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At the Frankfurt Auto Show in September, Dieter Zetsche, chairman of Daimler AG and head of Mercedes-Benz, made waves when he emerged from the backseat of a Mercedes S500 that moments before had been driven onstage -- without anyone behind the wheel.
Zetsche's stunt was meant to convey just how close the driverless car -- not long ago a Jetsons-esque fantasy -- is to being a practical reality. The underlying technology for autonomous driving already is installed in cars like the Mercedes S500, which utilizes onboard radar and 3D stereoscopic cameras to gauge the distance from other cars and obstacles and keep the car from drifting out of its lane. The biggest challenge driverless cars might face is motorists' apparent deep ambivalence toward the technology. Thrive Dining™ is a revolutionary dining program designed to restore the dignity and enjoyment of mealtime for individuals with cognitive or physical challenges. The Hacienda will be a unique community for individuals seeking exceptional Assisted Living, Memory Care. Over its 25+ year history, Watermark has come to enjoy a reputation as a leader in innovation in the senior living industry.
As complex as it can be to sort out which type of care is best, it can be just as complex figuring out which financial resources may be used to pay for that care. The dream of a driverless car is nearly as old as the automobile itself, but the first truly autonomous cars did not appear until the 1980s. Among the many benefits advocates for these vehicles are promising are reduced accident rates, faster and more productive commutes, more relaxed road trips, and the extension of the driving years for seniors.
However, while the technology has promise, there is trepidation from some quarters about this new high-tech wonder. Real-world testing of prototypes shows that autonomous vehicles are still not quite ready for the myriad unpredictable situations encountered when operating off the test track. Then there are technical issues, such as the potential for human error during programming and manufacturing, the dangers of computer glitches, and the security risks associated with hacking. In addition to these concerns, there are legal issues that have yet to be worked out, such as how insurance will be handled. As it now stands, there will be regulatory challenges for car companies to overcome before governments allow the use of these vehicles by the public. In spite of all the buzz about the self-driving car becoming a reality in the near term, experts say it is still many years away. A row of Google self-driving cars are shown outside the Computer History Museum in Mountain View, California, on May 14, 2014. Here's a recent prediction from Cisco's technology trend watchers: In 5 to 7 years, it'll cost us more to drive our cars than to let them drive us. At a moment when Google dominates the conversation in key auto tech sectors — capturing attention in May as it demonstrated its cars' latest driverless acumen, in terms of mapping, sensing and responding — two reasonable questions emerge: How would driverless cars cost us less to use, and how close are we to commercially available models on our roads?
And what can we say about the concept that driverless cars will be less expensive, somehow, than what it currently costs — in numerous ways — to drive ourselves around?


The first set leads quickly into considerations of not only medical bills and insurance claims but also ethics and decision-making — that is, costs that come to us on a wholly different level. Granted, there's plenty of research still to come before we can assert for certain what "proven safe" means — and at what scale, in fact, humans will begin to feel right about taking their hands off the wheel for good. Alex Hern, writing for The Guardian, raises a separate quandary having to do with the philosophical costs we may be readying ourselves to pay when it comes to the in-car CPUs of the future. The consultancy IHS predicts that by 2025, there could be 230,000 driverless autos out there on the roads.
Still, a tipping point for consumers could arrive when they begin to realize how deeply driverless technology can impact the cost of operating a vehicle in the first place.
In other words, now you're into the operation of an autonomous car for $2,300 per year, on average, or just about 25% of what you'd spend to operate a human-driver vehicle.
Bringing autonomous cars to market and integrating them with the world in which we drive are two different things, however. When Columbia University researchers crunched numbers — considering the possible cost of a driverless taxi, per mile, versus the cabbie-piloted versions we know now — it came out with a significant savings projection. For some, that's already reason enough to keep the meter running on next steps for driverless cars.
Zetsche revealed that the same Mercedes successfully had conducted a test in which it was driven for 62 miles on German roads completely autonomously using technology that differed only slightly from what is supplied on an S500 production model. Led by Mercedes, automakers including BMW, Audi, Lexus, Ford and Nissan are deep in development of driverless technology, with such tech companies as Google, which already is road-testing a fleet of driverless cars, IBM and Cisco vying to get in on the action as suppliers.
A study released in October by the independent think tank Eno Center for Transportation estimated that if 90 percent of U.S. Adaptive cruise control, which keeps a car a preset distance from other cars, is a precursor to fully autonomous driving.
Since then, car manufacturers have been diligently working toward a self-driven car for the mass market. Some experts doubt that driverless cars will ever fully replicate the complexity, intuition and nuance that a human driver brings to the wheel. Google’s fully autonomous car has been confused by the behavior of human drivers at four-way stops (who hasn’t?) and by bicyclists doing rack stands at stop signs (balancing on the pedals to stay in place while rocking back and forth). Perhaps the most imposing challenge for car manufacturers and governments alike is making sure that the mapping systems, used in conjunction with the onboard sensors for navigation, are accurate. Will the owner of the car, its manufacturer, or both shoulder the liability when an accident occurs? Look for a more gradual evolution toward the automatic vehicle through the introduction of features such as collision avoidance, autonomous braking systems, and adaptive cruise control and headlights. So if you are a senior hoping that the autonomous car will arrive to extend your driving years and let you catch up on your reading on the way to the grandkids, you may have to wait a while.


On that point, we turn to experts, many of whom are already considering the prices we could pay when our wheels become driverless.
The savings could add up quickly, especially if conventions around ownership begin to shift. Cisco, considering a model in which dedicated lanes and exclusive city sectors accommodate just driverless vehicles, estimates they could be out there as early as 2015 to 2019 (bringing us those operating savings within five years). For example, given a robot fleet of Manhattan taxis, The New York Times reported, the cost per trip-mile of your future ride could drop from $4 per to about 50 cents per trip-mile. Powered by its own proprietary technology, Mashable is the go-to source for tech, digital culture and entertainment content for its dedicated and influential audience around the globe. Legal and liability issues also need to be addressed before autonomous cars can go mainstream. The advent of the Digital Age has greatly accelerated its development, and new models, made by car companies as well as by the search engine giant Google, seem tantalizingly within reach of the consumer. It has also swerved needlessly after mistaking a poorly parked car for one about to enter traffic. The intricacy and ever-changing nature of the world’s roadways will make the real-time updating of these systems critical to the practical use and safety of these vehicles. In other words, if an accident were unavoidable, into what — or whom — should a driverless car be programmed to crash? In that future, perhaps one day we'll experience the metropolitan fleet, happily whisking us to and fro. All other factors aside, at this rate you'd pay back a $10,000 premium on a driverless car in your second year of shared ownership (at an average of $4,600 savings per owner), or in your sixth year if you owned it alone (saving, on average, $1,800 annually). Mixing driverless with human-operated cars pushes the timeframe out to something more in line with Perch's estimates. Plus, a yet-to-be-determined drop in blood pressure for drivers marooned on the 405 -- traffic jams, most of which are caused by accidents, would be trimmed by 75 percent. But in the beginning, it's almost certainly the case that we'll be plunking down cash for our self-driving cars.
In this model, a driverless car — in part due to its ability to communicate with other smart and connected cars on the road, driverless or not, as connected-car tech presumably becomes more commonplace — would help eliminate some 80% of human-caused crashes involving that vehicle. Meanwhile, tipping points, whatever they might be for the consumer, probably won't prevent passengers from sitting in a driverless car now and then if commercial fleets take on the technology faster than the individual. And who is liable when a driverless car swerves to miss an obstacle and kills a pedestrian?



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02.07.2014 admin



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