Karl Iagnemma Quotes
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Cities like New Delhi for example, where traffic is dense and it's a more fluid driving environment, that's hard for self-driving technology to deal with.
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In Singapore, drivers generally obey the rules, but the attitude around pedestrians is actually quite different. It's culturally different. People drive safely, but it's not the same deference shown to pedestrians.
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All the technology going into self-driving cars is robotic technology. It's not automotive. That explains why some of the traditional automotive players didn't develop this technology.
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Conflating thought experiments with reality could slow the deployment of AVs that are reliably safer than human drivers.
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I'm really not interested in writing about science at all. I mean, I try to get the information right, the details right. But fiction isn't good at conveying information: It's good at telling stories about people in interesting situations.
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From a societal aspect, when you are impatient behind a driverless car and there's no one to listen to your beeping horn, what are people going to do? How are they going to take out their aggression?
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You have to force yourself to give up and to move onto something else. That's the way you grow as a writer, by trying new things and tackling new subjects. But it's difficult. There's part of you that doesn't want to give up because you realize that, in some way, you're surrendering.
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Partnerships remain critical to nuTonomy's success, and our aim is to work with groups with whom we share strategic aims and core values. These are partners that are transparent, innovative, and are focused on putting autonomous fleets on the road.
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Even if trolley problems were a realistic concern for AVs, it is not clear what, if anything, regulators or companies developing AVs should do about them. The trolley problem is an intensely debated thought experiment precisely because there isn't a consensus on what should be done.
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Our first iteration of driverless cars kind of drove like trolleys on a track. This uncanny notion threw people off.
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It's important for automated cars to be able to drive in a human-like fashion - and that does mean adapting to the driving patterns around you.
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Everything that's transported over ground, whether it's people or parcels, will be impacted by autonomous vehicle technology.
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Writing, for me at least, takes a lot of concentrated work and effort. It takes dedication and the willingness to do the work even when that feeling of inspiration isn't there at all.
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It's funny how life works. You end up sometimes back where you started.
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When I first started writing, I didn't write about scientists at all. I think I wanted a break from that part of my world.
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We want to develop a technology that's globally applicable, that's not customized for a specific city or a specific country. The only way to do that is to be able to test every day in a diversity of environments.
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My parents encouraged me to be creative by being creative and interesting people themselves, and by making it clear how highly they valued creativity in others.
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Uniformity is the friend of scalability.
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If you develop a technology that only works in a single city, where it's kind of optimized for a specific city, that's not really that exciting.
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I grew up in Michigan, in the Detroit area, so cars are sort of in my DNA.
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The fundamental problem here is that humans and automation approach the driving task differently.
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There's so much rich interaction with drivers that we take for granted. It seems like a mundane thing, but it turns out to be a really big deal.
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In the automotive domain, generally speaking, when you look at consortium models, the groups that have leading technology are less incentivized to contribute to the consortia.
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You put a car on the road which may be driving by the letter of the law, but compared to the surrounding road users, it's acting very conservatively. This can lead to situations where the autonomous car is a bit of a fish out of water.