Autonomous Cars Will Require a Totally New Kind of Map Monday, Dec 15 2014 

Map Lab

Autonomous Cars Will Require a Totally New Kind of Map

High-definition-map-for-autonomous-driving

As the vehicle navigated the labyrinthine streets of London and headed for the countryside of Surrey with uncommon speed, the passengers must have felt a bit unnerved. Having selected their destination, they’d relinquished control. They had no communication with the driver, but they could check their progress on a map.

The map must have been reassuring, says Peter Skillman, lead designer for Nokia HERE, the maps division the Finnish communications company. Skillman visited WIRED’s San Francisco office recently to talk about HERE’s efforts to build high definition maps for autonomous vehicles. But the passengers he was talking about weren’t zipping through London in a sleek Audi prototype. They were riding in a stagecoach circa 1720. Skillman had taken a slight detour to show off a map he’d bought recently at an antiquarian map shop in London. Then as now, Skillman said, maps can smooth the transition to a new technology.

‘THE KEY TO MAKING AUTONOMOUS DRIVING WORK IS TO NOT FORGET ABOUT THE DRIVER.’

Autonomous cars will require maps that differ in several important ways from the maps we use today for turn-by-turn directions. They need to be hi-def. Meter-resolution maps may be good enough for GPS-based navigation, but autonomous cars will need maps that can tell them where the curb is within a few centimeters. They also need to be live, updated second by second with information about accidents, traffic backups, and lane closures. Finally, and this was the point Skillman was trying to make with the 1720 road atlas, they’ll need to take human psychology into account and win the trust of their passengers. “The key to making autonomous driving work is to not forget about the driver,” Skillman said.

Fully autonomous cars will be ready to hit the road as soon as 2017 (according to Sergey Brin), or perhaps sometime in the 2020s (according to more conservative forecasts), or maybe never (according to naysayers). The timing may be uncertain, but cars are already becoming more autonomous, creeping across a spectrum from current models with adaptive cruise control and assisted parallel parking to future vehicles that can navigate from A to B while you take a nap or make a sandwich. Much of the attention has focused on the sensors and other technology inside the cars and on the legal questions they raise (if an autonomous car causes an accident, who’s to blame? what if the car was hacked?), but there’s another crucial element: maps.nokia-probe-LA

Like typical digital maps HERE is using satellite and aerial imagery as a starting point for its HD maps. The maps also incorporate anonymized “probe data” from GPS devices inside fleet vehicles owned by trucking companies and other partners. This data, which HERE collects at a rate of 100 billion points per month, contains information about the direction and speed of traffic on roads and highways. But the most detailed information being fed into the maps comes from hundreds of cars outfitted with GPS, cameras, and lidar, a laser-based method for measuring distances.

This fleet is coordinated from a nondescript building two blocks from the campus of the University of California, Berkeley. The sensors on the cars were developed by John Ristevski, a 38-year-old Australian native. Ristevski is HERE’s head of reality capture, a job title reminiscent of the famous story by Jorge Luis Borges about a 1:1 scale map that is exactly as big as the area it covers. The map Ristevski and his colleagues are creating has similar aspirations.

When the car is in motion, the lidar system—a cylinder about the size of a soda can—spins around, shooting out 32 laser beams and analyzing the light that bounces back. It collects 700,000 points per second, Ristevski says. An inertial sensor tracks the pitch, roll, and yaw of the car so that the lidar data can be corrected for the position of the car and used to create a 3-D model of the roads it has traveled. The lidar instrument’s range tops out about 10-15 stories above the street. At street level, its resolution is just a few centimeters.

here-car

A HERE car outfitted with GPS, LIDAR, and cameras. Nokia HERE

Lane markers and street signs stand out in the lidar imagery because they’re coated with reflective paint. HERE uses a combination of computer vision algorithms and manual labor to extract this information and check it against imagery from the cars’ cameras (much like Google extracts similar information from its Street View imagery.)

HERE has outfitted roughly 200 cars with the sensor system Ristevski designed, and the company has a similar number of cars with an older generation of equipment. In Berkeley, Ristevski and I took a quick spin with driver Luke Pulaski in a bright blue Volkswagon Jetta wagon with the sensor equipment mounted on a Thule roof rack. A battery pack and custom Linux box with a terabyte hard drive occupied the space where the legs of a front seat passenger would go. Pulaski logged on to the system with a few taps on a tablet mounted just to his right, and icons turned green to indicate that the cameras and other sensors were working. Turn-by-turn directions appeared, calculated to provide the most efficient route to cover every street in the area to be mapped. “For the most part, the driving is actually boring,” Ristevski said. “It’s designed to be.”

All told, HERE has driven 2 million kilometers (1.2 million miles) in 30 countries on 6 continents, all in the last 15 months. Google, HERE’s main competitor in the race to build maps for autonomous cars, has focused its efforts close to home,reportedly mapping 2,000 miles around its headquarters in Mountain View. (The US road network, for comparison, covers 4 million miles). A live map in HERE’s Berkeley office shows which cars are active. The afternoon I visited, a green tags indicated cars actively mapping roads on the west coast and a couple tags indicated that drivers in Australia were off to an early start. The tags in Europe and the east coast were grayed out, done driving for the day.

HD maps will tell an autonomous car what to expect along its route, Ristevski says. “If you just have a bunch of sensors on the car that detect things in real time and no a priori information about what exists, the problem becomes a lot harder,” he said. “The maps are essential.”

 

Of course, road conditions can change quickly, and another challenge for mapmakers is how to detect things like accidents and lane closures and update their maps in as close to real time as possible. Sensors on future autonomous cars could feed information over cellular data networks to HERE’s map in the cloud, but that might not be fast enough to avoid an accident. According to Peter Skillman, it could take several seconds for a car in San Francisco to beam its data to a data center in, say, North Carolina, and get a response. Getting response times down to tens of milliseconds—fast enough for a car to switch lanes to avoid some debris in the road spotted by another car ahead of it—will require applications that live inside the LTE networks and can be accessed locally, Skillman says.

A self-driving car that swerves to avoid debris may be a marvel of technology, but it’s also a scary car to be in if you don’t know what’s going on. And this gets back to Skillman’s point about maps as mediators between human psychology and a potentially frightening new technology. A recent survey found that 88 percent of Americans were worried about riding in a driverless car. The key to getting people to trust autonomous cars, Skillman says, is having the experience match their expectations. If the car signals ahead of time that it’s about to change lanes to avoid some debris, and then does exactly that, it will start to gain the trust of its passengers, he says.

Skillman pulled up a few examples on his laptop, short clips that showed the kind of map you’d see in the console of a car with an onboard navigation system. In one, an animated arrow popped up on a map to indicate an impending lane change. In another, yellow brackets and an exclamation point highlighted a man walking near the side of the road—thereby alerting passengers to the possibility of a sudden move to avoid him.

Skillman played another animation, a short 3-D clip of a route through the streets of Chicago. Played at the start of a trip, this sort of overview could help put passengers at ease by showing them where they are and where they’re going, he says. It’s the same purpose his 18th century road atlas served. Passengers would be able to see that there’s a right turn coming up and understand why. Cartographers will have to keep inventing these kinds of solutions as they design maps for autonomous cars, Skillman says. “We need to develop a whole new visual language so you know what the car’s intentions are.”

1720-road-map

Link: What to do on a long trip with a self driving car:    http://wp.me/p2YCFN-us

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Why we need volunteers for the first human Ebola trials Tuesday, Sep 2 2014 

https://theconversation.com/why-we-need-volunteers-for-the-first-human-ebola-trials-31158

Ebola vaccine testing to begin on humans

The current outbreak of Ebola in West Africa has emerged rapidly and evolved with alarming ease. An unprecedented number of lives have been lost and WHO predictions are that the virus will infect in excess of 20,000 people before the situation can be brought under control.

Authors:

Claire Tully

Claire Tully currently a final year DPhil student at The Jenner Instutute, University of Oxford.

Adrian Hill

Adrian Hill is a Professor of Human Genetics at the Jenner Institute, University of Oxford.

This is an extraordinarily challenging time for the nations affected, many of which have fragile, inadequate health infrastructures and have been unable to contain the outbreak.

International efforts are now required to strengthen and implement comprehensive emergency response strategies across the areas affected and most at risk.

Accelerated development

An important part of the measures to be implemented involves fast-tracking access to treatment and vaccine options in order to reduce morbidity and mortality rates and help stop transmission. The gravity of the current epidemic is such that for the first time in history an international consortium has been assembled in order to accelerate the development and deployment of potential Ebola vaccines.

At the Jenner Institute in Oxford we will run the first phase I trial of a vaccine targeted at the Zaire strain of Ebola virus that is causing the current outbreak. The main purpose of this first-in-humans trial in the UK is to establish a detailed safety profile of the vaccine and assess the type of immune responses it induces before it could be considered for widespread use. A further goal is to identify the most suitable dose of the vaccine.

The vaccine is being co-developed with GlaxoSmithKline (GSK) and the National Institutes of Health who are running parallel human phase I trials in the US. Our trial is being funded with a £2.8m grant from the Wellcome Trust, the Medical Research Council and the UK Department for International Development.

Chimpanzee adenovirus

 

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The candidate vaccine in question uses a chimpanzee adenovirus (a type of respiratory virus) as a means to expose or prime the immune systems of volunteers to a specific protein that exists on the surface of the Ebola virus.

The vaccine contains some genetic material but not the entire Ebola virus genome so it cannot cause an Ebola infection. As with the US trial, the adenovirus also will not replicate but instead prompts the person vaccinated to express an Ebola vaccine that the immune system will later recognise if the person became infected.

Previously it has been tested in animal models and has demonstrated impressive effectiveness at protecting against infection and promoting recovery from animals later exposed to Ebola. Just a single dose was required to induce very high levels of protective efficacy.

Chimpanzee adenoviruses have been used extensively in clinical trials for malaria, hepatitis C and other infections but no vaccine of this type has been licensed as yet. In the 25 clinical trials of chimpanzee adenoviruses that have taken place, the safety profile of this type of vaccine has been good.

At present, ethical and regulatory approvals are being prioritised so that the trials may begin in the UK in September 2014. This will be run in parallel with a cohort in the US and extended to The Gambia and Mali shortly thereafter. At the same time, 10,000 vaccine doses will be stockpiled by GSK in order that, should the vaccine meet safety requirements, it may be deployed without any further delays.

The candidate vaccine will be tested in 60 healthy volunteers over the age of 18, who we will shortly begin recruiting. During the trial volunteers will be administered a single dose of the vaccine into the muscles of the upper arm and blood samples will be taken at specific time points.

In all, volunteers will be expected to attend for a total of nine clinic visits over six months. Clinical trials are an essential part of the vaccine development process and invaluable tools when it comes to understanding and ultimately improving the processes that provide vaccine-mediated protection from disease. In order gain the upper hand over Ebola, we need all the help we can get.

13 Inventions To Remind You That The Future Is NOW. Tuesday, Jul 8 2014 

http://www.dose.com/lists/3059/13-Inventions-To-Remind-You-That-The-Future-Is-NOW-You-Have-To-See-2-To-Believe-It

 

3-Year-Olds Can Learn to Code — One Robot Turtle at a Time Sunday, Jun 15 2014 

Samanthamurphy

Samantha Murphy Kelly

Samantha Murphy Kelly is a Senior Tech Correspondent for Mashable, where she covers lifestyle tech and entertainment. She joined the Mashable team in 2011 and is based in New York.

 

NEW YORK — It’s never too early to turn your child into a computer programmer.

A new board game called Robot Turtles is attracting plenty of attention at the 2014 International American Toy Fair for teaching kids as young as 3 the basics of coding.

Robot Turtles by ThinkFun is the most-funded board game in Kickstarter history, far surpassing its $25,000 goal with $630,000 in pledges. The company is now accepting preorders, priced at $24.99, and will ship in June.

The concept comes from former Google programmer Dan Shapiro, who wanted to share his love for coding with his two daughters. Although many computer-based platforms for preschools are already on the market, Shapiro wanted to take the learning process offline with a traditional board game.

 

Image

He designed the game so kids can pick up the essentials in just a few minutes. It’s also approachable for parents who might want to get kids on a tech literacy track but didn’t know how to get started.

The child plays the role of the programmer while the adult is the computer. The young player picks one of four turtles (blue, purple, yellow or red) and a corresponding jewel, and places them in different spots on the board. Up to four players can play at the same time.

The child has to direct — or write code — for the adult to follow and get the turtle to the jewel. Each card instructs the user to take a specific action, so the child can lay down a left-hand card or forward-step card. The adult then follows the cue from the card and helps move the turtle closer to the gem. The child then puts down another card to build a coding sequence.

Some obstacles, such as blockades or ice walls, come up along the way. Others cards have special abilities, such as shooting a laser to melt the ice wall.

“As the child gets more advanced, they can do more planning and lay down a few cards at once,” the spokesperson said. “Coding for kids is huge right now, but a lot of it is screen based because that is the obvious route. This brings the computer world to traditional play.”

 

New CityHome Technology Helps You Work Magic in Small Apartments Monday, Jun 2 2014 

New CityHome Technology Helps You Work Magic in Small Apartments

 

 

http://bostinno.streetwise.co/2014/06/02/video-of-mit-media-labs-cityhome-research-responsive-urban-home/

 

 

5 Tips for Using Facebook Smarter and Less Stupidly Thursday, May 29 2014 

 

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by Tech Columnist

Let’s say you follow my advice to cope with having too many Facebook friends by learning to selectively ignore the ones you don’t care about, instead of going on an unfriending spree.

Obviously there’s another side to the issue: What about “friends” you’d prefer to hide from?

Again, I think there are easier solutions than a time-consuming and unpleasant friend massacre to maintain the social-signal function of Facebook — and your privacy.

1. By all means, do not be friends with actual enemies. Just for the record, it is in fact a good idea to unfriend anyone you believe might have actual, active, visceral ill will toward you. This shouldn’t require any special effort on your part. Nasty breakup? Lawsuit? Grounds for unfriending.

2. Pay attention to who can see what you post. Apparently this is such a problem that even Facebook is preparing changes to make it easier for members to avoid “accidental oversharing.”

But even now it’s not all that hard to, at a minimum, make sure you’re not sharing every post with the public at large. Click the Privacy Shortcuts icon at the top left of your home page and choose Who can see my stuff? At a minimum, make the default Friends. (Not Public.)

You can change this for every status update if you want, and specify that any given update be made visible only to a particular list of friends. If you want to devote the time to it, you can structure a system that will result in some of your “friends” seeing absolutely nothing you post.

3. Just don’t say anything stupid! Frankly, I am not interested in such a granular approach to picking and choosing the audience for every Facebook utterance.

A more efficient strategy: Permanently limit your audience to friends, and just don’t say anything on Facebook that would be harmful to you or anyone else if the entire Internet ended up seeing it. Do not complain about your job, do not trash acquaintances, do not make off-color remarks.

If you want to say something genuinely private, don’t say it on Facebook.

4. Avoid arguments. What’s that? Someone is wrong on the Internet? Ignore it. Do not weigh in with a snarky rebuttal. You will not win the argument; you will escalate it. People will get emotional. Stupid things will be said.

Sure, you think it’s your moral duty to correct an erroneous analysis of Obamacare. But guess what? You are not Batman! So just pretend you didn’t see it, and let somebody else step in and stoke a pointless flame war.

5. Don’t overshare with Facebook itself. Facebook has many, many questions for me: Where did I grow up, what are my favorite bands and movies, and so on.

My friends do not have these questions. Those who care to know are quite aware of where I grew up, and even those who don’t care have heard me go on about The Kinks and Stranger Than Paradise. There’s really no logical reason to disclose this sort of thing unless you are, in fact, somehow attempting to send signals that attract more “friends” who don’t actually know you. (In which case, you can hardly complain about having friends you don’t really know!)

Just ignore all that. Facebook really wants to know more about you because that helps its advertising business target better. And I don’t particularly care how Facebook wants me to use Facebook. Do you?

8 Big Questions About Google’s Self-Driving Car Thursday, May 29 2014 

Martin’s Thoughts:  Something like this is in our future.  Like the very first gasoline cars in the 1890s and early 1900s, this will look very strange and primitive in about 100 years when  internet connected self controlled cars are commonplace.

 

 

BY SAMANTHA MURPHY KELLY

Google on Tuesday unveiled the design of its self-driving car prototype, a pint-sized two-seater with no steering wheel, no brake pedal and a big “stop” button. The car has a curious design (exact dimensions are still unknown) and even has a smiley face on its front exterior.

In a demo video released by the company, a mother details how she can catch up with her son in the car without keeping both eyes on the road, and a couple discusses how safe they feel when the vehicle slows at curves and speeds up at the right time. There’s space enough for two people and a dog to sit up front. The vehicle can go up to 25 miles per hour for now, but Google says it will eventually hit significantly higher speeds.

Google’s car is expected to hit the market by 2020, almost 15 years after the company first started the driverless vehicle project. More recently, it’s been testing the cars on the streets of San Francisco.

SEE ALSO: See How Google’s Self-Driving Car Navigates City Streets

While it’s up for debate if automated driving will truly take off, it will unquestionably usher in a host of new issues, everything from safety issues and traffic laws to accident liability and potential hacking. Here’s a look at some of the bigger ones worth addressing:

Why would you want a self-driving car?

These sensor-filled vehicles have been programmed to make driving decisions based on what’s happening around them in real time, such as slowing down for jaywalking pedestrians, watching for cars that sneak out of hidden driveways and looking for cyclists making gestures that indicate a possible turn. The cars detect objects out to a distance of more than two football fields in all directions — making it more powerful than the human eye.

Without fallible humans behind the wheel, these cars could have a profound influence on improving road safety.

“The primary advantage here is that it could have a huge impact on safety,” said Joshua Schank, of the Washington-based nonprofit Eno Center for Transportation. “People are not great at driving — 30,000 people die in car accidents each year. Machines can be much better than humans when it comes to driving; they don’t drink or text and can think faster.”

In addition to the potential for reducing crashes, self-driving cars could ease congestion, improve fuel economy, reduce parking needs and bring mobility to those who are unable to drive.
Vehicle-Prototype-Image-Banner-Cropped-600px

 

 

 

Who would use it?

There are use case scenarios for everyone. Not only could the self-driving car streamline commutes — from the grocery store and the office to long road trips — but it could also help transport the elderly, kids and the blind. Taxi and bus companies could also utilize the technology and bring individualized transportation to non-car owners.

What will it cost?

It’s unknown how much a self-driving car would cost, but like with any form of new technology, it will be high: “You could have the greatest technology in the world, but if it’s not affordable, no one will be able to enjoy it,” Schank said.

Will consumers feel safe?

In order for the Google self-driving car to really hit the mainstream, not only does the technology need to be perfected, it has to win over consumer trust. Google’s demo video shows passengers very pleased with the experience — early testers have called it relaxing, while others likened it to a tram-ride you’d find at Disney World.

 

 

 

Perhaps it’s the type of thing each person has to see and experience in person before deciding if it would fit their lifestyle.

But according to a recent study conducted by Seapine Software in February among 2,000 U.S. adults, about 88% said they would be concerned about riding in a driverless car — most of which worried the equipment could fail, such as a braking software glitch or a failed warning sensor that alerts the driver of danger.

“We found, not surprisingly, that safety was the number-one concern that survey respondents noted for their reluctance to adopt driverless technology,” said Rick Riccetti, president and CEO of Seapine Software. “That means that until manufacturers — in this case Google — can prove, without a doubt, that their product is free from software glitches or failures there simply won’t be a market for them for the average consumer.”

SEE ALSO: 12 Mysterious Google Maps Sightings

Recent disclosures and recalls related to car safety issues, including the ignition switch recall delay by General Motors, are not helping in the short term either, Ricetti added. While Google has its work cut out for itself, consumers could easily be swayed if safety and efficiency is proven.

Forget carjacking. What about car hacking?

The study also found that 52% of respondents fear a hacker could breach the driverless car’s system and gain control of the vehicle.

“For all the positives, the industry will need to be very alert to the risk of cyber manipulation and attack,” said Wil Rockall, director of KPMG’s cybersecurity team, in an emailed statement. “Self-drive cars will probably work through Internet connectivity and, just as large volumes of electronic traffic can be routed to overwhelm websites, the opportunity for self-drive traffic being routed to create ‘spam jams’ or disruption is a very real prospect.”

Although the industry would naturally take safety and security seriously, Google would likely have to create ways to step in if issues occur along the way.

“Overrides could also be built in so that drivers could shut down many of the car’s capabilities if hacked,” Rockall wrote. “That way, humans will still be able to ensure their cars don’t route them on the road to nowhere.”

But Schank of the Eno Center for Transportation said that the ability to hack into individual cars would be extremely difficult.

“You would definitely need a security system in place, but it would be very hard to hack into a number of individual systems,” he said. “You might be able to hack into one, but doing so to many cars would be a big challenge.”

Who’s liable in an accident?

The Eno Center for Transportation believes automated self-driving cars have the potential to dramatically change the transportation network. In a recent white paper that looked at potential impacts and hurdles for transportation professionals and policymakers, it noted that self-driving cars could reduce crashes, ease congestion, improve fuel economy, reduce parking needs and bring mobility to those that are unable to drive. But it also highlighted many concerns, especially in terms of liability.

“When there is a car accident now, it’s relatively easy to sort out who was at fault, but in an autonomous vehicle, the water is murkier,” Schank said.

The issue is similar with the airline industry — if there is a crash now, who is at fault: the pilot? The manufacturer?

“It would be far more difficult to watch over that with every car crash, but then again, if vehicle collisions decline because of this technology, it might not be that big of an issue. We just don’t know yet,” he added.

 

 

 

 

As for getting self-driving cars on the road, some states such as Nevada have already issued permits to do so: “There is certainly an eagerness to adopt automated cars from a regulatory standpoint,” Schank said.

Will everyone want a “cute” car?

And finally, let’s talk design. When the Google car prototype is unveiled in the video, one tester calls it “cute.” The reaction isn’t surprising: coupled with the small size of the vehicle and that smiley face on the front, it is cute. But not everyone wants a cute car.

In a society that prides itself on the style, shape and flexibility of picking a car that fits their personality and needs, the self-driving car — or at least this model — is extremely limiting. The concept itself embodies the coolness of future but in a nerdy form factor.

SEE ALSO: Google’s Self-Driving Car Looks Rather Familiar

It’s the same complaint many have given the high-tech Google Glass: neat in theory but geeky on the face. Just like Glass, perhaps the car will eventually come in different shapes and sizes.

Who are Google’s partners?

It’s unclear as of right now who Google has partnered with to built the car, but one thing is evident: companies want in.

Uber cofounder and CEO Travis Kalanick said during the Re/Code conference on Wednesday in San Francisco that he sees practical use for Google’s self-driving cars in Uber’s business.

“The magic [of a self-driving uber car] is, the reason Uber could be expensive is because you’re paying for the other dude in the car [the driver],” Kalanick said. “When there isn’t another dude in the car, the cost for taking a road trip becomes cheaper.”

Google has not yet responded to a request for comment on any of the unanswered questions mentioned in this story.

 

 

 

Google Unveils Self-Driving Car Prototype Wednesday, May 28 2014 

Martins’ comments:

This is a great idea!  Been waiting for something like this since  I watched the Jetsons cartoon as a kid. I will buy one when the price becomes affordable, the flying option is available and the bugs have been worked out of the design.

Google Unveils Self-Driving Car Prototype

RANCHO PALOS VERDES, Calif. — Google has been building self-driving cars for years, but what we’ve seen so far has always been retrofits of existing cars — until now. The search giant unveiled on Tuesday a fully autonomous self-driving car, built from the ground up by Google and its partners.

Company co-founder Sergey Brin revealed his plans at Recode’s Code Conference in southern California. He told Recode editors Walt Mossberg and Kara Swisher (who has ridden in the car), that there’s a safety benefit in a custom-built self-driving car. Because the car doesn’t have a steering wheel, accelerator or brakes, it has more sensors in strategic spots than is possible in a regular vehicle. It is also equipped with a big “stop” button. In addition to all this tech, Google’s autonomous car includes internal power steering and power brakes.

“It was inspiring to start with a blank sheet of paper and ask, ‘What should be different about this kind of vehicle?'” Chris Urmson, director of the Self-Driving Car Project, wrote in a blog post about the new car.

 Vehicle-Prototype-Image-Banner-Cropped-600px

Swisher said riding in the all-electric car was like going on a Disney ride. Considering it currently has a maximum speed of roughly 25 mph, this makes sense. Brin described riding in the car, which in one test was programmed via smartphone, as “relaxing,” and similar to catching a chairlift. He added that the car will eventually go up to 100 mph once it’s proven to be able to travel safely at that speed.

As for when the cars — which are significantly smaller than traditional cars and include couch-like seating — might actually make it to real highways, Brin said Google will soon test them with drivers. “Within a couple of years, we’ll — if we’ve passed the safety metrics we’ve put in place, which is to be significantly safer than a human driver … have them on the road,” he said.

 

 

by Lance Ulanoff

If You Need Any Convincing That Solar Roadways Are The Future, This Video Will Help Saturday, May 24 2014 

If You Need Any Convincing That Solar Roadways Are The Future, This Video Will Help

 

 

 

 

19 year old Develops Ocean Cleanup Array That Could Remove Tons Of Plastic From Oceans Thursday, May 22 2014 

19 year old Develops Ocean Cleanup Array That Could Remove 7,250,000 Tons Of Plastic From Oceans Read More: http://www.whydontyoutrythis.com/2013/03/19-year-old-student-develops-ocean-cleanup-array-that-could-remove-7250000-tons-of-plastic-from-the-worlds-oceans.html

 I am unlikely to be on this planet in 50 years, but a lot of people reading and hearing this will be.  What kind of world do you want to live in?  I want my grand children who are alive now to have one at least as pleasant as I had 50 years ago when I was young.

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