Karl Iagnemma Quotes
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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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I grew up in Michigan, in the Detroit area, so cars are sort of in my DNA.
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Humans violate the rules in a safe and principled way, and the reality is that autonomous vehicles in the future may have to do the same thing if they don't want to be the source of bottlenecks.
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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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To the extent that trolley problem scenarios exist in the real world, AVs will make them rarer, not more frequent.
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If you're a large organization, you may welcome a bit of regulation to keep the small guys out.
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When you contribute to an open-source or a shared solution, and there's a liability issue that arises from the use of that solution, how will this be tracked back to individual contributors?
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I love driving through Western Massachusetts, out through the Berkshires, when the road is empty and it's a nice day. I don't like driving home on Memorial Drive at 5:45 or 6:45 at night when it's crowded and stressful. I think that's true of most people, and the goal of automated driving is to take the stressful part of driving out of the task.
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The AV ecosystem is constantly evolving, and no single winner will be crowned.
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The thing about stories is that they almost always find their way onto the page, even if it takes a while.
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Singapore's not a very big country. They speak with one voice, and they have a clear idea of what their regulatory environment should look like.
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For better or worse, we have to bridge this divide between developing cars that drive by the book and cars that drive how you and I drive.
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For self-driving cars in particular, there are lots of dimensions of this technology beyond just impact on labour. There is a massive potential improvement in public health.
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There's a lot of knowledge in civil engineering about how soils will react when subjected to heavy loads. When you take lightweight vehicles and granular soils of varying composition, it's a very complex modeling process.
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Even if we wanted to imbue an autonomous vehicle with an ethical engine, we don't have the technical capability today to do so.
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Singapore is likely to be the world's first market for self-driving cars. Commercial services around self-driving vehicles will likely be in Singapore before they are anywhere else in the world.
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It's maybe an unrecognized fact of academia that what you spend a lot of your time doing is convincing people of your vision and raising funds to support your research activity. So in that sense, transitioning to a startup wasn't that big of a transition.
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From a technology and economic perspective, it's vastly more likely that autonomy will be used for mobility services.
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We are all vulnerable to the tendency to overestimate the likelihood of vivid, cognitively available risks rather than statistically likelier, but less salient, risks.
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We hope to get to the place where there are thousands of Peugeot cars on the road running nuTonomy software.
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I usually have a general idea of where the story is going, but I try to avoid planning in too much detail. The best endings are those that emerge only after I've thought long and hard about the various ways the story might end. Then I choose the ending that seems surprising yet somehow inevitable.
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It's a cultural question. Will people want to share cars?
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My stories often begin with a situation or character rather than an insight about the human condition. It's always been difficult for me to write from an abstract idea, no matter how interesting or compelling I feel the idea might be.