Voyage raises $31 million to bring driverless taxis to communities – gpgmail


Voyage, the autonomous vehicle startup that spun out of Udacity, announced Thursday it has raised $31 million in a round led by Franklin Templeton.

Khosla Ventures, Jaguar Land Rover’s InMotion Ventures and Chevron Technology Ventures also participated in the round. The company, which operates a ride-hailing service in retirement communities using self-driving cars supported by human safety drivers, has raised a total of $52 million since launching in 2017. The new funding includes a $3 million convertible note.

Voyage CEO Oliver Cameron has big plans for the fresh injection of capital, including hiring and expanding its fleet of self-driving Chrysler Pacifica minivans, which always have a human safety driver behind the wheel.

Ultimately, the expanded G2 fleet and staff are just the means toward Cameron’s grander mission to turn Voyage into a truly driverless and profitable ride-hailing company.

“It’s not just about solving self-driving technology,” Cameron told gpgmail in a recent interview, explaining that a cost-effective vehicle designed to be driverless is the essential piece required to make this a profitable business.

The company is in the midst of a hiring campaign that Cameron hopes will take its 55-person staff to more than 150 over the next year. Voyage has had some success attracting high-profile people to fill executive-level positions, including CTO Drew Gray, who previously worked at Uber ATG, Otto, Cruise and Tesla, as well as former NIO and Tesla employee Davide Bacchet as director of autonomy.

Funds will also be used to increase its fleet of second-generation self-driving cars (called G2) that are currently being used in a 4,000-resident retirement community in San Jose, Calif., as well as The Villages, a 40-square-mile, 125,000-resident retirement city in Florida. Voyage’s G2 fleet has 12 vehicles. Cameron didn’t provide details on how many vehicles it will add to its G2 fleet, only describing it as a “nice jump that will allow us to serve consumers.”

Voyage used the G2 vehicles to create a template of sorts for its eventual driverless vehicle. This driverless product — a term Cameron has used in a previous post on Medium — will initially be limited to 25 miles per hour, which is the driving speed within the two retirement communities in which Voyage currently tests and operates. The vehicle might operate at a low speed, but they are capable of handling complex traffic interactions, he wrote.

“It won’t be the most cost-effective vehicle ever made because the industry still is in its infancy, but it will be a huge, huge, huge improvement over our G2 vehicle in terms of being be able to scale out a commercial service and make money on each ride,” Cameron said. 

Voyage initially used modified Ford Fusion vehicles to test its autonomous vehicle technology, then introduced in July 2018 Chrysler Pacifica minivans, its second generation of autonomous vehicles. But the end goal has always been a driverless product.

gpgmail previously reported that the company has partnered with an automaker to provide this next-generation vehicle that has been designed specifically for autonomous driving. Cameron wouldn’t name the automaker. The vehicle will be electric and it won’t be a retrofit like the Chrysler Pacifica Hybrid vehicles Voyage currently uses or its first-generation vehicle, a Ford Fusion.

Most importantly, and a detail Cameron did share with gpgmail, is that the vehicle it uses for its driverless service will have redundancies and safety-critical applications built into it.

Voyage also has deals in place with Enterprise rental cars and Intact insurance company to help it scale.

“You can imagine leasing is much more optimal than purchasing and owning vehicles on your balance sheet,” Cameron said. “We have those deals in place that will allow us to not only get the vehicle costs down, but other aspects of the vehicle into the right place as well.”


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Shape Security hits $1B valuation with $51M Series F – gpgmail


Anti-fraud startup Shape Security has tipped over the $1 billion valuation mark following its latest Series F round of $51 million.

The Mountain View, Calif.-based company announced the fundraise Thursday, bringing the total amount of outside investment to $183 million since the company debuted in 2011.

C5 Capital led the round, along with several other new and returning investors, including Kleiner Perkins, HPE Growth and Norwest Ventures Partners.

Shape Security protects companies against automated and imitation attacks, which often employ bots to break into networks using stolen or reused credentials. Shape uses artificial intelligence to discern bots from ordinary users by comparing known information such as a user’s location, and collected data, like mouse movements, to shut down attempted automated logins in real time.

The company said it now protects against two billion fraudulent logins daily.

C5 managing partner André Pienaar said he believes Shape will become the “definitive” anti-fraud platform for the world’s largest companies.

“While we expect a strong financial return, we also believe that we can bring Shape’s platform into many of the leading companies in Europe who look to us for strategic ideas that benefit the entire value-chain where B2C applications are used,” Pienaar told gpgmail.

Shape’s chief executive Derek Smith said the $51 million injection will go toward the company’s international expansion and product development — particularly the capabilities of its AI system.

He added that Shape was preparing for an IPO.

Correction: A draft of the company’s funding news said Shape had raised $173 million to date. The company said this was a typo and has in fact raised $183 million.


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America’s largest companies push for federal online privacy laws to circumvent state regulatory efforts – gpgmail


As California moves ahead with what would be the most restrictive online privacy laws in the nation, the chief executives of some of the nation’s largest companies are taking their case to the nation’s capitol to plead for federal regulation.

Chief executives at Amazon, AT&T, Dell, Ford, IBM, Qualcomm, Walmart, and other leading financial services, manufacturing, and technology companies have issued an open letter to Congressional leadership pleading with them to take action on online privacy, through the pro-industry organization, The Business Roundtable.

“Now is the time for Congress to act and ensure that consumers are not faced with confusion about their rights and protections based on a patchwork of inconsistent state laws. Further, as the regulatory landscape becomes increasingly fragmented and more complex, U.S. innovation and global competitiveness in the digital economy are threatened,” the letter says.

The subtext to this call to action is the California privacy regulations that are set to take effect by the end of this year.

As we noted when the bill was passed last year there are a few key components of the California legislation including the following requirements:

  • Businesses must disclose what information they collect, what business purpose they do so for and any third parties they share that data with.

  • Businesses would be required to comply with official consumer requests to delete that data.

  • Consumers can opt out of their data being sold, and businesses can’t retaliate by changing the price or level of service.

  • Businesses can, however, offer “financial incentives” for being allowed to collect data.

  • California authorities are empowered to fine companies for violations.

There’s a reason why companies would push for federal regulation to supersede any initiatives from the states. It is more of a challenge for companies to adhere to a patchwork of different regulatory regimes at the state level. But it’s also true that companies, following the lead of automakers in California, could just adhere to the most stringent requirements which would clarify any confusion.

Indeed many of these companies are already complying with strict privacy regulations thanks to the passage of the GDPR in Europe.


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4 Automakers Agree to Cleaner California Air. Now They May Be Sued.


Is this crazy, or what: Four automakers face a Department of Justice investigation and possible lawsuit because they possibly conspired to, uh, build more fuel-efficient cars and help make California’s air cleaner. BMW, Ford, Honda, and Volkswagen are the reported targets of a Justice Department investigation into whether they skirted federal competition laws by agreeing with each other to agree to stricter emissions standards in California.

President Trump is mad at California and automakers standing in the way of his administration’s plan to roll back climate change regulations. It’s possible the DOJ is onto something if it can show the automakers agreed among themselves to act in a way that limits competition or product choices without involving the government beforehand. For instance, reducing the number of big SUVs sold there may be good for the air, but it might be seen as collusion.

States’ Rights vs. Executive Power

At a high level, the disagreement is over the rights of states to set a higher standard for higher fuel efficiency and lower air pollution–in this case, a right granted by federal laws (rather the 10th Amendment holding the “powers not delegated to the United States [are] reserved to the States respectively, or to the people”), and on the other hand, the powers of the executive branch.

The law at play here is the federal Clean Air Act, which dates to the 1960s. It has been modified over the years. It says the feds, not individual states, get to set clean air regulations. But there’s a huge loophole: Because California is the state most affected by car-driven air pollution since the end of World War II, the act lets California set more stringent standards. And it allows the other states to follow the same rules California sets (but not its own rules). Colorado, Connecticut, Delaware, District of Columbia, Maine, Maryland, Massachusetts, New Jersey, New Mexico (model year 2011 and newer), New York, Oregon, Pennsylvania, Rhode Island, Vermont, and Washington currently use California’s rules. These states represent the entire Pacific West Coast as well as the eastern seaboard from Maine to Washington, DC, and about a third of the US population. For what it’s worth, every California-rules state except Pennsylvania went for Clinton, not Trump, in the 2016 election.

In 2018, President Trump sought to roll back or freeze some fuel economy and air pollution standards. California wants to keep stricter rules. California Air Resources Board Chairwoman Mary Nichols, who was involved in the July agreement with the four automakers, says California’s emissions goals are achievable and they help US automakers because other countries, particularly China, hew closely to California’s rules. In other words, even if the US were to roll back standards, any automaker that wants a global footprint still has to engineer cars to meet the most stringent standards.

Trump “Enraged.” California Gov: “Political Interference.”

The President used his bully pulpit — Twitter — to excoriate BMW-Ford-Honda-VW. He called them “politically correct Automobile Companies [capitalizations his]” run by “Foolish executives” while the Golden State “will squeeze … [automakers] to a point of business ruin.”

Trump also tweeted that “Henry Ford would be very disappointed if he saw his modern-day descendants wanting to build a much more expensive car, that is far less safe and doesn’t work as well.” Pollution controls will increase vehicle cost — $3,000 a car according to Trump, or $2,100 a car by the Trump administration’s earlier statements. Factcheck.org said there’s little or no evidence that cars with higher mpg are less safe in accidents.

Lighter cars in accidents with heavier vehicles fare less well, but economy improvements could come from greater efficiencies rather than lightening a vehicle. At the same time, a lighter car does less damage to another lighter-weight car.

Consumer Reports weighed in and said Americans as a group will lose $460 billion in fuel savings “in the coming years if the federal government goes forward with plans to roll back the nation’s fuel economy and emissions standards for new cars and light-duty trucks.”

When The New York Times reported Trump was “enraged” by the audacity of California, his handlers opted to alert others in the media that The Times has correctly captured the President’s mood, according to Politico. California Gov. Gavin Newsom fired back at Trump’s “blatant political interference.”

Administration critics of the BMW-Ford-Honda-VW deal with California say the deal to raise fuel efficiency could mean the end of big SUVs and crossovers. Here, the 2019 Ford Expedition, with three rows of seats, room for eight, and EPA ratings of 18-20 mpg overall. The pact would raise efficiency to almost 50 mpg by 2026, although fuel efficiency mpg is higher than real-world mpg.

How It Came to This

The backstory dates to the early 1950s and the understanding almost 70 years ago of how smog affects California, to California clean air legislation signed by then Gov. Ronald Reagan, federal fuel economy and clean air legislation of the 1960s, and the California-US agreement thanks to the unique status of California and, in particular, the Los Angeles basin that traps smog.

California’s authority to act comes from the Clean Air Act, which was signed by President Richard Nixon.

When the Trump administration sought to ease some of the clean air standards, 17 automakers urged the White House to continue talks with California and avoid a legal battle. They warned that failure to reach agreement would lead to “an extended period of litigation and instability.” Of the 17, BMW, Ford, Honda, VW continued to discuss with California their support for strong clean-air/higher-mpg standards. They announced an agreement in late July. That’s what enraged the President.

The agreement has the four automakers agreeing to increase fuel efficiency standards by model year 2026, just six years away, to almost 50 mpg (fleet average). Note that what the government calls miles per gallon is considerably higher than the real-world mpg compliant cars would actually get. Between credits and dispensations that are the work of accountants and legislators, not engineers, a vehicle that gets roughly 35-40 mpg would be, roughly, a 50-mpg car for sake of the rules.

According to a Sept. 6 Wall Street Journal story by Timothy Puko and Ben Foldy with the tagline Politics (not Cars):

The four companies [BMW, Ford, Honda, VW] and the California Air Resources Board announced the deal in July to signal support for keeping one, nationwide emissions standard. Justice Department officials believe the agreement could effectively restrict competition by potentially limiting the types of cars and trucks the auto companies offer to consumers, according to people familiar with the department’s thinking. Such an impact of the deal—potentially cutting production of sport-utility vehicles and crossovers that burn more gasoline—could cross legal lines, the people said. Courts have prohibited such deals even if the motivation was for a public good, the people said.

The automakers would also be hurting themselves because big SUVs and pickups often have profit margins on the order of $10,000 per vehicle. To keep selling them, they’ll need to sell even more compact cars and hybrids, plug-in hybrids, and EVs.

Now read:




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Uber has surveyed some drivers on small loans, suggesting financial products are coming – gpgmail


Back in June Uber went on a hiring spree in New York, hiring at least 100 fintech-oriented tech workers to ostensibly look at creating products to increase loyalty and engagement among users and drivers, including things like banking. Cue a flurry of speculation. It now looks like Uber is taking baby-steps towards building such a raft of products out, potentially by offering loans directly to drivers, according to a report from Recode/Vox.

The story is based on the emergence of an in-app survey which was sent to some drivers talking about a “new financial product” aimed at drivers “in a time of need.” The survey then went on to question drivers’ use of financing loans of $1,000 or less in the last three years. It asked “what amount are you most likely to request?” It then gave them options top pick from “Less than $100,” “Between $100 and $250,” “Between $250 and $500” and “More than $500.”

At this time there’s no indication of timing on a small loans product offering to drivers, and Uber has not publicly commented on the emergence of the survey’s existence.

However, Uber already has form in this space. It has offered cash advance programs to drivers in California and Michigan, although the company was criticised for what some called “pay-day loans”. It’s also offered leases on new cars to drivers in the past and currently offers a co-branded credit card with Visa and an Uber Cash digital wallet for riders.

Uber would not be alone in rolling out small cash loans to its workers, given given that large companies such as Walmart and others already offer lucrative payroll advances and loans to employees.

But the fact that it now has a very large FinTech team suggests this won’t the end of us hearing about Uber’s tentative moves into this space.


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There’s an ocean of opportunity for startups targeting the seafood industry – gpgmail


Seafood has blown past its iceberg lettuce stage and entered trendy greens territory, with eaters loading up on oceanic superfoods and falling in love with previously unknown species as fast as daters swipe right. Even inland-dwelling locavores can easily satisfy their seafood cravings. What once was waste is now a premium snack, or maybe a wallet. We get that farmed fish is good—in every sense of that word. Mystery fish are a thing of the past. Sustainability is a minimum standard, not a luxury.

Just two years ago, that’s what I thought the seafood world would look like in 2027. Back then, as I studied trends in consumer desires, seafood sustainability initiatives, technology and investment, I foresaw seven transformative changes happening within a decade.

At the time it seemed like I was surfing the edge of plausibility. But based on what I’ve learned from the 200 or so seafood innovators entering the Fish 2.0 network over this past year, it’s all happening—in many cases much faster than I expected. And it’s happening all over the world.

So what does the future of seafood look like today?

Our palates are getting schooled

I predicted more diverse seafood diets, and while lionfish is not (yet) the new kale, don’t be surprised to see it sitting atop a Caesar salad in a few years.

People are looking beyond the shrimp-salmon-tuna triumvirate and learning to love the less familiar. Barramundi and cobia are going mainstream in some markets. Sustainable seafood purveyors are turning species that used to get thrown away into high-end treats, and celebrity chefs are buying invasive species (like that lionfish) and overlooked delicacies (like scampi caviar). At the same time, it’s getting easier to grow healthful, great-tasting salmon and other popular species in land-based farms, thanks to better feeds, disease prevention and production systems.

It looks like we really will stop loving our favorite wild fish to death and become more adventurous seafood eaters.

Fish and boat, Saint Louis, Senegal, West Africa, Africa (Photo: Godong / robertharding/Getty Images)

We’re buying direct

Local seafood still isn’t easy to come by for many of us, but options for buying direct from fishers—near or far—are proliferating. The number of community-supported fisheries (seafood’s take on the farm-to-table model) on Local Catch has quadrupled since 2017, and some fishers are looking to copy Seattle’s Pike’s Place fish market model. Even more are selling direct to restaurants and fishmongers in their home markets and overseas.

Fishers are finding that quality and diversity earn a premium. By selling boat- or farm-fresh seafood direct to chefs and market owners, they can earn three to six times the price distributors pay. And mobile apps are making it fast and easy for those who provide top-notch seafood to connect with those who want it. This trend is likely to grow as food packaging and preservation technologies continue to improve, making shipping cheaper. Big picture: sustainable seafood is reaching a broader market than ever, at prices that reflect its value.

Mystery fish are so yesterday

So many startups are working on traceability and transparency challenges that there’s little doubt we’ll soon know who caught a fish, where they caught it, how cold they kept it and more. Mystery fish is well on its way to no longer being a thing, at least in regions where regulations are enforced.

The rise of seatech is speeding efforts to clear up seafood’s notoriously murky supply chain. Sensors, robotics, networked cameras and other technologies that operate in and out of the water are helping fishers and farmers collect and analyze real-time data, so they can catch and grow seafood in the best possible way. Labor practices are getting a dose of daylight too.

The questions today are not about whether we can collect essential data, but about who owns the data, how public it should be and which datasets are most important. This is a huge leap forward.

Courtesy of Mikael Damkier/Shutterstock

Fish feed solutions accelerate

Right now, most farmed fish eat food made from wild forage fish. That’s not sustainable, which is why two years ago we were thrilled by the mere existence of alternative fish feed ingredients. Now more sophisticated thinking about the problem is fueling surprisingly fast progress.

Today it’s all about optimizing and scaling production. Many companies are turning black soldier flies into fish feed, and now they’re working on genetics that make flies richer in omega 3s and function better as feeds. Others have turned algae, grains and even industrial methane emissions into nutritious fish feed ingredients, and they’re figuring out the best mix of ingredients to grow each species.

This confluence of creative thinking means the fish feed problem is likely to get solved sooner than we thought possible, and make an even bigger impact on the aquaculture industry.

Farmed fish are big—and that’s a good thing

Speaking of aquaculture, I said farmed fish would fill out more of our seafood plate, and they are. Aquaculture is growing at a clip of 5.8 percent a year and accounts for more than half the fish we eat.

Not all farmed fish are raised right, but they can be. Solutions to aquaculture’s sustainability challenges are heading to market. In addition to the fish feed problem, innovators are working on escape-proof ocean farms, resource-efficient land farms, natural remedies for healthier fish, capturing and upcycling fish farm waste, and more productive hatcheries. This is all good—we need sustainable fish farming to take the pressure off wild fisheries and meet global demand for clean protein.

Photo courtesy of GettyImages/Johanna Parkin

There’s a war on waste

Turning waste into value was a niche in 2017. Now it’s one part of a broader campaign to crack down on waste at every point in the seafood supply chain. Does throwing out heads, tails and bones really make sense? Increasingly, the answer is no. New processing and preservation technologies allow higher yield from each fish, and people are taking a fresh look at “trash.”

Fish jerky from California whitefish offcuts is making a splash, as are bone broths made from seafood. In Australia, new products like scampi caviar, honey bugs and GT shrimp (named by Aussies after the car)—all recently discarded as bycatch—are yielding higher profits than the traditional deep-water scampi catch. The challenge now shifts from reducing waste in these supply chains to making sure the full fisheries remain sustainable.

Sustainability is the table stake

Over 90 percent of large-scale, U.S.-based seafood buyers have committed to selling only sustainable products. They’re trying to pluck the junk from their supply chains—and they have plenty of work yet to do—so there’s no way they’re buying something new that’s not sustainable. And the seafood itself is just the start of the conversation. Buyers want to know what a supplier is doing about labor, packaging and resource use, and new products must beat the status quo to gain space on shelves and screens. Introducing an unsustainable seafood product to today’s marketplace would be like introducing a petroleum-powered Hummer to the current car market. We can’t claim victory on sustainability yet, but the tide truly has turned.

Change goes deeper and faster

What most surprises me about all this progress is not just how fast it’s happening, but how people are redefining the problems. Instead of simply creating different fish feeds, innovators are asking how we can cut the amount of feed needed to grow each fish, make feeds more nutritious and breed fish that are light eaters or thrive on vegetarian diets. Instead of wondering whether aquaculture can advance, they’re working on clearing bottlenecks around hatcheries, disease and genetics. Packaging waste was barely on the seafood world’s radar two years ago; now it’s a prime target.

This has a lot to do with the sheer number of talented entrepreneurs and investors entering the seafood sector. The more ideas and technologies we put in play, the more hits we’re going to have. It also has to do with connections. I’m struck by how eager people are to work together regionally and across oceans and borders, once they get out of their caves and meet each other. The entrepreneurs participating in Fish 2.0 are as interested in partnerships with other businesses as they are in investment. As these personal networks pull together pieces of innovation bubbling up around the world and more investors jump into the pool, the pace of change in seafood has moved from a simmer to a rolling boil.


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Tesla Autopilot design combined with driver inattention caused crash, NTSB says – gpgmail


The National Transportation Safety Board said driver inattention coupled with the design of Tesla’s advanced driver assistance system Autopilot and an over reliance on feature were behind the January 2018 crash of a Model S into a parked fire truck on a highway in Southern California.
The NTSB filed Wednesday the report a day after issuing a preliminary brief that provided important details about the incident, including that the Model S was in Autopilot mode when it crashed into the fire truck.

The crash, involving a 2014 Tesla Model S, occurred January 22, 2018 in Culver City, Calif. The Tesla had Autopilot engaged for nearly 14 minutes when it struck a fire truck that was parked on Interstate 405. The driver was not injured in the crash and the fire truck was unoccupied.

Autopilot includes two important features, Autosteer and Traffic-Aware Cruise Control. Autosteer is a lane-keeping assist system that can only be engaged after Traffic-Aware Cruise Control is activated. The Traffic-Aware Cruise Control is an adaptive cruise control system that modifies speed based on information from the camera and radar sensors.

According to NTSB, the Model S had Autopilot engaged and was in the HOV lane following another car.

In the 15 seconds prior to the crash the system detected and followed two different lead vehicles. Data shows that 3 to 4 seconds before the crash, the lead vehicle changed lanes to the right, the NTSB report says. When the Traffic-Aware Cruise Control no longer detected the lead vehicle, the system accelerated the Tesla from about 21 mph toward the preset cruise speed of 80 mph, which had been set by the driver about 5 minutes before the crash, the report says.

The “Autopilot” system detected a stationary object in the Tesla’s path about 0.49 seconds before the crash and the forward collision warning activated, displaying a visual warning and sounding an auditory warning. By the moment of impact, the Tesla had accelerated to 30.9 mph.

Autopilot was engaged in the final 13 minutes and 48 seconds of the trip and yet, the system detected driver-applied steering wheel torque for only 51 seconds of that time, the NTSB said.

While, the Tesla Model S owner’s manual contains numerous warnings about the limitations of these features and the need for drivers to keep their hands on the wheel, the driver was not paying attention, the NTSB said. More importantly, the Tesla’s Autopilot design permitted the driver to disengage from the driving task, the NTSB concluded.


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Tesla Autopilot was engaged before 2018 California crash, NTSB finds – gpgmail


A Tesla Model S was in Autopilot mode —the company’s advanced driver assistance system — when it crashed into a fire truck in Southern California last year, according to a preliminary report released Tuesday by the National Transportation Safety Board.

Reuters was the first to the report on the contents of the public documents. A final accident brief, including NTSB’s determination of probable cause, is scheduled to be published Wednesday.

The crash, involving a 2014 Tesla Model S, occurred Jan. 22, 2018 in Culver City, Calif.  The Tesla had Autopilot engaged for nearly 14 minutes when it struck a fire truck that was parked on Interstate 405. The driver was not injured in the crash and the fire truck was unoccupied.

Tesla has not commented on the report. gpgmail will update if the company provides a statement.

The report found that the driver’s hands were not on the wheel for the vast majority of that time despite receiving numerous alerts. Autopilot was engaged in the final 13 minutes and 48 seconds of the trip and the system detected driver-applied steering wheel torque for only 51 seconds of that time, the NTSB said. Other findings include:

  • The system presented a visual alert regarding hands-off operation of the Autopilot on 4 separate occasions.
  • The system presented a first level auditory warning on one occasion; it occurred following the first visual alert.
  • The longest period during which the system did not detect driver-applied steering wheel torque was 3 minutes and 41 seconds.

In the 2018 crash into a fire truck, the vehicle was operating a “Hardware Version 1” and a firmware version that had been installed via an over-the-air software update on December 28, 2017. The technology provided a number of convenience and safety features, including forward, lane departure and side collision warnings and automatic emergency braking as well as its adaptive cruise control and so-called Autosteer features, which when used together

While the report didn’t find any evidence that the driver was texting or calling in the moments leading up to the crash, a witness told investigators that he was looking down at what appear to be a smartphone. It’s possible that the driver was holding a coffee or bagel at the time of the crash, the report said.

Autopilot has come under scrutiny by the NTSB, notably a 2016 fatal crash in Florida and a more recent one involving a Walter Huang, who died after his Model X crashed into a highway median in California. The National Highway Traffic Safety Administration also opened an inquiry into the 2016 fatal crash and ultimately found no defects in the Autopilot system. NTSB determined the 2016 fatal crash was caused by a combination of factors that included limitations of the system.

The family of Huang filed in May 2019 a lawsuit against Tesla and the State of California Department of Transportation. The wrongful death lawsuit, filed in California Superior Court, County of Santa Clara, alleges that errors by Tesla’s Autopilot driver assistance system caused the crash.




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Tesla promises up to 30% lower rates with new car insurance play – gpgmail


Tesla said Wednesday it has launched an insurance product, promising owners of its electric vehicles to deliver rates 20% and even as high as 30% lower than other insurance providers.

For now, the product known as Tesla Insurance, will only be available to owners in California. The business will expand to additional U.S. state in the future, Tesla said without naming where or providing a timeline.

The announcement follows Tesla CEO Elon Musk’s promise back in April that the company would launch an insurance product “in about a month.” At the time, he said it would be “much more compelling than anything else out there.”

The company argues that Tesla Insurance will be able provide insurance at a lower cost by leveraging the “advanced technology, safety, and serviceability of our cars.” In short, Tesla is saying that it deep insight and familiarity with its own vehicles gives it a better understanding of the technology and repair costs. This helps eliminate fees taken by traditional insurance carriers.

Tesla says the cost of each policy will be based on an individual’s driving record and “other factors that can typically impact a person’s insurance rates.” The company says it won’t, however, use or record vehicle data, such as GPS or vehicle camera footage, when pricing insurance.

That policy seems in direct conflict with Musk’s comments during a first-quarter earnings call with analysts in April when he said Tesla has an “information arbitrage opportunity, explaining that it’s able to capture driving data, giving the company direct knowledge of the risk profile of the driver and car.

If customers want to buy Tesla insurance they might have to agree to “not drive the car in a crazy way,” Musk said at the time. He later added that they can drive crazy, they’ll just have a higher insurance rate.

Tesla insurance won’t cover commercial services such as using the vehicle for ride-hailing or car-sharing services.

Owners looking to insure multiple Tesla vehicles may also be eligible for further discounts, the company said,

Existing Tesla customers in California, and eventually owners in other states, are able to purchase a policy through a dedicated webpage. Customers ordering new vehicles can request a quote prior to delivery once a VIN has been assigned to their Tesla Account, according to the company.


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Anthony Levandowski, former Google engineer at center of Waymo-Uber case charged with stealing trade secrets – gpgmail


Anthony Levandowski, the former Google engineer and serial entrepreneur who was at the center of a trade secrets lawsuit between Uber and Waymo, has been indicted by a federal grand jury on theft of trade secrets.

The indictment, which is posted below, charges Levandowski with 33 counts of theft and attempted theft of trade secrets while working at Google, where he was an engineer and one of the founding members of the group that worked on Google’s self-driving car project. He is scheduled to be arraigned on the charges on August 27 at 1:30 p.m. before U.S. Magistrate Judge Nathanael M. Cousins.

If convicted, Levandowski faces a maximum sentence of 10 years and a fine of $250,000, plus restitution, for each violation.

gpgmail has reached out to Pronto AI, Levandowksi’s new startup, for comment. We will update the story once the company, Levandowksi or his attorneys respond.

The charges stem from Levandowski’s time at Google’s self-driving project, where he led its light detecting and ranging (lidar) engineering team, according to the indictment. The indictment alleges that in the months before his departure, Levandowski downloaded from secure Google repositories numerous engineering, manufacturing, and business files related to Google’s custom lidar and self-driving car technology. Levandowski worked on the project from 2009 until he resigned from Google without notice on January 27, 2016.

Levandowski left Google and started Otto, a self-driving trucking company that was then bought by Uber. Waymo later sued Uber for trade secret theft.

Waymo alleged in the suit, which went to trial, that Levandowski stole trade secrets, which were then used by Uber.  The case went to trial, but was settled in February 2018. Under the settlement, Uber has agreed to not incorporate Waymo’s confidential information into their hardware and software. Uber also agreed to pay a financial settlement which included 0.34% of Uber equity, per its Series G-1 round $72 billion valuation. That calculated at the time to about  $244.8 million in Uber equity.

“We have always believed competition should be fueled by innovation, and we appreciate the work of the U.S. Attorney’s Office and the FBI on this case,” a A Waymo spokesperson said in a statement provided to gpgmail.

The prosecution is being handled by the Office of the U.S. Attorney, Northern District of California’s new Corporate Fraud Strike Force and is the result of an investigation by the FBI.

“All of us have the right to change jobs,” said U.S. Attorney David L. Anderson, “none of us has the right to fill our pockets on the way out the door.  Theft is not innovation.”

This is a developing story.

Levandowski Indictment by gpgmail on Scribd


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