Sunday, October 11, 2015

The art of getting lost

Technology means maps and directions are constantly at hand, and getting lost is more unlikely than ever before. While for many this is a thing of joy, Stephen Smith asks if we may be missing out.
When was the last time you were well and truly lost? Chances are it's been a while.
Extraordinary gadgets like smartphones and satnavs let us pinpoint our location unerringly. Like the people in Downton Abbey, we all know our place.
However, the technology which delivers the world into the palms of our hands may be ushering in a kind of social immobility undreamt of even by Julian Fellowes's hidebound little Englanders.
Discovery used to mean going out and coming across stuff - now it seems to mean turning inwards and gazing at screens. We've become reliant on machines to help us get around, so much so that it's changing the way we behave, particularly among younger people who have no experience of a time before GPS.
We're raising an entire generation of men who will never know what it is to refuse to ask for directions.
A satnav in a car
This saves a lot of confusion, of course. If we totted up how much of our lives we used to spend getting lost before the internet, it would be almost as long as it takes to sit through a Netflix series.
And the politicians who value productivity as a key economic indicator must be delighted. After all, there's not much point trying to create a Northern Powerhouse, to pick a current policy at random, if nobody can find it.
But still and all, can we stop for a moment to work out where we are, if only for old times' sake? I have misgivings about what we forfeit by never being lost.
When I think of my happiest adventures in foreign parts, they've often been after wandering off the beaten track, like the time I stumbled on the rudimentary boxing gym in the stews of old Havana where the Cubans produce Olympic champions.
Rebecca Solnit, author of A Field Guide to Getting Lost, says the answer to our distracted, information-saturated times is to get away from it all.
"Go some place you've never been before," she says. "I just came back from the Alaskan Arctic, deep in the authentic wild, with bears, moose and elk. We were more than a hundred miles from the nearest road or settlement."
Or phone signal. Closer to home, technology blinds us to our surroundings in ways we don't even notice, says the writer Will Self.
"GPS tells you exactly where you are but it doesn't orient you at all. We come out of a Tube station or get off a bus or we're in an unfamiliar town, we pull out our phones and we get lost at that point."
A telephone mast up in mountains
It can be hard to get away from it all
For Self, there's a cornucopia of clues all around us to help us find our way, if we would only glance up from our flickering tablets and do some of the work for ourselves.
Experts believe that making maps in our heads, by working out routes and remembering them, is a vital cognitive function for developing minds.
But making discoveries by getting lost isn't only a matter of drifting through the streets as the fancy takes us. It's hard to believe it now, in the age of downloading, but there was a time when record stores and music shops were where the kids went to get their kicks, with their adorable stovepipe hats and cheeks streaked with smuts.
Those long-ago retailers were a nursery for songwriters like Graham Gouldman of 10CC, the man responsible for hits like I'm Not in Love and I'm Mandy, Fly Me.
Graham Gouldman talks to Stephen Smith
Graham Gouldman, right with Stephen Smith, loves getting lost
"Saturday afternoon was the time to go into town," he says. "And at that time - the early 60s - there must have been eight or nine great record stores in Manchester.
"I don't know how long we spent in there but it was hours and hours, listening to records and trying out guitars."
Gouldman had three number ones and five top 10 albums with 10CC. What if he hadn't wasted all those teenage weekends in music shops? Could he have gone on to be another Louis Walsh?
We'll never know - but I do know that he's been inspired to write a brand new song for the BBC in praise of getting lost:
Thus inspired to get well and truly lost, I immersed myself in the maze at Hampton Court Palace, which has been making heads spin since 1690. My companion was Terry Gough, head gardener at the palace.
As we groped through the labyrinthine thicket, paying out a ball of twine as we went, Terry explained that the maze was originally part of a larger area called "the wilderness", modelled on French "bosquets" or groves, which were essentially a series of outdoor rooms.
The machinations of Henry VIII, the war-gaming of William III against Louis XIV - such urgent topics could be discussed in the palace grounds, away from prying ears. Affairs of the heart, and lesser organs, were also prosecuted there.
But, Terry added, the maze and its leafy purlieus were also vital as an escape from the overwhelming busy-ness of court life. Kings and courtesans fled the info-babble of their own day to this soothing oasis of flower power, centuries before the hippies were even thought of.
Down the arches of the years, Henry VIII could look the beatniks in the eye and endorse their (almost) mantra - turn on, tune in, get lost.
The Loss of Lostness, presented by Stephen Smith, is broadcast on Radio 4 on Saturday 10 October at 10:30 BST, or listen on iPlayer
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Thursday, October 8, 2015

Whose fault is driverless car crash?

Volvo says it will accept full liability for accidents involving its driverless cars, making it "one of the first" car companies to do so.
It joins Mercedes and also tech firm Google, who have made similar claims.
Volvo says it is trying to expedite regulation in the US, where "a patchwork" of rules is holding back the industry.
Uncertainty over liability for a driverless car crash is seen as one of the biggest barriers to adoption.
Why is Volvo doing this?
In a speech in Washington DC on Thursday, the president of Volvo Cars, Hakan Samuelsson, said that the US is currently "the most progressive country in the world in autonomous driving".
However, he believes it "risks losing its leading position" because of the lack of Federal guidelines for the "testing and certification" of autonomous vehicles.
Instead, car makers face inconsistent rules from state to state, which makes it harder to roll out their technology.
For instance, only a handful of US states such as California and Nevada allow the testing of autonomous vehicles on public roads - and even then rules around certification vary.
Regulation is also slowed by unanswered ethical and legal concerns, particularly when it comes to liability for driverless car accidents.
And the situation is "even worse" in Europe, according to Volvo's chief technical officer, Erik Coelingh.
A Google driverless car
Google's self-driving cars have been involved in several accidents in California
Why is the issue of liability so important?
As with any new form of technology, it is important to get the regulation governing its implementation right.
Mr Coelingh told the BBC: "Everybody is aware of the fact that driverless technology will never be perfect - one day there will be an accident.
"So the question becomes who is responsible and we think it's unrealistic to put that responsibility on our customers."
But Ben Gardener, a solicitor at Pinsent Masons, believes Volvo's guarantee is aimed at reducing uncertainty in the minds of governments and regulators.
"Volvo wants to remove the uncertainty of who would be responsible in the event of a crash. At the moment it could be the manufacturer of the technology, the driver, a maker of a component in a car."
Volvo also told the BBC it would only accept liability for an accident if it was the result of a flaw in the car's design.
"If the customer used the technology in an inappropriate way then the user is still liable," said Mr Coelingh.
"Likewise if a third party vehicle causes the crash, then it would be liable."
Audi driverless car
Like Volvo, Audi has also complained about inconsistent regulations governing driveless cars
Will this actually make a difference?
Maybe.
Prof Sandor Veres, director of autonomous systems at Sheffield University, told the BBC: "This bold move by Volvo can pave the way for global legislation, as if other manufacturers take similar undertakings then legislation can be made simple."
But Mr Gardener said the move would not get around underlying safety concerns about driverless cars.
While manufacturers claim autonomous vehicles could eventually improve road safety, a number have been involved in accidents involving such cars during tests.
"There's not much value in a manufacturer saying we'll be responsible for thousands of accidents but then there being thousands of accidents each year," said Mr Gardener.
He said it was also unclear whether automatically holding manufacturers liable would stand up in court - at least in the UK.
"In this country, the party causing an accident is responsible once all of the circumstances of the particular case have been examined," he said.
"But moving to a strict manufacturer liability approach would remove the need to consider who is responsible for the collision. This is something not currently recognised in the UK approach to liability."
A driverless car from Mercedes-Benz
A driverless Mercedes-Benz on display at Consumer Electronics Show, Shanghai, in May
When will we see driverless cars on our roads?
In truth, we are only likely to see widespread use of driverless technology when such grey areas are resolved.
But according to some, that could be sooner than previously expected.
At the Frankfurt Auto show last month, US secretary of transportation Anthony Foxx said he expects driverless cars to be in use all over the world in 10 years.
Tesla founder Elon Musk has predicted his firm will have approval for its automated vehicles as early as 2019.
And many other manufacturers plan to launch driverless cars in the near future, including Toyota which on Wednesday said it expected to be selling such vehicles by 2020.

Wednesday, October 7, 2015

Toyota tests driverless car

Toyota tests driverless car

Last updated 8 hours ago
Toyota Highway Teammate
Toyota tested its self-driving Highway Teammate car on a public road
Toyota has become the latest car manufacturer to test a driverless vehicle on a public road.
The car, a modified Lexus GS, was tested on Tokyo's Shuto Expressway, where it carried out a range of automated manoeuvres.
These included merging into highways, changing lanes and keeping inter-vehicular distance.
Toyota said it aimed to launch related products "by around 2020", when Tokyo is due to host the Olympic Games.
Straightforward conditions
According to Toyota, the car "uses multiple external sensors to recognise nearby vehicles and hazards, and selects appropriate routes and lanes depending on the destination".
Based on these data inputs, it "automatically operates the steering wheel, accelerator and brakes" to drive in much the same way as a person would, said the firm.
In its current iteration, however, the car can only be operated in the more straightforward driving conditions of a main road.
The company said it expected to bring such a car to market by 2020, but has not said whether it will offer vehicles suitable for city streets.
Fresh competition
Toyota is the latest car company to push forward with plans for an autonomous vehicle, offering fresh competition to Silicon Valley companies such as Google, Cruise and Tesla.
Last week, General Motors said it was offering driverless rides to workers at its research and development facility in Warren, Michigan.
Nissan has promised to put an automated car on Japan's roads as early as 2016.
However, Google is already testing its self-driving cars on US city streets. And Tesla chief executive Elon Musk said in July his company was "almost ready" to make its cars go driverless on main roads and parallel-park themselves.
BBC © 2015

Monday, October 5, 2015

Driverless lorry tested on motorway

Driverless lorry tested on motorway

Last updated 7 hours ago
Daimler lorry
Daimler shows off its self-drive lorry
By Chris Baraniuk
Technology reporter
A driverless lorry developed by Daimler has been tested on a public road for the first time, in Germany.
At the push of a button, the vehicle's "highway pilot" helped it avoid other road users via a radar and camera sensing system.
The company reiterated the requirement that a human driver be present and focused on the road at all times.
Earlier in the year, Daimler had expressed its desire to carry out such a test by the end of 2015.
"As soon as we are on the highway, we will start the autonomous driving mode," said Daimler executive Wolfgang Bernhard as he steered the Mercedes-Benz Actros truck towards a busy stretch of motorway in Baden-Wurttemberg last week.
Then, at the push of a blue button on the vehicle's dashboard, the autonomous driving system took over.
It successfully piloted the vehicle along the motorway, reaching speeds up to 80km/h (50mph).
Mr Bernhard and Winfried Kretschmann, Minister-President for Baden-Wurttemberg, shared a coffee in the cab, as Mr Bernhard continued to describe how the technology worked.
Daimler's self-driving truck took to a German autobahn to prove its capabilities
Daimler's self-driving lorry took to a German motorway to prove its capabilities
The system identifies markings on the road as well as other vehicles and obstacles with a camera and radar mounted at the front of the lorry.
'Never tired'
At an earlier press event, Mr Bernhard had emphasised the system's reliability.
"The highway pilot brings more safety because it is never inattentive, it is never tired, it is always present 100%," he said.
"It never loses concentration or focus."
The lorry, he said, was, therefore, safer and more efficient than any human driver.
"No matter how well you accelerate, slow down or steer a truck you can never do it as good as the highway pilot can," he said.
Alan Stevens, of the Transport Research Laboratory, told the BBC: "I'm pleased that the trucks have proven safe enough to now undergo realistic road trials.
"Such trials are really the only way to understand the real economic and safety benefits.
"The behaviour of other drivers will be very interesting to see so I look forward to the result."
Driving Japanese
News of Daimler's test comes as a Japanese company, Robot Taxi Inc, reveals a plan to provide self-driving cars to people in Kanagawa, just south of Tokyo, in 2016.
About 50 people will be selected to take part in the trial.
The Japanese robot taxis will drive on public roads next year
The Japanese robot taxis will drive on public roads next year
The cars will be able to self-drive only along a 3km stretch of public road in the area.
Those selected for the trial will be accompanied by a human driver, who will control the vehicle at all other times, and a second person on-hand for safety reasons.
The company is also hoping to provide self-driving vehicles to visitors to the 2020 Tokyo Olympics.
Ultimately, it aims to develop driverless cars that require no human driver at all.
"Unlike many automakers, we are aiming for what the US government calls Level 4 driverless technology - which doesn't call for any human intervention," a spokesman told the BBC.
BBC © 2015

Saturday, October 3, 2015

Intelligent machines: Call for a ban on robots designed as sex toys

Intelligent machines: Call for a ban on robots designed as sex toys

  • 15 September 2015
  •  
  • From the section Technology
Roxxxy the robot in a publicity shotImage copyrightTrue Companion
Image captionRobot ethicist Kathleen Richardson has called for a ban on sex robots like Roxxxy, currently a prototype
A campaign has been launched calling for a ban on the development of robots that can be used for sex.
Such a use of the technology is unnecessary and undesirable, said campaign leader Dr Kathleen Richardson.
Sex dolls already on the market are becoming more sophisticated and some are now hoping to build artificial intelligence into their products. 
Those working in the field say that there is a need for such robots.
Dr Richardson, a robot ethicist at De Montfort University in Leicester, wants to raise awareness of the issue and persuade those developing sex robots to rethink how their technology is used.
"Sex robots seem to be a growing focus in the robotics industry and the models that they draw on - how they will look, what roles they would play - are very disturbing indeed," she told the BBC.
She believes that they reinforce traditional stereotypes of women and the view that a relationship need be nothing more than physical.
"We think that the creation of such robots will contribute to detrimental relationships between men and women, adults and children, men and men and women and women," she said.

Intelligent Machines graphic

Self-learning engine

Android carrying womanImage copyrightThinkstock
Image captionWill robot/human relationships ever be real?
Abyss Creations, which sells male and female sex toys, is now starting to introduce electronics into its creations.
Meanwhile True Companion boasts that it is developing "the world's first sex robot" and promises to launch its first doll, Roxxxy, later this year. 
Chief executive Douglas Hines believes there is a real need for products such as Roxxxy.
"We are not supplanting the wife or trying to replace a girlfriend. This is a solution for people who are between relationships or someone who has lost a spouse.
"People can find happiness and fulfilment other than via human interaction," he added.
He told the BBC that he hopes Roxxxy will eventually become a self-learning engine that is able to talk to her owner and learn his likes or dislikes.
"The physical act of sex will only be a small part of the time you spend with a sex robot - the majority of time will be spent socialising and interacting," he said.
Some experts are sceptical about the claims made for Roxxxy, given the huge complexity of creating intelligent machines but the first version - which will sell for $7,000 (£4,530) - has had thousands of pre-orders, according to Mr Hines.
Dr Kevin Curran, a senior member of the Institute of Electrical and Electronics Engineers, believes such products are about to become mass market.
"We would be naive to ignore market forces for 'intimate robots'. Building human-like robots is quite easy once the mechanics are taken care of," he told the BBC.
"Turning these robots into attractive companions is simply adding a 'skin'. Not difficult at all and not done much to date as most robots are built in research-led institutions - not businesses. That time is coming to an end," he said.
However, he thinks a public backlash is inevitable.
"There have been campaign groups actively voicing opposition to killer robots but I foresee the time soon when humans are lobbying against robot companions or at least shouting 'not in my backyard'," he said.

Attractive companions

David Levy, author of the book Love and Sex with Robots, believes that there will be a huge market for dolls such as Roxxy and predicts that by 2050, intimate relationships between robots and humans will be commonplace.
"There is an increasing number of people who find it difficult to form relationships and this will fill a void. It is not demeaning to women any more than vibrators are demeaning," he told the BBC.
As such robots become more sophisticated and are able to simulate human behaviour, so the relationship with humans will become more complex, he thinks.
Dr Curran worries that society as a whole is ill-prepared for an age where sophisticated robotic companions are the norm.
"Have we sufficient legalisation in place for the issues that can arise in a future where robots are sufficiently advanced as to be indistinguishable from humans at first glance? Can a robot marry? Can a robot couple adopt a child?" he said.

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