FAA with "new and complex safety challenges...."

In a written response to a request for clarification, an FAA spokesperson told AVweb:

"The FAA's top priority is to make sure the flying public is safe. This obligation includes our oversight of the emerging generation of eVTOL vehicles. The agency is pursuing a predictable framework that will better accommodate the need to train and certify the pilots who will operate these novel aircraft.

"Our process for certifying the aircraft themselves remains unchanged. All of the development work done by current applicants remains valid and the changes in our regulatory approach should not delay their projects. As this segment of the industry continues to grow, we look forward to certifying innovative new technologies that meet the safety standards that the public expects and deserves."

BeerFartMoron shares a report from Motherboard: For the last five years, driverless car companies have been testing their vehicles on public roads. These vehicles constantly roam neighborhoods while laden with a variety of sensors including video cameras capturing everything going on around them in order to operate safely and analyze instances where they don't. While the companies themselves, such as Alphabet's Waymo and General Motors' Cruise, tout the potential transportation benefits their services may one day offer, they don't publicize another use case, one that is far less hypothetical: Mobile surveillance cameras for police departments.

"Autonomous vehicles are recording their surroundings continuously and have the potential to help with investigative leads," says a San Francisco Police department training document obtained by Motherboard via a public records request. "Investigations has already done this several times."

Privacy advocates say the revelation that police are actively using AV footage is cause for alarm. "This is very concerning," Electronic Frontier Foundation (EFF) senior staff attorney Adam Schwartz told Motherboard. He said cars in general are troves of personal consumer data, but autonomous vehicles will have even more of that data from capturing the details of the world around them. "So when we see any police department identify AVs as a new source of evidence, that's very concerning."

As companies continue to make public roadways their testing grounds for these vehicles, everyone should understand them for what they are -- rolling surveillance devices that expand existing widespread spying technologies," said Chris Gilliard, Visiting Research Fellow at Harvard Kennedy School Shorenstein Center. "Law enforcement agencies already have access to automated license plate readers, geofence warrants, Ring Doorbell footage, as well as the ability to purchase location data. This practice will extend the reach of an already pervasive web of surveillance."

An anonymous reader shares a report: No technology is perfect. Even self-driving cars trained to obey traffic laws are bound to run into issues that cause them to commit a citable offense. Such was the case with a Cruise-operated hatchback in San Francisco last weekend, which was pulled over by local law enforcement for failing to switch on its headlights. While the car came to a stop, as video of the incident shows, there's policy to be established when it comes to interactions between autonomous vehicles and police. Originally published on Instagram, the video shows the car -- one of Cruise's Chevy Cruises -- in the city's Richmond District pulling over to the side of the road when signaled to do so by an officer, ahead of an intersection. The policeperson walks toward the car and attempts unsuccessfully to open the driver-side door, at which point the Cruise vehicle begins to drive down the road -- only to pull over again and activate its hazards. Police approach the car a second time in a presumed effort to figure out how to turn on the headlights.

Cruise, which a little over two months ago began letting San Francisco residents hail rides in its driverless vehicles, asserts that the pulled-over vehicle acted as intended. The headlights indeed malfunctioned -- and have been fixed, according to the company -- but the car yielded to police and then pulled over to the "nearest safe location." One of the officers contacted Cruise after the traffic stop, and no citation was issued. But the episode raises questions about procedure where self-driving vehicles are involved with the police.

Scientific American reports: To hurtle around a corner along the fastest "racing line" without losing control, race car drivers must brake, steer and accelerate in precisely timed sequences. The process depends on the limits of friction, and they are governed by known physical laws — which means self-driving cars can learn to complete a lap at the fastest possible speed (as some have already done). But this becomes a much knottier problem when the automated driver has to share space with other cars. Now scientists have unraveled the challenge virtually by training an artificial intelligence program to outpace human competitors at the ultrarealistic racing game Gran Turismo Sport. The findings could point self-driving car researchers toward new ways to make this technology function in the real world.

Artificial intelligence has already conquered human players within certain video games, such as Starcraft II and Dota 2. But Gran Turismo differs from other games in significant ways, says Peter Wurman, director of Sony AI America and co-author of the new study, which was published this week in Nature. "In most games, the environment defines the rules and protects the users from each other," he explains. "But in racing, the cars are very close to each other, and there's a very refined sense of etiquette that has to be learned and deployed by the [AI] agents. In order to win, they have to be respectful of their opponents, but they also have to preserve their own driving lines and make sure that they don't just give way."

To teach their program the ropes, the Sony AI researchers used a technique called deep reinforcement learning. They rewarded the AI for certain behaviors, such as staying on the track, remaining in control of the vehicle and respecting racing etiquette. Then they set the program loose to try different ways of racing that would enable it to achieve those goals. The Sony AI team trained multiple different versions of its AI, dubbed Gran Turismo Sophy (GT Sophy), each specialized in driving one particular type of car on one particular track. Then the researchers pitted the program against human Gran Turismo champions. In the first test, conducted last July, humans achieved the highest overall team score. On the second run in October 2021, the AI broke through. It beat its human foes both individually and as a team, achieving the fastest lap times....

"The lines the AI was using were so tricky, I could probably do them once. But it was so, so difficult — I would never attempt it in a race," says Emily Jones, who was a world finalist at the FIA-Certified Gran Turismo Championships 2020 and later raced against GT Sophy.... "Racing, like a lot of sports, is all about getting as close to the perfect lap as possible, but you can never actually get there," Jones says. "With Sophy, it was crazy to see something that was the perfect lap. There was no way to go any faster."
The article notes that Sony AI is now working with Gran Turismo's developer (the Sony Interactive Entertainment subsidiary Polyphony Digital) to potentially incorporate a version of their AI into a future update of the game. "To do this, the researchers would need to tweak the AI's performance so it can be a challenging opponent but not invincible..."

After Alphabet shelved plans to build its own city and wound down the company in charge of the project, a group of former employees is carrying on its legacy. Bloomberg reports: Their startup, Sidewalk Infrastructure Partners LLC, is pursuing ambitious infrastructure projects, including the construction of specialized roads for self-driving cars, a sprawling smart grid project and the implementation of technology to help cities build 5G wireless networks. On Wednesday, the company plans to announce it raised $400 million from StepStone Group Inc., a private-market investment firm whose focuses include infrastructure. The deal values the business, known as SIP, at $1.25 billion, said a person familiar with the terms who asked not to be identified because they're private.

The idea for SIP came from Sidewalk Labs, the smart-city company that Google created in 2015. Sidewalk's flagship project was Quayside, a plan to develop a 12-acre site in Toronto to showcase various high-tech urban ideas. Building a city from scratch made sense as a way for Google's parent company to experiment with urban innovation, said Jonathan Winer, SIP's co-founder and co-chief executive officer. However, "There were a number of infrastructure systems that needed innovation now, not in 10 years," he said. In 2019, he and several other Sidewalk employees left to form SIP with a plan to build large, technically sophisticated projects. Alphabet and the Ontario Teachers Pension Plan funded the effort as its only investors.

[...] SIP is set up in an unusual way for a startup, operating sometimes as a sort of venture capital firm and other times as an operator building projects itself. This allows it to pursue a wider range of projects, Winer said. Among them is a 40-mile highway between Detroit and Ann Arbor, Michigan, designed for autonomous and connected vehicles. Michigan's state government unveiled the plan in 2020, and Winer said the first stretch of road will open this year. He's in talks with other states about similar developments, he said. SIP has also invested $100 million a project in California that uses smart thermostats and plugs to compensate customers for reducing their energy use at times of high demand. Much of SIP's business involves working with governments. [...] In addition to being an investor, Alphabet is an active participant in several SIP projects. Waymo, Alphabet's self-driving car unit, is on the advisory board of the Michigan highway project. Google's Nest thermostats work with the California program. "We benefit tremendously from Alphabet's technology and insight," said Winer. "And sometimes that insight translates into some kind of business transaction."

Cruise, the driverless spin-off from General Motors, said on Tuesday that it's about to offer public robot-taxi rides in its San Francisco hometown soon -- "within weeks, not months." In a first for San Francisco, Cruise's public rides will be fully driverless, with no back-up driver behind the wheel. The San Francisco Chronicle reports: It has been giving rides to its own employees sans backup driver since November, and has been test-driving truly driverless cars here since December 2020. Waymo, the self-driving unit of Google parent Alphabet, has been providing rides to some San Franciscans since August. [...] Cruise is now accepting applications from members of the public who want to hop into Poppy, Tostada or another of its self-driving Chevy Bolts. The company said it will pick names from the wait list in "weeks not months." Meanwhile it is already giving rides to some locals who were nominated by Cruise employees.

Cruise's rides for the public will run from 11 p.m. to 5 a.m. and will be in the city's northwest quadrant -- including Nob Hill, the Fillmore, the Panhandle, the Sunset and the Richmond. For now, the rides from both services are free. Neither Cruise nor any other robot car company has permission from the California Public Utilities Commission to charge for rides, although Cruise applied for it in November.

Long-time Slashdot reader Hope Thelps brings news about the future of self-driving cars. "The law commisions of England and Wales and of Scotland (statutory bodies which keep the laws in those countries under review) are recommending a shift in accident liability away from 'drivers' when autonomous cars become a reality."

The BBC reports: Human drivers should not be legally accountable for road safety in the era of autonomous cars, a report says. In these cars, the driver should be redefined as a "user-in-charge", with very different legal responsibilities, according to the law commissions for England and Wales, and Scotland. If anything goes wrong, the company behind the driving system would be responsible, rather than the driver....

In the interim, carmakers must be extremely clear about the difference between self-drive and driver-assist features. There should be no sliding scale of driverless capabilities — a car is either autonomous or not....

Transport Minister Trudy Harrison said the government would "fully consider" the recommendations. The Scottish and Welsh governments will also decide whether to introduce legislation.
The BBC also summarized some of the reports other recommendations:

• Data to understand fault and liability following a collision must be accessible
• Sanctions for carmakers who fail to reveal how their systems work

An anonymous reader quotes a report from the Los Angeles Times: Waymo, the driverless car company operating an autonomous taxi fleet in San Francisco, is suing the California Department of Motor Vehicles. The immediate issue: whether the company, owned by Google parent Alphabet, can hide from the public safety-related information by designating it as a trade secret. The topics Waymo wants to keep hidden include how it plans to handle driverless car emergencies, what it would do if a robot taxi started driving itself where it wasn't supposed to go, and what constraints there are on the car's ability to traverse San Francisco's tunnels, tight curves and steep hills. Waymo also wants to keep secret descriptions of crashes involving its driverless cars.

That's among the information the DMV requires to determine whether to issue permits to deploy robot vehicles on public roads. The permit was issued last year. Waymo is focusing on San Francisco, where, for the time being, its robotaxis operate under the supervision of trained human drivers. The wider issue: how to handle the explosion in trade secret claims in an age of artificial intelligence, robot technology, the internet of things and pervasive data collection. The lawsuit, filed in Sacramento County Superior Court on Jan. 21, contends that Waymo would lose out against other driverless car companies if full permit information were shared with the public. "Every autonomous vehicle company has an obligation to demonstrate the safety of its technology, which is why we've transparently and consistently shared data on our safety readiness with the public," Waymo spokesperson Nicholas Smith said via email when asked about the suit. "We will continue to work with the CA DMV to determine what is appropriate for us to share publicly and hope to find a resolution soon."

Where the DMV stands on the issue remains unclear. The agency has yet to file a response to the suit and told The Times it won't discuss ongoing legal matters.

Politico reports: When Ford announced that starting in 2023 its cars and trucks would come with Google Maps, Assistant and Play Store preinstalled, CEO Jim Farley called the partnership between his iconic U.S. automaker and the search giant a chance to "reinvent" the automobile — making it an office-on-wheels, with more connectivity than any phone or laptop. "We were spending hundreds and hundreds and hundreds of millions every year, keeping up with basically a generic experience that was not competitive to your cellphone," Farley crowed on CNBC, announcing the six-year deal with the tech giant.... But many tech-industry watchdogs looked at the Ford-Google car of the future with different eyes. They fear that tech companies will soon be doing to cars what they did to phones: Tying their exclusive operating systems to specific products to force out competitors and dominate a huge swath of the global economy.

Indeed, the smartphone wars are over, and Google and Apple won. Now they — and Amazon — are battling to control how you operate within your car. All three see autos as the next great opportunity to reach American consumers, who spend more time in the driver's seat than anywhere outside their home or workplace. And automakers, after years of floundering to incorporate cutting-edge technologies into cars on their own, are increasingly eager for Silicon Valley's help — hoping to adopt both its tech and its lucrative business models where consumers pay monthly for ongoing services instead of shelling out for a product just once. Now, having missed the boat as the tech giants cornered the market on smartphones, some policymakers and regulators believe the battle over connected cars represents a chance to block potential monopolies before they form.

State attorneys general who sued Google in 2020 for monopolizing online search highlighted concerns about the company's move into autonomous cars in their federal antitrust complaint. Meanwhile, in Europe, the EU's competition authority has opened a probe into Google's contracts related to connected cars... While Silicon Valley and automakers are thrilled about the future of connected and autonomous cars, regulators and privacy advocates are less so. "These companies have an amount of data on us that they shouldn't have, and they have a history of not using it in responsible ways," said Katharine Trendacosta of the digital civil liberties group Electronic Frontier Foundation. "They have a history of going back on promises they have made about that data."

She cited Google's pledge during the DoubleClick acquisition in 2008 — which it later reneged on — not to combine data from its consumer products with that from its advertising services.
The article quotes Tennessee Attorney General Herbert Slatery III, who last December complained that "When smartphones took off, Google made sure they controlled search on Apple's iPhone. They are doing the same thing on voice and connected cars. It's a similar playbook." And an executive at an automotive supplier that competes with Google tells Politico that Google is already "corralling everything through their system and controls what information is released downstream."

And Jim Heffner, a vice president at Cox Automotive Mobility, adds that "The ride is no longer the point. Data is the cornerstone. ... Apple and Google and others want to be at the epicenter of that."

Intel announced that it will take public its self-driving technology company Mobileye, the Israeli company it acquired for $15.3 billion in 2017. The Verge reports: The chipmaker said that by listing Mobileye's shares on the stock market, it hopes to unlock more value for Intel's shareholders. Intel will remain the majority shareholder in Mobileye. In a statement, Intel heralded its acquisition of the company as a noteworthy success, noting that Mobileye's revenue in 2021 was 40 percent higher than the previous year. An IPO "provides the best opportunity to build on Mobileye's track record for innovation and unlock value for shareholders," Intel CEO Pat Gelsinger said.

Founded in Jerusalem in 1999 by Amnon Shashua and Ziv Aviram, the company develops systems and chips to help vehicles navigate autonomously and provide warnings for collisions. Tesla originally used Mobileye chips for its Autopilot system but severed ties with the company after a fatal accident where Tesla claims Mobileye's technology was unable to distinguish between a laterally crossing truck and the sky behind it. Its EyeQ4 chip is currently used in the NIO ES6 and ES8, Nissan's ProPilot 2.0, VW's Travel Assistant in the Passat and Golf, the Ford Mustang Mach-E, as well as the F-150 truck.

Mobileye is currently working on four different products that offer varying levels of automation, including an advanced driver assist system (ADAS) that it currently supplies to 25 companies and a "premium" ADAS that will launch with Zeekr, an electric vehicle brand owned by China's Geely. Neither ADAS system will include lidar, the sensor that uses lasers to determine the real-time location of objects on the road. Mobileye's other two products will use lidar and are more advanced in their automation technology. [...] Mobileye also aspires to operate its own robotaxis [...].

Apple is pushing to accelerate development of its electric car and is refocusing the project around full self-driving capabilities, Bloomberg News reported Thursday, citing people familiar with the matter, aiming to solve a technical challenge that has bedeviled the auto industry. From the report: For the past several years, Apple's car team had explored two simultaneous paths: creating a model with limited self-driving capabilities focused on steering and acceleration -- similar to many current cars -- or a version with full self-driving ability that doesn't require human intervention. Under the effort's new leader -- Apple Watch software executive Kevin Lynch -- engineers are now concentrating on the second option. Lynch is pushing for a car with a full self-driving system in the first version, said the people, who asked not to be identified because the deliberations are private.

It's just the latest shift for the car effort, known as the Special Projects Group or "Project Titan," which has endured strategy changes and executive turnover since starting around 2014. In September, the former head of the team, Doug Field, left for a job at Ford Motor after three years in charge. In picking Lynch as his replacement, Apple went with an internal executive who isn't a car veteran. In trying to master self-driving cars, Apple is chasing a holy grail within the industry. Tech and auto giants have spent years on autonomous vehicles, but the capabilities have remained elusive.

A wild bear broke into a parked car looking for food. This set AI pundit Lance Eliot a-thinking... The AI driving system of a self-driving car is always intact. A parked self-driving car is immediately able to become a moving car.... If the self-driving car is making use of its object detection system, even though the autonomous vehicle is parked, the AI driving capability would be alerted at [a hypothetical] pending crash that is about to occur... Depending upon what the AI developers anticipated, the AI driving system might activate the self-driving car and attempt to quickly drive away from the converging human-driven car.
For most makers of self-driving cars, this is an obscure "edge" case. But Eliot imagines a world where a self-driving car is parked next to a forest... The human hiker has left the autonomous vehicle and has trekked somewhere deep in the woods. A bear meanders into the parking lot, looking for a free meal. If the AI driving system is using its object detection features, the bear would likely be detected. When the bear decides to wander directly toward the self-driving car, the AI driving system might activate the autonomous vehicle and drive away from the bear.

It is unclear if the bear will somehow divine that the self-driving car is capable of moving on its own accord... After a while, it seems plausible to suggest that bears will be concerned that those free meal containers (on wheels) seem to move away upon the bear approaching. This will possibly discourage some bears and they will steer clear of parked cars. Other bears might turn this into a game. Kind of hide-and-seek, of sorts. Approach a car, it moves away. Fun! Walk over to the car and see which way it goes next. A grand old time in the parking lot, that's for sure.
And as long as we're telling shaggy bear stories... The odds are that self-driving cars will be designed differently on the interior than are conventional human-driven cars. For example, there is no need for a steering wheel and nor any need for the pedals. Those will no longer be included. The interior is opened up to allow for perhaps swiveling seats, possibly reclining seats so that you can sleep on a long journey inside a self-driving car. Given that type of interior, the bear is bound to find things a lot more comfortable inside a self-driving car than a conventional human-driven car. The next thing you know, bears will fall in love with self-driving cars, doing so because it is a quiet, spacious, and secure place to rest and relax. No need to worry about predators getting at the bear while relishing the plush and roomy interior....

A second question is whether the bears might figure out how to communicate with the AI driving system. You know, bears are pretty sharp. Perhaps a truly enterprising bear could convince the AI to take the bear for a cozy ride while inside the self-driving car.

Don't be especially surprised if you start to see bears riding around in self-driving cars.

And please remember, you heard about it here, first.

Waymo will start driving its autonomous Chrysler Pacifica vans in New York City on November 4th. Engadget reports: This and a later wave of Jaguar I-Pace EVs will rely on human drivers to map streets and learn from the environment, and there aren't any immediate plans to offer driverless rides to passengers. However, Waymo clearly hopes to use this knowledge for its long-term autonomy goals in various cities. The rollout will focus on Manhattan below Central Park (aka midtown and lower Manhattan), including the financial district and a portion of New Jersey through the Lincoln Tunnel. All tests will operate during daylight.

The dry run will help Waymo's Driver AI cope with New York City's notoriously heavy traffic, of course, but the company is particularly interested in weather testing. Like many northern cities, NYC has its fair share of ice and snow, both of which remain huge challenges for driverless cars. This test will give Waymo further opportunities to test its navigation in winter conditions, not to mention the heavy rainfall more common in the region.

"HT Aero, an affiliate of Chinese electric vehicle maker Xpeng Inc., launched a new flying car on Sunday that it says can also drive on roads," reports CNBC (in a story shared by Slashdot reader PolygamousRanchKid ): The company says it plans for a rollout in 2024. The car is not commercially available right now. And HT Aero said the final design might change. HT Aero's vehicle will have a lightweight design and a rotor that folds away, the company said. That will allow the car to drive on roads and then fly once the rotors are expanded.

The vehicle will have a number of safety features including parachutes, the company said.
Elsewhere CNBC reports that Xpeng also launched a new charger for its electric cars. "The company says that with just five minutes of charging with the new charger, the car's battery will have a range of 200 kilometers [123 miles]." And Xpeng also makes an assisted-driving system, Bloomberg notes, and "will also partner with others to explore robo-taxi operations starting from the second half of next year."

And in addition, Bloomberg adds, the company also unveiled its prototype for a ridable robot horse, "equipped with bionic senses and multi-mode recognition technologies."

New submitter Motard writes: Dallara Indy Lights racing cars outfitted as autonomous vehicles by Clemson University and programmed by various international collegiate teams will participate in a 20-lap race at the Indianapolis Motor Speedway on Saturday, Oct. 23rd 2021. The event will be livestreamed by the Indy Autonomous Challenge website. Nine teams representing 21 universities from 9 different countries will compete for a $1 million prize. [The second and third-placed teams will receive $250,000 and $500,000 respectively. Only those that complete the race in 25 minutes or less will be eligible for prize money.]

On Thursday, the California DMV issued autonomous deployment permits to Cruise and Waymo, "which is a necessary step if the robotaxis are to charge passengers for their rides," reports The Verge. From the report: San Franciscans might have to be night owls to catch a Cruise; the DMV's authorization gives Cruise permission to operate on surface streets within a geofenced area of San Francisco between the hours of 10 pm and 6 am. Cruise's autonomous vehicles are allowed to operate in light rain and light fog, but they aren't allowed to exceed 30 mph (48 km/h). Waymo is allowed to operate over a wider area; the DMV's authorization is "within parts of San Francisco and San Mateo counties." These robotaxis are also trusted to cope with light rain and light fog and are approved for speeds of up to 65 mph (105 km/h).

Both AV developers have had permission to test (as opposed to commercially deploy) their vehicles on Californian roads. Waymo was allowed to begin road tests in 2014, and to conduct them without a safety driver from 2018. Meanwhile, Cruise got permission to begin road testing with safety drivers in 2015 and driverless testing in 2020. However, there are still Is to be dotted and Ts to be crossed before either Waymo or Cruise can actually properly begin operating real commercial robotaxi services. Approval from the DMV is necessary, but not sufficient, as the California Public Utilities Commission must also approve such a service.

An anonymous reader quotes a report from Ars Technica: Our streets might not be overflowing with robotaxis as we were promised circa 2017, but here and there, AV companies are beginning commercial deployments. Argo AI, the AV startup heavily backed by Ford, Volkswagen, and others, is one of those companies. On Wednesday, Argo, Ford, and Walmart revealed that they will be working together to roll out last-mile deliveries from the retail giant's stores in Austin, Texas; Miami, Florida; and Washington, DC. "Our focus on the testing and development of self-driving technology that operates in urban areas where customer demand is high really comes to life with this collaboration," said Bryan Salesky, founder and CEO of Argo AI. "Working together with Walmart and Ford across three markets, we're showing the potential for autonomous vehicle delivery services at scale."

"Argo and Ford are aggressively preparing for large-scale autonomous vehicle operations across a broad footprint of US cities," said Scott Griffith, the CEO of Ford Autonomous Vehicles and Mobility Businesses. "Pairing Walmart's retail and e-commerce leadership with Argo and Ford's self-driving operations across these multiple cities marks a significant step toward scaling a commercial goods delivery service that will ultimately power first-to-scale business efficiencies and enable a great consumer experience." Argo AI and Ford have been testing their AV systems in Miami and DC since 2018 and began testing in Austin the following year. The trio says that the first autonomous deliveries to Walmart customers will begin later this year. Around the same time, Ford and Argo will start deploying passenger-carrying robotaxis in Austin and Miami.

"Toyota has apologised for the 'overconfidence' of a self-driving bus," reports the Guardian — after the slow-moving bus hit a Paralympic judo expert. Toyota added that it would temporarily suspend the service, with Toyota's president saying the event "shows that autonomous vehicles are not yet realistic for normal roads." The Japanese athlete, Aramitsu Kitazono, will be unable to compete in his 81kg category this weekend after being left with cuts and bruises following the impact with the "e-Palette" vehicle...

As part of its sponsorship of Tokyo 2020, Toyota has been showcasing its autonomous vehicles via a shuttle service, which has been running around the clock in the athletes' village. On Thursday, however, one of the buses pulled away from a T-junction and drove through a pedestrian crossing while Kitazono, a visually impaired athlete, was walking across.

Tokyo police said that vehicle operators had told them they "were aware that a person was there but thought [the person] would [realize that a bus was coming] and stop crossing the [street]", according to the Asahi Shimbun newspaper.
CNN cites reports that the vehicle was under manual control at the time of the accident, adding that the vehicle "was barely moving, but it still managed to collide with a visually-impaired athlete at the Paralympic Games, raising potential concerns about the limitations of autonomous driving technology."

Just months after a CEO shakeup, Waymo is officially halting sales of its custom sensors to third parties. TechCrunch reports: The move sees the Alphabet-owned self-driving company unwinding a business operation just two years into its lifespan. Waymo confirmed the decision to Reuters, adding that it's now focusing on deploying its Waymo Driver tech across its Waymo One ride-hailing and Waymo Via trucking divisions. [...] Waymo began selling LiDARs -- the tech that measures distance with pulses of laser light -- to companies barring its autonomous vehicle rivals in 2019. It initially planned to sell its short-range sensor (known as Laser Bear Honeycomb) to businesses in the robotics, security and agricultural technology sectors. A form on its website also lists drones, mapping and entertainment as applicable industries.

Waymo's fifth-generation Driver technology uses an array of sensors -- including radar, lidar, and cameras -- to help its cars "see" 360 degrees during the day and night, and even in tough weather conditions such as rain or fog. While its simulated and real world driving tests have helped it to amass a massive dataset that is crunched using machine learning-based software. According to anonymous sources cited by Reuters, Waymo intends to use in-house tech and external suppliers for its next-gen LiDARs.