Podcast appearances and mentions of bryan salesky

David Welch, Detroit Bureau Chief, Bloomberg joined Grayson Brulte on The Road to Autonomy podcast to discuss the UAW strike and the launch of Stack AV. The conversation begins with David sharing the latest on the UAW (United Auto Workers) strikes against the Big 3 (Ford, GM and Stellantis). UAW President Shawn Fain has taken a different approach to the negotiations from his predecessors as a way to build trust and loyalty with his members. Shawn Fain has to show that he is not another management crony, he is a real union guy. Hence no handshake. – David WelchAnother reason why Sean Fain is taking such an aggressive approach towards the negotiations is that he has to build trust with his membership and show union leadership. The tactics that Sean Fain is implementing is right out of the Bernie Sanders playbook. Several members of Senator Sanders presidential campaigns are now advising the UAW on media strategy. [Sean Fain] wants to reignite a labor movement in America. – David WelchOne of the main sticking points in the strike is jobs and worker pay. The longer the strike drags on, the more it benefits Tesla. It has even been reported that no matter what happens, Tesla comes out the winner from the strikes as the Big 3 will be forced to raise prices of their electric vehicles. Tesla forced GM, Ford and Stellantis forced to build electric vehicles after they validated the market and gained signifiant marketshare. Tesla clearly showed that there was a market for electric vehicles. Could Tesla do the same thing with autonomy in the future? If and when Tesla licenses their FSD (Full Self-Driving) technology, will Cruise and Waymo be compelled to license their self-driving technology to appease investors? Waymo, definitely because they are not a car company. – David WelchFor GM, will they make the same mistake they did with OnStar years ago and not license it? Only time will tell. If GM eventually spins out Cruise, the path for licensing the Cruise self-driving technology becomes a lot more visible. On the autonomous trucking side of autonomy, Kodiak is planning to license the Kodiak Driver to fleets. Investors are watching the sector as the technology evolves and the business models are formalized. Softbank recently invested in Stack AV founded by Bryan Salesky, Peter Rander, and Brett Browning (Argo AI founders). Stack AV is going to focus on long-haul autonomous trucks, but are they entering the market too late? I do not think it's too late, but they have to move if they want to catch up. – David WelchCould Softbank look to potentially export Stack AV to Japan to capture marketshare in an emerging market that is not yet saturated with competition? Wrapping up the conversation, David shares his thoughts on what to watch in autonomy for the end of the year.Chapters:0:00 The Road to Autonomy Index0:56 Introduction1:13 UAW Strikes16:21 Tesla Beneficial Winner of the UAW Strikes?21:20 Licensing Tesla FSD and Autonomous Driving Systems30:00 Softbank and Stack AV41:40 Autonomy Outlook for the End of the YearRecorded on Thursday, September 21, 2023--------About The Road to AutonomyThe Road to Autonomy® is a leading source of data, insight and commentary on autonomous vehicles and logistics. The company has three businesses: The Road to Autonomy Indices, with Standard and Poor's Dow Jones Indices as the custom calculation agent; Media, which includes The Road to Autonomy Podcast and The Road to Autonomy's This Week In The Index; and The Road to Autonomy Research and Consulting Services.See Privacy Policy at https://art19.com/privacy and California Privacy Notice at https://art19.com/privacy#do-not-sell-my-info.

Bryan Salesky, the founder and CEO of Argo AI, joins Scott to discuss the state of play in the self-driving vehicle space. Bryan tells us about the miles his company is automating, as well as what the industry's barriers and opportunities are.  Scott opens with his thoughts on why having a robust and efficient supply chain is key to increasing shareholder value.  Algebra of Happiness: Rebuilding a strained relationship. Learn more about your ad choices. Visit podcastchoices.com/adchoices

People love robots. If you're here, you definitely love robots. This episode features Founder and Chairman of iRobot, Colin Angle. He joins Alex Roy & Bryan Salesky in a conversation about America's favorite robot, the Roomba.  See omnystudio.com/listener for privacy information.

Howie Choset is a robotics professor at Carnegie Mellon University and a serial entrepreneur. With his students, Howie has formed several companies including Medrobotics, for surgical systems, Hebi Robotics, for modular robots, and Bito Robotics for autonomous guided vehicles.   Further, Choset co-lead the formation of the Advanced Robotics for Manufacturing Institute, which is $250m national institute advancing both technology development and education for robotics in manufacturing. He is aksi a founding Editor of the journal ‘Science Robotics.   In this conversation, Howie and Aaron discuss the series of startups he has founded, how to delegate & develop teams, and the patience required to see technological innovation turn from idea to reality.   Sign up for a Weekly Email that will Expand Your Mind.   Howie Choset's Challenge; Have good students actively teach students that are further behind. Go into fields that seem too difficult. Find applications for snake robots.   Connect with  Howie Choset Linkedin Biorobotics Lab Website   If you liked this interview, check out episode 306 with Bryan Salesky where we discuss raising billions of dollars to develop self-driving cars.   Text Me What You Think of This Episode 412-278-7680 Underwritten by Piper Creative Piper Creative makes creating podcasts, vlogs, and videos easy.    How? Click here and Learn more.   We work with Fortune 500s, medium-sized companies, and entrepreneurs.   Follow Piper as we grow YouTube Instagram Subscribe on iTunes | Stitcher | Overcast | Spotify

Today I'm talking to Bryan Salesky, the cofounder and CEO of Argo AI, a startup that's trying to build the tech stack for self-driving cars. Argo just launched a small fleet of robotaxis in Miami and Austin in partnership with Lyft. I wanted to talk to Bryan about his partnership with Lyft, but I also wanted to know if the pandemic accelerated any of his investment or development the way we have seen in other industries. After all, the proposition of having a taxi all to yourself is pretty enticing in the COVID era, and lots of people moving away from offices to work from home might love having a car that gets them to and from a central office a couple days a week. Of course, I also had to ask about 5G. Is 5G enabling any of Argo's current self-driving technology? Does he see 5G as a benefit in the future? His answer might surprise you… unless you're a regular listener of this show. Then it won't surprise you one bit. Read the transcript: https://www.theverge.com/e/22391888 Decoder is produced by Creighton DeSimone, Alexander Charles Adams and Andrew Marino. And we are edited by Callie Wright. Our music is by Breakmaster Cylinder.  Learn more about your ad choices. Visit podcastchoices.com/adchoices

Alex Roy, Director of Special Operations Argo AI, Host of The No Parking and Autonocast Podcasts, Editor-at-Large, The Drive, Founder of the Human Driving Association, author of The Driver, and Producer of APEX: The Secret Race Across America joined Grayson Brulte on The Road To Autonomy Podcast to discuss why he has always been obsessed with the impossible.The conversation begins with Alex discussing his 2007 U.S. Cannonball Run in a BMW M5 and how he was able to break the record using data.I have always been obsessed with things that people said are impossible. Someone says something is impossible, I want to try it. Or as an investor, I want to invest in it because the future is always built by optimists. – Alex RoyIt was during this time that Alex first learned about mapping and how creating a map with intricate details such as construction zones and potential police hiding places could enable the U.S. Cannonball record to be broken.16, 17 years ago, we created map data sets around road construction, road conditions, police locations, and looked at NOAA (National Oceanic and Atmospheric Administration) [for] weather, and created a very comprehensive data set and plan. – Alex RoyThe U.S. Cannonball Run changed Alex's life after the story was published in Wired Magazine. The FBI called and invited Alex to speak at the FBI Academy about how he used free off-the-shelf mapping tools to create datasets to do the impossible – breaking the Cannonball record.With the record broken, the FBI asking how he did it, corporations asking for advice on mapping, an appearance on The Tonight Show with David Letterman, the Alex Roy brand was born.Years later, Alex would meet Bryan Salesky, Co-Founder & CEO of Argo AI. That meeting would change Alex's life when Bryan asked him how he did it and said the following:So basically you were using for bad all of the technology that we use for good. You have an engineer's mind but not the education. Have you ever considered how else you might use that knowledge?It was at that moment that Alex put his knowledge to good and joined Argo AI.Very few people in life are lucky enough to have such an opportunity, so I was going to take it. If I had lasted one week, I would have said that was the best week of my life because I could point back and say that was a good thing. – Alex RoyWhile Argo operates as a business, other companies in the industry are solely focused on perfection and not necessarily the business of autonomy. Grayson asks Alex for his thoughts on this trend and what is behind it. Alex emphasizes the importance of studying and understanding history.Every successful technology and business built around it learns from the prior one. Or at least the successful companies do. – Alex RoyLooking at history, Grayson discusses his theory on why autonomous vehicles will become platforms that will enable businesses to build experiences and expand margins. Staying on the history theme, Alex talks about the ascending room and how elevators enabled profitable experiences.[Elevators] were installed by the department stores because as spectacles and experiences the thought was that they would compel or inspire shopping. – Alex RoyCombining an Only in Vegas experience with a mobile gambling platform and an autonomous vehicle, casinos can expand their highly profitable gaming operations into mobility. Grayson and Alex discuss why this could become a product.Each city will have multiple products based on and around the autonomous vehicles. Some may exist today, but what you really want is to create experiences and products around autonomy that don't exist today. What is the number one lesson in entertainment? Give them something that they can't get anywhere else and if you can, let them have it twice. – Alex RoyTaking this experience outside of Vegas to cities around the world, this experience will become possible as States continue to legalize online gambling. In the future fans will be able to ride in bespoke autonomous vehicles to sports events. These vehicles will be fully stocked for tailgating with beverages, food, and the ability to gamble. From a safety perspective, fans will no longer be driving home from the game after consuming adult beverages.With the advancements of AR (augmented reality), new experiences will be created in the mobility sector that will turn into new profitable revenue streams for autonomous vehicle companies which operate as platforms. This is the future of the much-rumored Apple Car. The Apple Car will be a platform that allows Apple to expand its fast-growing services business.Airbnb will be another very large player in the autonomous vehicle industry in the future as the company looks to expand its experiences business. The music industry will also benefit as it is an experiences business. On an episode of The No Parking Podcast, Alex and Bryan spoke with Barak Moffitt, Executive Vice President of Content Strategy & Operations, Universal Music Group about combining music with AR to enable in-autonomous vehicle experiences.Wrapping up the conversation, Grayson and Alex discuss how autonomous vehicles will eliminate friction when attending concerts.See Privacy Policy at https://art19.com/privacy and California Privacy Notice at https://art19.com/privacy#do-not-sell-my-info.

Ford and its vehicle automation partner Argo AI are putting self driving Escapes into Lyft fleets in Miami and Austin.   We talk about it with Bryan Salesky, founder and CEO, Argo AI See omnystudio.com/listener for privacy information.

Robert Bielby, Senior Director of Automotive System Architecture & Segment Marketing, Micron joined Grayson Brulte on The Road To Autonomy Podcast to discuss the crucial role that memory plays in automotive.With the automotive industry focused on electrification and statements made by Jim Farley, CEO of Ford, and Bryan Salesky, Co-Founder & CEO of Argo AI about the computer power needed for self-driving cars, Grayson asks Robert to share his thoughts on how to best optimize for energy efficiency in autonomous vehicles.We are focused on how do we optimize power consumption. – Robert BielbyWith over 30 years of experience in automotive, Micron currently has a 40% market share for memory. As we look to the next 30 years, Micron is focused on growing that market share.We continue to make the investments because for Micron automotive is an important market. – Robert Bielby60% of Micron's automotive business is centered around in-vehicle experiences. Infotainment and in-vehicle experiences are becoming the most important features for consumers.Customers are making their purchasing decisions based upon the cockpit, and features and the functionality, and the cool displays. – Robert BielbyWhen SAE Level 4 and 5 autonomy is achieved, Grayson asks Robert what experiences will look like in autonomous vehicles.This is definitely going to be an element that is going to define the brand identity of the vehicle. A Ford is going to look a certain way, a BMW is going to look a certain way. You will make purchasing decisions on I can connect to Apple or Android. I can answer emails, I can edit word documents, excel spreadsheets. – Robert BielbyWhile memory will enable great in-vehicle experiences, memory will also increase safety in the vehicle. Memory will help to enable occupant detection that can enable air conditioning to turn on if a child is left unattended in a vehicle during a hot day.Staying on the theme of safety, Grayson and Robert discuss augmented reality and how it can be used to build trust with adaptive cruise control.Micron has 13 customer labs around the globe where they work with customers to optimize memory performance for their automotive applications. The company also has a partnership with Nvidia where they are jointly working to enable “True AI”.The impact that memory has on system performance can and will be profound. – Robert BielbyRobert expands upon the conversation with a dive deep into AI and what he expects to see in the future as AI begins to be fully integrated into the vehicle experience.The expectation is that the vehicle is a natural extension of my lifestyle. – Robert BielbyWith everything being connected and the vehicle being an extension of consumers lifestyles, Grayson and Robert discuss security. How verification will work and what role memory plays in securing the experience and paying for services such as gas using the infotainment system.Wrapping up the conversation, Grayson and Robert discuss functional safety and the ISO 26262 safety standard.See Privacy Policy at https://art19.com/privacy and California Privacy Notice at https://art19.com/privacy#do-not-sell-my-info.

Sanjiv Singh is CEO and cofounder of Near Earth Autonomy, a technology company focused on autonomous flight.    Sanjiv has 25 years of experience working on autonomous ground and air vehicles. He came to Pittsburgh 30 years ago to participate in the DARPA challenge and has spent decades exploring different applications for self-driving and self-flying robots.   Near Earth Autonomy started by developing self-flying technology for the United States Government and has expanded to bring their technological capabilities to a variety of enterprise customers.   In this conversation, Sanjiv and Aaron discuss applications for self-flying vehicles, the origins of the company, and the difference between working with the military and the FAA.   Sign up for a Weekly Email that will Expand Your Mind.   Sanjiv Singh’s Challenge; Imagine a world in which you could autonomously fly from point A to point B.   Connect with Sanjiv Singh Linkedin Twitter YouTube Near Earth Autonomy Website   If you liked this interview, check out episode 306 with Bryan Salesky where we discuss autonomous vehicles and episode 340 with Craig Markovitz where we discuss university technology transfer.   Text Me What You Think of This Episode 412-278-7680 Underwritten by Piper Creative Piper Creative makes creating podcasts, vlogs, and videos easy.    How? Click here and Learn more.   We work with Fortune 500s, medium-sized companies, and entrepreneurs.   Follow Piper as we grow YouTube Instagram Subscribe on iTunes | Stitcher | Overcast | Spotify

Hi there!歡迎收聽Look Back Sunday回顧星期天，在這個節目John老師會彙整過去不同國家與主題的熱門跟讀文章，讓你可以在十五分鐘內吸收最精華的世界時事趣聞！我們這週聽聽汽車產業相關的文章，Let's get started!   Topic : California Is Trying to Jump-Start the Hydrogen Economy Since President George W. Bush fueled a minivan with hydrogen 15 years ago, the promise of cars and trucks powered by the fuel has come up mostly empty. 15年前，時任美國總統的小布希為一輛廂型休旅車加上氫燃料，發展氫能小客車和貨車的美好期盼迄今卻大抵落空。 That hydrogen pump, in Washington, closed long ago. But in California, the beginnings of a hydrogen economy may finally be dawning after many fits and starts. 華府的那座加氫站早已停用，然而在加州，氫經濟在幾經周折之後，可能真的要起步了。 Dozens of hydrogen buses are lumbering down city streets, while more and larger fueling stations are appearing from San Diego to San Francisco, financed by the state and the federal government. With the costs of producing and shipping hydrogen coming down, California is setting ambitious goals to phase out vehicles that run on fossil fuels in favor of batteries and hydrogen. 在州政府和聯邦出資之下，從聖地牙哥到舊金山，數十輛氫動力公車緩緩行駛於城市街道，更多且更大的加氫站也一一出現。由於氫製造和運輸的成本下降，加州立定遠大目標，要逐步淘汰化石燃料車，轉向電動車和氫能車。 Some energy executives said they expect investment in hydrogen to accelerate under President-elect Joe Biden, who made climate change a big part of his campaign and proposed a $2 trillion plan to tackle the problem. 一些能源業高管預期，對氫能的投資會在總統當選人拜登上台後加速成長。拜登以遏制氣候變遷為重要政見，並提出一項2兆美元的因應計畫。 A recent McKinsey & Co. study estimated that the hydrogen economy could generate $140 billion in annual revenue by 2030 and support 700,000 jobs. The study projected that hydrogen could meet 14% of total American energy demand by 2050. 管理顧問公司麥肯錫最近在一份研究中估計，到2030年時，氫經濟每年能創造1400億美元營收，支撐70萬個工作機會。這份研究預測，到2050年，氫將能滿足全美14%的能源需求。 The use of hydrogen, the lightest and most abundant substance in the universe, is still in its infancy, and California is determined to be its cradle in the United States.The state now has roughly 40 fueling stations, with dozens more under construction. While those numbers are tiny compared with the 10,000 gasoline stations across the state, officials have high hopes. 氫是宇宙中最輕且最豐富的物質，人類利用氫能還在初始階段，而加州決心成為美國氫能利用的搖籃。加州目前約有40個加氫站，還有數十個在興建中。雖然加氫站數量與全加州一萬個加油站相比微不足道，但官員仍滿懷希望。 With about 7,500 hydrogen vehicles on the road, an aggressive state program of incentives and subsidies from cap-and-trade dollars envisions 50,000 hydrogen light-duty vehicles by mid-decade and a network of 1,000 hydrogen stations by 2030. 目前加州約有7500輛氫能車上路，州政府積極利用取自「總量管制與排放交易」的財源來進行補貼和獎勵，希望達到2025年左右有5萬輛輕型氫能車上路，2030年有1000個加氫站的目標。 Hydrogen-powered vehicles are similar to electric cars. But unlike electric cars, which have large batteries, these cars have hydrogen tanks and fuel cells that turn the gas into electricity. The cars refuel and accelerate quickly, and they can go for several hundred miles on a full tank. They emit only water vapor, which makes them appealing to California cities that are trying to reduce pollution and greenhouse gas emissions. 氫能車類似電動車，不同的是，電動車的電池很大，氫能車則有氫氣儲存槽和把氫氣轉換成電力的燃料電池。氫能車補充燃料和加速都很快，氫氣槽加滿後能跑幾百哩。氫能車只會釋出蒸氣，對於努力減少汙染和溫室氣體排放量的加州很有吸引力。 “Almost any objective analysis for getting to zero emissions includes hydrogen,” said Jack Brouwer, director of the National Fuel Cell Research Center at the University of California, Irvine. 爾灣加州大學國家燃料電池研究中心主任傑克‧布勞爾說：「幾乎所有關於如何達到零排放的客觀分析都會提到氫。」 Source article: https://udn.com/news/story/6904/5106534   Next Article   Topic : Wheels falling off China's ‘deep fake' car manufacturer Chinese automobile manufacturer Zotye Auto is a household name in China. The company is famous for manufacturing copies of car models by luxury international brands including Audi, Porsche and Lamborghini. After a long delay, on June 22, Zotye Auto finally released its 2019 year end financial results. The report revealed that last year, the automaker suffered losses of 11.2 billion yuan (approximately NT$46.6 billion), or an average of 30 million yuan per day. The company's market value also shrank from 30 billion yuan to a mere 3.6 billion yuan. Even worse, because the company is unable to guarantee the authenticity, accuracy and completeness of its financial report, Zotye Auto has been issued with a “risk of delisting warning” by Shenzhen Stock Exchange. 以模仿奧迪、保時捷、蘭寶堅尼等高級進口車，在中國家喻戶曉的車商眾泰汽車，六月二十二日終於發布二○一九年財報，顯示全年慘虧一百十二億元人民幣（以下同），約新台幣四百六十六億，相當於每天平均虧損三千萬，市值也由逾三百億縮水至僅剩三十六億元；更慘的是，該公司因為無法保證年報的真實性、準確性和完整性，已被深圳證券交易所實施「退市風險警示」。 Seemingly without a care for the outside world, Zotye Auto has been audaciously building slavish copies of imported luxury car models. The company became a household name in China after producing facsimile versions of the Audi Q3 (Zotye SR7), Porsche Macan (Zotye SR9) and Lamborghini Urus (Zotye Concept S). Due to Zotye Auto's uncanny ability to produce lookalike cars, there is a joke currently doing the rounds in China: “If you want to get behind the wheel of a Lamborghini, pay a visit to Zotye Auto.” 眾泰汽車因為不顧外界觀瞻，大膽模仿進口名車，而在中國家喻戶曉，該公司推出的眾泰SR7模仿奧迪Q3，眾泰SR9模仿保時捷Macan ，眾泰Concept S模仿蘭寶堅尼Urus。由於模仿能力出眾，中國坊間甚至流傳著一句調侃話：「這輩子能不能開蘭寶堅尼，就看眾泰了！」 However, having relied on imitating the work of others, the company lacks home-grown innovation, while the quality of its vehicles has not kept pace with the sophistication of its copycat designs. Annual sales have been steadily falling too: in 2016, the company sold 330,000 vehicles. This fell to 310,000 in 2017 and only 230,000 in 2018. Zotye Auto initially set a sales target of 480,000 vehicles per year, yet in 2018 it failed to reach even half that figure. Last year, sales declined at an even steeper rate with the company only managing to shift 116,600 vehicles. 但靠著山寨別人，缺乏自主創新，且品質也未同步提升的營運模式畢竟無法持久。眾泰汽車二○一六年、二○一七年的年銷量還分別有三十三萬輛、三十一萬輛，但此後每況愈下，二○一八年僅剩二十三萬輛，為四十八萬輛的目標的一半不到，二○一九年進一步跌至十一點六六萬輛。 To make matters even worse, Zotye Auto chief executive Lou Guohai has stated that he cannot guarantee the authenticity, accuracy and completeness of his company's year end financial report, citing various reasons including uncertainty over the company's ability to continue operating, multiple lawsuits and outstanding obligations. 雪上加霜的是，眾泰汽車董事婁國海表示，無法保證該公司年報內容的真實性、準確性和完整性，理由包括：公司的持續經營能力存在較大不確定性，公司面臨眾多訴訟及擔保事項等。 Source article: https://www.taipeitimes.com/News/lang/archives/2020/07/01/2003739125   Next Article   Topic : Despite High Hopes, Self-Driving Cars Are ‘Way in the Future' A year ago, Detroit and Silicon Valley had visions of putting thousands of self-driving taxis on the road in 2019, ushering in an age of driverless cars. 一年前，底特律和矽谷曾有2019年讓數千輛自動駕駛計程車上路的願景，要開啟無人駕駛車的時代。 Most of those cars have yet to arrive — and it is likely to be years before they do. Several carmakers and technology companies have concluded that making autonomous vehicles is going to be harder, slower and costlier than they thought. 這些車大多數還沒上路－而且很可能還要等好多年才會上路。數家汽車製造商和科技公司已作出如下結論：製造自動駕駛車將比他們以為的更困難、更緩慢且更花錢。 “We overestimated the arrival of autonomous vehicles,” Ford's chief executive, Jim Hackett, said at the Detroit Economic Club in April. 「我們對自駕車問世的評估過於樂觀。」福特汽車執行長吉姆．哈克特今年4月在底特律經濟俱樂部這麼說。 In the most recent sign of the scramble to regroup, Ford and Volkswagen said Friday that they were teaming up to tackle the self-driving challenge. 福特和福斯周五(12日)宣布要合組團隊以迎接自駕車的挑戰。這也是業界忙著重新組合、再次出發的最新跡象。 The two automakers plan to use autonomous-vehicle technology from a Pittsburgh startup, Argo AI, in ride-sharing services in a few urban zones as early as 2021. But Argo's chief executive, Bryan Salesky, said the industry's bigger promise of creating driverless cars that could go anywhere was “way in the future.” 這兩家汽車製造商計畫使用匹茲堡新創公司「亞果人工智慧」的自駕車技術，最快於2021年在一些都會區提供共乘服務。但是亞果的執行長布萊恩．薩勒斯基說，這個產業更大的承諾，也就是創造可去到任何地方的自駕車，「還在遙遠的未來」。 He and others attribute the delay to something as obvious as it is stubborn: human behavior. 他和另一些人將這個延誤歸咎於顯而易見且難以應付的一項因素：人類行為。 Researchers at Argo say the cars they are testing in Pittsburgh and Miami have to navigate unexpected situations every day. Recently, one of the company's cars encountered a bicyclist riding the wrong way down a busy street between other vehicles. 亞果研究人員說，他們在匹茲堡和邁阿密測試的車輛，每天都須經歷無法預期的狀況。最近，這家公司一輛車遇到一名自行車騎士，在一條車多的街道上逆向行駛在車輛間。 Another Argo test car came across a street sweeper that suddenly turned a giant circle in an intersection, touching all four corners and crossing lanes of traffic that had the green light. 另一輛亞果的測試車遇到一輛掃街車，在一個十字路口突如其來大轉彎，碰到四個街角，而且橫越已經轉為綠燈的車道。 “You see all kinds of crazy things on the road, and it turns out they're not all that infrequent, but you have to be able to handle all of them,” Salesky said. “With radar and high-resolution cameras and all the computing power we have, we can detect and identify the objects on a street. The hard part is anticipating what they're going to do next.” 「你在路上見到所有瘋狂的事，而且發現它們並非那麼不常見，但你必須有能力處理所有狀況。」薩勒斯基說。「我們擁有雷達、高解析度鏡頭和所有電算能力，可偵測並識別街道上的物體。困難的部分是預測它們下一步會做什麼。」 Salesky said Argo and many competitors had developed about 80% of the technology needed to put self-driving cars into routine use — the radar, cameras and other sensors that can identify objects far down roads and highways. 薩勒斯基說，自駕車進入日常使用所需技術，亞果和許多競爭對手約已開發成功80%－雷達、攝影鏡頭及其他可在一般道路和高速公路識別遠方物體的感應器。 But the remaining 20%, including developing software that can reliably anticipate what other drivers, pedestrians and cyclists are going to do, will be much more difficult, he said. 但是剩下的20%，包括開發能夠可靠預測其他駕駛人、行人和自行車騎士下一步行動的軟體，會難得多。 A year ago, many industry executives exuded much greater certainty. They thought that their engineers had solved the most vexing technical problems and promised that self-driving cars would be shuttling people around town in at least several cities by sometime this year. 一年前，許多業界高管還展現出遠比當下更有把握的態度。當時他們認為，他們的工程師已解決最困難的技術問題，且承諾自駕車今年之內，至少可在幾個城市輸運民眾。 Source article: https://paper.udn.com/udnpaper/POH0067/343041/web/   每日英語跟讀Podcast，就在http://www.15mins.today/daily-shadowing 每週Vocab精選詞彙Podcast，就在https://www.15mins.today/vocab 每週In-TENSE文法練習Podcast，就在https://www.15mins.today/in-tense  

By Walt HickeyWelcome to the Numlock Sunday edition. Each week, I'll sit down with an author or a writer behind one of the stories covered in a previous weekday edition for a casual conversation about what they wrote.This week, I spoke to Alex Davies, the author of the brand new book Driven: The Race to Create the Autonomous Car. It's just out as of last week and is an enthralling read about the events that led us to the present-day state of the art of autonomous vehicles.I've been looking forward to this book since it was announced, and it doesn't disappoint: from the iconic if shambolic 2004 DARPA Grand Challenge to the legal battles that threatened to tear the industry apart, the creation of this tech could change the world. It's a great story.For the first time, I recorded one of these to be podcast-quality so you can actually listen to the interview up top. Let me know if you enjoy that, and maybe I'll do more of them!The book is Driven: The Race to Create the Autonomous Car and can be found wherever books are sold, and Alex is on Twitter at @adavies47. This interview has been condensed and edited. Unless otherwise indicated, images are from DARPA. Podcast theme by J.T. Fales.Alex, you are the author of the brand new book, Driven: The Race to Create the Autonomous Car. You cover all about transportation, you cover all about vehicles and you've also covered a lot about the technology that goes into them. There's been a lot of talk about driverless cars recently, you were talking about how this is a really long journey. How far back have we been working on driverless cars?I think the people first started talking about the driverless car right around the time people came up with the car itself. The car was a great invention for all sorts of reasons but one thing people noticed very quickly was that when you got rid of the horse, you got rid of the sentient being that would stop you from driving off a cliff or into a wall if you, the human driver, stopped paying attention. You see these stories from the ‘20s and ‘30s of people coming up with ways of remote-controlling cars using radio waves. And in the ‘50s, you start seeing programs from General Motors and RCA working on embedding electric strips into the road, which obviously didn't work for various reasons, that would help guide a car along the highway. You see examples from the 1939 and 1964 World's Fairs in New York where GM is talking about, "oh, cars that will drive themselves and you'll have these things like air traffic controllers saying, okay, your car is clear to go into self-driving mode," or back then they would have used the word autonomous.Ford Pavilion, 1939 World's Fair, via Library of CongressSo, the idea itself is really old but technologically, I think you've got to date this work from the ‘70s, ‘80s and ‘90s. That's when you first start seeing the technology that undergirds the way we think about building self-driving cars today, which is not by following any kind of radio path, nothing built into the infrastructure and the system, but the basic idea of giving the car the tools it needs to drive itself the way a human operates a car. You've got three basic buckets: one is you have to recreate a human's senses, so that's where you see things like cameras, radars, LiDAR sensors, giving the car the ability to see the world around it. You have to replace what a human's arms and legs do or hands and feet, really, and those are just kind of servo motors built into the car that give the car the ability to turn the steering wheel or pump the gas and brakes. And, actually, in today's cars, that's all done purely over software, it's not even really mechanical in there anymore. And then the last, the really tricky thing is how do you replace the human's brain? The step between the senses and actually carrying out the decisions you need to make.I start my story with the 2004 DARPA Grand Challenge. I give a little bit of the history of the robotics and artificial intelligence research that happened before it. But for me, the Grand Challenge is really the starting point. DARPA is that really kooky arm of the Pentagon that is basically charged with making sure the U.S. government is never surprised on the technological front. It came out of the Soviets launching Sputnik, which really shocked the Americans to hell, and they're like, “okay, we need an arm of the military that's just going to do the kooky kind of far out stuff.” So DARPA, a lot of big hits — the internet, GPS, stealth bombers. Some not so great moments — DARPA was instrumental to the creation of Agent Orange. Whoops.Oops, yeah no, don't want to do that one.That one, not so nice.Look, they're not all hits, they're not all hits and that's okay. We are friends, we have been friends for a while now. I feel like you have told me the story of the 2004 DARPA Grand Challenge many times, as this deeply formative event, not only for self-driving cars but also robotics and Silicon Valley and how government can work together on different things. Do you want to go into what went into creating this event and kind of what happened at it? Which I feel like is a very, very cool story that I imagine is a solid chunk of the book.It is a solid chunk of the book. It's also, personally, my favorite part of the book. To me, this is really the heart of the story. DARPA was tasked with helping the U.S. military develop autonomous vehicles and the basic thinking there was that vehicles were a way a lot of soldiers got hurt, especially in the early 2000s, as we were starting to get mired down in these wars in Iraq and Afghanistan. We wanted autonomous vehicles so soldiers didn't have to be in vehicles that were being hit by IEDs, so you could send cars by themselves on convoys and dangerous missions, and basically, it was to save the lives of the troops. DARPA had been funding all sorts of research into autonomous driving for decades by this point and the guy running it, DARPA director Tony Tether, was frustrated that he just wasn't seeing the kind of progress he wanted to see, it just felt like one internal research project after another.So, he said, “do you know what?” DARPA had, at the time, a relatively new power to give out prize money and he could give out up to a million dollars without needing congressional approval. So, he created a thing called the DARPA Grand Challenge with a $1 million first prize. It was a race for autonomous vehicles across the Mojave Desert in California. You would go from this real dusty little town called Barstow in the California Mojave Desert to just across the line to Primm, Nevada, which is a pretty sad town because it's the least driving you have to do from California to legally gamble in a casino. If you're like, “I don't have the energy to drive the extra 45 minutes to Las Vegas,” you go to Primm.Oh no.And so, Tether's original idea, very briefly, it was we're going to have the cars go from Los Angeles to the Las Vegas Strip and they'll go on the freeway. And the guy at DARPA who was actually in charge of putting on this race was like that is completely insane, you can't do any of that. These robots don't work, we don't even know what they're going to look like. So, they ended up doing it in the desert, which made more sense for the military application anyway when you think about what your driving in the Middle East would be like. But the key part of the challenge was that it was open to anybody, this was not just Lockheed Martin and Boeing and Carnegie Mellon University, the big contractors who had been doing this kind of work. Tony Tether just said, “anybody who can build a self-driving car, we'll bring them all to the desert and we'll do this big race.” And so, you see this wide range of characters who come into this.I think, foremost among them, interestingly, is Anthony Levandowski, who at the time is just about 23 years old. He's an graduate student at UC Berkeley and he decides he really wants to be in this because he loves robotics, even though he doesn't have a ton of robotics training. He's like, “I'm going to build a self-driving motorcycle.” So, that's his idea. You've got the big players like Carnegie Mellon and that's where Chris Urmson, who becomes Anthony Levandowski's great rival once they're both at Google years later, comes in. Chris Urmson is a big player, Carnegie Mellon is the robotics powerhouse in the world, probably the best roboticists in the world and have been doing tons and tons of self-driving research over the decades. They field this team as a powerhouse of a team and you've got this guy, Red Whittaker, who's the old roboticist there.This is amazing.I have been yelled at by Red Whittaker more times than I care to remember. Really!He's just very cantankerous, he's an ex Marine, he's now 70 years old, he's well over six feet, he's 250 pounds, the guy is built like a redwood and he's just always yelling. And he builds robots, someone pointed this out to me once, he builds robots that look like him, in a sense. They're always these enormous, hulking things and for the Grand Challenge, they built this Humvee. And Red Whittaker, someone told me, he has this penchant for saying really bombastic things that sound crazy and don't actually make any sense. So, he once told someone, this project, it's like a freight train, you've just got to grab on and it'll rip your arms off.It sounds terrible.When he told me this, it's like, what does that even mean? But he has this incredible talent for really developing young engineers. And Chris Urmson is among his many proteges who are now pushing this technology into the world.And so, you have this collection of wacky racers, gathering to win a million dollars from the Defense Department in the desert. And the first one is 2004, what happens at the first one?It is a disaster. The 2004 DARPA Grand Challenge is supposed to be a 142 mile race through the desert, 15 teams get out of a qualifying round and make it to the final round. If you looked at the qualifying round, vehicles were smoking and shaking or they couldn't even start at all or they were just driving into every last thing. And then the race in the desert itself, wasn't all that much better. It got off to a great start, Carnegie Mellon's Humvee, Sand Storm, was first off the line, it shoots off into the desert. So, it's doing okay, the first couple of vehicles get off the line okay. And then you get through the bottom half of the field and it becomes a comedy of errors. You've got one little bathtub shaped thing that goes up onto the tiny ridge just on the side of the trail where it's raised and flips over and lands upside down.You've got one that drives 50 yards out, does an inexplicable U-turn and drives back to the starting line. We've got one, one just veers off-road into barbed wire and then can't find it's way back. You've got this thing from OshKosh that's a 14 ton military truck, a six wheeled thing, it's lime green and it's got a tumbleweed, like a bush thing in front of it. And its detection system says, this is an unmovable obstacle, but then another tumbleweed shows up behind it and so, it just starts going forward and backward and forward and backward like Austin Powers, trying to turn around. And then, even Carnegie Mellon's vehicle, which is doing well and is seven miles into the race, it's going around a hairpin turn, it goes off the edge of the road a little bit and it gets hung up on this rock. It gets, basically, stranded like a whale on a beach. It's raised up to the point where its wheels can't get any traction anymore. The robot brain doesn't know this and it's just spinning its wheels, spinning its wheels at full speed until the rubber is on fire and smoke pouring off this thing. And DARPA has to show up from a helicopter. They hop out of the helicopter with the fire extinguishers, and it's a complete disaster.And the thing that DARPA had really hyped up, they're like, “this is the new innovation, we're going to save the lives of all these troops.” And so then, reporters come after Tony Tether and he meets them, he meets the reporters who are waiting at the end line, at the finish line, which is roughly — it's 142 mile race — 130 miles away from the closest car. The Outcome.Carnegie Mellon did the best, it went 7.4 miles. Anthony Levandowski's motorcycle makes it into the final round, mostly as a stunt. It did horribly in qualifying, but the DARPA guys are like, “this thing is so crazy, it really embodies the spirit of what we're trying to do, so let's just bring it to the race anyway.” It's not like it can win, its gas tank doesn't hold enough gas for it to go all the way to the finish line.So, Anthony brings it up to the starting line, hands it off to a DARPA guy who kind of holds his hand on it until it goes, motorcycles starts going, he takes his hand off and motorcycle instantly falls to the ground. Anthony had forgotten to turn on the stabilizing software system before it started.That will get you.And so, one of his lessons for the next year was make a checklist.The cool thing about this is that it's an utter fiasco, it's how you always tell it. But then everybody who was there for this fiasco, they stuck around and they went, in many ways, to kind of form the current self-driving industry. Do you want to talk about that seed, what it has turned into since?Yeah. So, very quickly, what's great about the Grand Challenge is that it brings all these people together, and it pits them against this problem that everyone had kind of dismissed as impossible. So, what happens is DARPA does the 2005 Grand Challenge 18 months later, and the 18 months really prove to be the difference in that teams that weren't ready at all for the Grand Challenge, for the original one, are ready 18 months later. They've learned much more about how this works. And so, the 2005 race is a huge success. Stanford, led by Sebastian Thrun, comes in first place, Carnegie Mellon second, five teams finish this big race through the desert. Then DARPA follows it up with the 2007 Urban Challenge, which pits the vehicles against a little mock city, where they have people driving around and all of a sudden they have to deal with traffic and stop signs and parking lots and all of this stuff.What you really get from the Urban Challenge is the sense that this technology seems, suddenly, very possible. And by 2007, this is a big media event, it's hosted by the guys who did MythBusters and Larry Page is there, and he shows up in his private plane full of Google execs, and it's like, look at this future of technology. About a year later, Larry Page wants to build self-driving cars. This is actually something he'd looked at as an undergraduate or a graduate student and then his thesis advisor said, “well, how about you focus on internet search instead?” And it worked out pretty well.It worked out okay, I think, right?I think he did fine, that's what I thought. He decided I want to get back to self-driving cars. He'd been at the Urban Challenge and been like, “I can see how far this technology has come,” so what he did was he went to Sebastian Thrun, who had led Stanford's team through the challenges and he was already working at Google, he was a big part of making Street View happen. Along with Anthony Levandowski, who Thrun had met through the challenges and he's like, “oh, this guy's nuts but he's really talented and he's a real go-getter.” So, he brings him on to help them do Street View and then Larry Page says, “okay, now build me a self-driving car.” Sebastian Thrun says, "okay, well I happen to know the 12 best people on the world at this technology, I met basically all of them through the DARPA challenges."He has this meeting at his chalet in Lake Tahoe, at the end of 2008. And he brings together a dozen people and it's Anthony Levandowski and it's Chris Urmson and then people like Bryan Salesky — names that are now really the top tier in self-driving cars. And he says, “Google is going to build a self-driving car, we're going to have something that looks a whole lot like a blank check and I want this team to be the one to do it.” And that becomes Project Chauffeur. They become this really secretive project within Google, they go forth over the next couple of years, and they make this incredible progress in self-driving cars. And this is the story of the second half of the book: how this team it comes together and then how they ultimately come apart because as soon as they have to start thinking about how to make a product, how to commercialize this technology and the reality of money and power within the team become real wedge issues.Within them, you see rivalries, especially between Urmson and Levandowski, who are fighting for control and fighting for the direction of the team. Ultimately, things kind of break apart and what you see over time is as people leave and as this technology starts to look a lot more real, everyone splinters off to do their own thing, and this was what I call Google self-driving diaspora. Chris Urmson leaves to start Aurora. Bryan Salesky leaves to start Argo. Dave Ferguson and Jiajun Zhu leave to start Nuro, Don Burnette leaves to start Kodiak, and Anthony Levandowski, of course, leaves to start Otto, which is acquired by Uber, which is the genesis of the Uber-Waymo huge self-driving lawsuit.Considerable amount of litigation that I believe is ongoing to this day, yes.So, the litigation did end, fortunately for everyone but the lawyers, I think. Uber and Waymo ultimately settled and then, weirdly, about a year after that, the Department of Justice charged Levandowski with criminal trade secret theft to which he ultimately pled guilty, and a few months ago he was sentenced to 18 months in prison, but he will not start his sentence until the pandemic is over.So, it definitely seems that this is still very much seen as the start of something, and you have covered a lot of this industry. What's kind of the state of the art now and where are things kind of moving forward?Well, fortunately for the industry, all of these personal rivalries, I think, have largely cooled off. And I think the book is really a history of how this got started and how these people pulled this technology forward, and then kind of came apart at the seams. But now what you've got is something that looks a little bit like a mature industry. You have Waymo with its program in the Arizona suburbs of Phoenix, and it's starting to really take the safety drivers out of its cars in earnest. Cruise, which is also a focus of the book, which is part of GM and also backed by Honda, is moving to take the safety drivers out of its cars in San Francisco, a much more dynamic environment, as it moves to start a self-driving system there. Self-driving trucks are looking much more serious than ever before. Argo AI, which has partnered with Ford and Volkswagen, is moving towards starting a taxi service, a robo-taxi service in Miami.I talk about the Gartner hype cycle where, I think, from 2014 to 2017 or so, we were really at peak hype, totally inflated expectations where everyone said, “your kids will never have to learn how to drive.” Chris Urmson is saying, "my 12 year old son will never have to learn to drive a car," and I'm pretty sure the kid's got his learner's permit by now. Those inflated expectations burst a little bit as people realize just how hard this technology is. But I think where we are now, on that Gartner hype cycle, is on what's called the slope of enlightenment, where people are getting more serious. Even if they haven't cracked the problem yet, I think they have a really good sense of what it takes to crack the problem, which, it turns out, is a lot of time, an incredible amount of money and at least 1,000 very talented engineers.Whole lot of lasers, a very sympathetic governmental oversight structure in a suburb of Phoenix. We have the ingredients for the solution, right?We could make it work. And so, I'm still optimistic about it, I still think the technology can do a lot of good. I think what people are figuring out is how to right-size this technology. People are figuring out how to actually apply self-driving cars in a realistic way, and I think the cooler projects out there are companies that are working on making self-driving shuttle cars for senior living communities, these big areas in Arizona and Florida, they cover 1,000 acres and people need to get around but can't necessarily drive anymore. And where the driving environment is pretty calm, that's a great use case. The trick right now is to figure out where you can make the technology work, and then the next question will be where can you actually make money off of this? That one I'm less bullish on because the economics of this, I think, are going to be pretty tough to crack.I mean, we're closing in on the end of this one, but DARPA seeded a little bit of the initial funds, it seems, for a lot of this research. Is that still an application that people are looking into or getting folks off the road in places that are dangerous?The army is still working on that, and I think those projects are still ongoing. But the initial push for DARPA was a line in a congressional funding bill from the end of 2000, it was one of the last things Clinton signed into law. And it mandated that by 2015, one-third of all ground vehicles, I think it was military, be unmanned, which was completely insane.How did we do? What's the number?I mean, maybe we've got three vehicles. That stuff hasn't panned out so much. But my favorite thing, one of the first people I managed to track down for this book was the guy, the congressional staffer who got that line into the bill. And I told him, I was like, "oh, I'm researching this and I would just want to ask you about why you put that in there and what your thinking was." And he goes, "Oh, did something come of that?"That's amazing.I was like, “yeah, I don't know, an industry that's predicted to be worth $7 trillion.”And what also came of it is Driven: The Race to Create the Autonomous Car by Alex Davies. Alex, where can people find the book? You can find this book, basically, anywhere online, it's available through Amazon, Barnes and Noble, your regular booksellers. It's out in hardcover January 5. You can also get the audiobook, you can get it on Kindle. Get it however you like, I just hope you enjoy it.My Twitter handle is @adavies47. You can find some of my work on Business Insider, where I'm the senior editor for our transportation desk.Ah, excellent website, very, very good website. If you have anything you'd like to see in this Sunday special, shoot me an email. Comment below! Thanks for reading, and thanks so much for supporting Numlock.Thank you so much for becoming a paid subscriber! Send links to me on Twitter at @WaltHickey or email me with numbers, tips, or feedback at walt@numlock.news. Get full access to Numlock News at www.numlock.com/subscribe

Bryan tells Kevin about Proud to Protect Pittsburgh, an initiative to stop the spread of COVID-19. See omnystudio.com/listener for privacy information.

Michael is the CEO and co-founder of Edge Case Research, a company focused on making autonomy safer. Edge Case Research’s ECR’s products and services are geared for customers who build autonomous systems.    The company’s offerings include software that tests for gaps in computer vision systems and consulting focused on prioritizing safety into an engineering department’s culture.   Michael’s experience with autonomous vehicles started twenty years ago at Carnegie Mellon University where he built lunar rovers for Red Whittaker, autonomous scientific robots that explored Antarctica, and self-driving technology for tackling harsh off-road terrain.   In this episode, Michael and Aaron discuss the origins of the company, how to translate ideas across organizations, and the multitude of industries that will be impacted by autonomous vehicles.    Sign up for a Weekly Email that will Expand Your Mind.   Michael Wagner’s Challenge; Go see the lunar rover seminar.   Connect with Michael Wagner Linkedin Edge Case Research Website   If you liked this interview, check out our interview with Argo Ai founder Bryan Salesky about autonomous cars and the episode with Locomation CEO Çetin Meriçli where we discuss self-driving semi-trucks. Text Me What You Think of This Episode 412-278-7680 Underwritten by Piper Creative Piper Creative makes creating podcasts, vlogs, and videos easy.    How? Click here and Learn more.   We work with Fortune 500s, medium-sized companies, and entrepreneurs.   Follow Piper as we grow YouTube Instagram Subscribe on iTunes | Stitcher | Overcast | Spotify

Pittsburgh has become a hotbed for mobility innovation and one of the leaders is undoubtedly Argo AI. This week, host Grayson Brulte is joined by our Steel City neighbor Bryan Salesky, co-founder and CEO of Argo AI, to discuss Argo’s approach to automated vehicles, the role of autonomy in improving mobility for all, and how the education system should develop smarter thinkers and future leaders.    Throughout the conversation, Bryan discusses how safety plays an essential role in establishing autonomous vehicles as a trusted technology that people will understand, adopt and support. And as such, the defining legacy of eliminating cars crashes to improve society is touched upon.   Bryan talks about how Argo has built relationships and partnerships with cities based on mutual trust and respect. He details Argo’s approach to solving specific needs in cities; the company’s efforts in Washington, DC, Austin, Texas, and Miami; the importance of a playbook to operationalize consistency in every city; and how learnings must be adjusted to scale for naturalistic driving tendencies within specific cities, regions, environments. As the conversation shifts to Argo’s workforce, Bryan explains how the company prioritizes employing a diverse group of people from all walks of life and backgrounds to help Argo outmaneuver and out-pivot other companies in the industry. This transitions into a larger conversation about rethinking the American education system as Bryan offers his take on how encouraging students to take a non-linear path while providing opportunities to spark their naturally eclectic sense of curiosity can help them grow into the leaders and thinkers of tomorrow.   Learn more about Argo AI at www.argo.ai.   Subscribe to SAE Tomorrow Today or visit www.sae.org/podcasts to stay up to date on all the latest information from SAE. If you like what you’re hearing, please review and comment on your podcast app. Follow SAE on Twitter, Facebook, LinkedIn and Instagram.

The founder and CEO of a company we talk about all the time: Bryan Salesky of Argo AI. Bryan tells us more about the unique Silicon Valley/Detroit hybrid that Argo represents, we discuss the unique business model strategy they’re exploring, and we find out, where the self-driving space is now that Covid-19 has basically put everything on pause.

Bill Sarris has been in the candy business for more than 40 years. Upon graduating from college, Bill joined his father’s business and has overseen significant growth while building a Sarris Candies into a regional leader in chocolates.   Sarris Candies was started by his father Frank in the family’s basement. Behind Bill’s efforts, the company grew to include more than 350 employees and $16 million in annual sales.   Today, the Sarris Chocolate Factory and Ice Cream Parlour fill an area the size of a football field with over 100 yards of chocolate, penny candy, ice cream, and plush toys.   In this conversation, Bill and Aaron discuss flying to Europe to buy equipment in the 70s, Sarris’ five channels of revenue, and the strategic acquisition of Gardeners Candies.   Pittsburgh’s best conference to Expand your Mind & Fill your Heart happens once a year.   Bill Sarris’s Challenge; If you find something you like, go after it.   Connect with Bill Sarris Linkedin Twitter Instagram Facebook Sarris Candies Website   If you liked this interview, check out episode 306 with Bryan Salesky where we discuss Argo Ai, self-driving cars, and what he learned from the DARPA challenge. Underwritten by Piper Creative Piper Creative creates podcasts, vlogs, and videos for companies.    Our clients become better storytellers.    How? Click here and Learn more.   We work with Fortune 500s, medium-sized companies, and entrepreneurs.   Follow Piper as we grow YouTube TikTok Instagram Subscribe on iTunes | Stitcher | Overcast | Spotify

The director of Friday Night Lights, Patriots Day, Very Bad Things, Deepwater Horizon and Battleship joins Alex Roy & Bryan Salesky to discuss what drives the characters in all his films, heroism, fatherhood, risk, driving, freedom, self-driving cars, and the greatest WW2 movie that has never been made. And boxing.

Outlaw racer Alex Roy & roboticist Bryan Salesky sit down with Sam Abuelsamid — Navigant Research Analyst, Forbes writer and one of the world's leading experts on the automotive & technology sectors — to discuss and debunk the Top Myths about Autonomous Vehicles. Will your teenager need a driver's license in the future? Is Tesla winning the self-driving race? Will car accidents exist 2 decades from now? On this episode of No Parking, we cut through the industry hype and serve you the reality of autonomous vehicles straight up. See omnystudio.com/listener for privacy information.

Alex Roy & Bryan Salesky are joined by award-winning screenwriter and WIRED contributing editor Josh Davis to talk about how he survived Russian Roulette with John McAfee, the truth about Elon Musk's timeline for self-driving, and his new autonomous vehicles thriller, a modern-day 12 Angry Men in which an AV company executive is charged with manslaughter. Davis has been writing about the self-driving industry since before the DARPA Challenges, nearly 20 years ago. Hear what he thinks about how and when we'll trust autonomous vehicles and the craziest discovery he's made that hasn't been made into a film… yet. See omnystudio.com/listener for privacy information.

Outlaw racer Alex Roy & roboticist Bryan Salesky sit with Sam Abuelsamid — Navigant Research Analyst, Forbes writer and one of the world’s leading experts on the automotive & technology sectors — to debunk the Top 10 Myths about Autonomous Vehicles.

Outlaw racer Alex Roy & roboticist Bryan Salesky sit with screenwriter Josh Davis to discuss how he survived Russian Roulette with John McAfee, the truth about Elon Musk’s timeline for self-driving, and his new thriller about autonomous vehicles.

This time around, the whole crew is on the call to talk with Bryan Salesky, CEO and co-founder of Argo AI. Argo is the company developing the production automated driving system for Ford and VW and Bryan shares his thoughts on testing AVs in multiple cities, lidar, HD Maps and much more. Links Argo AI

Outlaw racer Alex Roy & roboticist Bryan Salesky discuss why they’re launching a new podcast into a sea of podcasts, what it's about, and how they came up with its name.

On this episode, Leslie and Pete speak to Bryan Salesky, co-founder of Argo AI about the company’s partnership with Volkswagen. He also discusses how lessons learned from the DARPA challenge and his work at Google helped form his approach to building a self-driving system.

On our recent field trip to Pittsburgh's Robocar Row, we were welcomed into the inner sanctum at Argo AI (which is still redolent of "new startup smell") for a frank discussion with the up-and-coming full-stack developer's top brass. CEO Bryan Salesky, President Peter Rander and VP of Robotics Brett Browning took time from their busy schedules to discuss their development and testing regime, building a workplace culture that keeps complex development work moving together, the challenges and opportunities of testing in Pittsburgh and Miami, their conversations with potential partners and much more. Enjoy this exclusive look inside the nuts and bolts of robocar development and stay tuned for an upcoming episode in which Argo takes us on a tour through its stack, from mapping to perception to prediction to planning.

Self-driving cars are coming. Ford is betting $1 billion dollars over five years that Argo Ai can make it happen.   CEO Bryan Salesky calls upon his experience leading the software engineering for Tartan Racing, Carnegie Mellon’s winning entry in the DARPA Urban Challenge as he tries to build the future.   He also was on the Google self-driving car team. While at Google, Bryan was director of hardware development, and was responsible for development and manufacture of Google’s portfolio of hardware, which included self-driving sensors, computers and several vehicle development programs.   Do not miss this interview.   Never miss one of our best episodes by subscribing to the newsletter.   Bryan’s Challenge; Choose a day of the week where you commute and do not use your phone.   Connect with Bryan LinkedIn Website   Underwritten by Piper Creative A digital agency that provides strategy, delivery, and analysis specializing in a few key service offerings. Documentary-as-a-Service (Vlogging 2.0) Instagram Content Production & Account Building Podcast Production, Strategy Consulting, and Guest Acquisition   If you aren’t creating or curating content regularly, your clients and customers might forget you’re open for business. YouTube Instagram   If you liked this interview, check out other interviews with tech CEOs like Niche.com’s Luke Skurman, RE2 Robotics Jorgen Pedersen, and Jetpack Workflow’s David Cristello. Subscribe on iTunes | Stitcher | Overcast | PodBay

From the Model T to the Model 3, the auto industry’s come a long way – and its most exciting era is yet to come. Join Walter and guests Matt Anderson, Ashlee Vance, Bryan Salesky, Oliver Cameron, and Hans-Werner Kaas as they discuss the long and winding road from horses to autonomous cars. For more on these stories go to delltechnologies.com/trailblazers. Please let us know what you think of the show by leaving us a rating or review in Apple Podcasts.

The guys are back with a regular episode wherein we drive sibling vehicles from Korea, the Hyundai Elantra Sport and Kia Niro FE. Sam was wiped out last week after a whirlwind trip to San Francisco for the City of Tomorrow symposium hosted by Ford. While there he got the chance to talk with Bryan… Read More »Episode #036 – Rome Isn’t Burning, Why Skip The VCs? & Diesel Crossovers

The whole crew is on the call to talk with Bryan Salesky, CEO and co-founder of Argo AI. Argo is the company developing the production automated driving system for Ford and VW and Bryan shares his thoughts on testing AVs in multiple cities, LIDAR, HD Maps and much more.Our Sponsors:* Check out Express VPN: https://expressvpn.com/WHEELBEARINGSAdvertising Inquiries: https://redcircle.com/brandsPrivacy & Opt-Out: https://redcircle.com/privacy

The guys are back with a regular episode wherein we drive sibling vehicles from Korea, the Hyundai Elantra Sport and Kia Niro FE. Sam was wiped out last week after a whirlwind trip to San Francisco for the City of Tomorrow symposium hosted by Ford. While there he got the chance to talk with Bryan Salesky, one of the most experienced software engineers working on automated vehicles. Fiat Chrysler is also trying to get a foothold in the automated driving space while rumors of a Chinese acquisition swirl. Meanwhile GM still hopes that diesel can give them a competitive edge with the 39 mpg Chevy Equinox.Our Sponsors:* Check out Express VPN: https://expressvpn.com/WHEELBEARINGSAdvertising Inquiries: https://redcircle.com/brandsPrivacy & Opt-Out: https://redcircle.com/privacy