Un cessate il fuoco tra Israele e gruppi palestinesi che controllano la Striscia di Gaza è entrato in vigore venerdì alle 2 del mattino ora locale. Al-Aqsa TV riporta che si celebra la “vittoria della resistenza” nella Striscia di Gaza, mentre centinaia di persone sono scese in piazza a Ramallah con bandiere palestinesi per segnare la fine delle ostilità, lanciati anche alcuni fuochi d’artificio. La tregua è stata raggiunta dopo 11 giorni di intensi conflitti e bombardamenti, soprattutto da parte israeliana. Secondo la tv di stato egiziana, giovedì il presidente egiziano Abdel Fattah Al-Sisi aveva dato istruzioni di inviare due delegazioni in Palestina e Israele per monitorare il cessate il fuoco. Una fonte ufficiale del Cairo ha dichiarato all’agenzia TASS, “un gruppo di delegati è già a Ramallah che discute con la parte palestinese per ottenere un cessate il fuoco, il secondo si dirigerà urgentemente a Tel Aviv”.
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Gli “inviati” egiziani osserveranno e monitoreranno l’attuazione degli accordi e le discussioni sui prossimi passi che consentiranno di mantenere la stabilità, si spera, in modo permanente. Nel frattempo, le parti si sono scontrate fino all’ultimo momento prima dell’inizio del cessate il fuoco. Lo scambio di razzi tra Israele e la Striscia di Gaza è iniziato il 10 maggio ed è stato innescato da disordini nella moschea Al-Aqsa di Gerusalemme. Scontri tra palestinesi e polizia israeliana sono scoppiati dopo che un tribunale israeliano aveva stabilito di sfrattare diverse famiglie palestinesi dal quartiere di Sheikh Jarrah e di consegnare la proprietà a coloni ebrei. Secondo gli ultimi dati, 232 palestinesi nella Striscia di Gaza e almeno 12 israeliani sono stati uccisi.
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By Nick Carey and Paul Lienert MILTON KEYNES,
England, Sept 12 (Reuters) – Autonomous vehicle (AV) startups have raised tens of billions of
dollars based on promises to develop truly self-driving cars, but industry
executives and experts say remote human supervisors may be needed permanently to help robot drivers in trouble. The central premise of autonomous vehicles – that
computers and artificial intelligence will dramatically reduce accidents
caused by human error – has driven much of the research and investment. But there is
a catch: Making robot cars that can drive more safely than people is immensely tough because self-driving
software systems simply lack humans’ ability to predict
and assess risk quickly, especially when encountering unexpected incidents or
“edge cases.” “Well, my question would be, ‘Why?'” said Kyle
Vogt, CEO of Cruise, a unit of General Motors, when asked if
he could see a point where remote human overseers should be removed from operations. “I can provide my customers peace of mind knowing there is always a human there to help if needed,” Vogt said.
“I don’t know why I’d ever want to get rid of that.” This is the first time Cruise has acknowledged the long-term need for remote
human operators. Alphabet Inc’s Waymo
and Argo, which is backed by Ford Motor Co and Volkswagen AG, declined
to comment when asked the same question. GM recalled and updated software in 80 Cruise
self-driving vehicles this month after a June crash in San Francisco left two people injured.
U.S. safety regulators said the recalled software could “incorrectly predict” an oncoming vehicle’s path, and
Cruise said the unusual scenario would not recur after the update. For some, the idea that human supervisors could be
here to stay raises more doubts about the technology. Truly autonomous vehicles are far behind the optimistic
rollout schedules predicted just a few years ago. In 2018, GM sought U.S.
government approval for a fully autonomous car without a steering wheel, brake or accelerator pedals that would enter its commercial ride-sharing fleet in 2019.
That vehicle, the Cruise Origin, now is not slated to begin production until spring 2023, Vogt said. In 2019, Tesla Inc CEO Elon Musk promised a million robotaxis “next year for sure” – though his company’s “Full Self Driving” offering has been criticized because its cars are not capable of
driving themselves without a human behind the wheel and
ready to take manual control in an emergency. In a June interview on YouTube,
Musk said developing self-driving cars was “way harder than I originally thought, by far.” But when asked for a timeline, he said Tesla could make it
“this year.” Tesla did not respond
to a request for comment for this story. The undelivered promise of true autonomy
has raised the stakes for the AV industry. “If these companies don’t succeed over the next two years, they’re not going to exist anymore,” said Mike
Wagner, CEO of Edge Case Research, which helps
AV companies assess, manage and insure risk.
“It’s a case of put up or shut up at this point.” REMOTE HUMANS WATCHING Many AV
startups today use humans as remote supervisors, alongside
safety drivers sitting behind the wheel. Those remote humans are an additional expense, but help self-driving cars handle
edge cases.
These could include something as basic as an unfamiliar
set of lane closures during road construction,
or erratic, unpredictable behavior by pedestrians or human drivers. When a robot driver encounters an edge case,
“it puts its hands up and says, ‘I don’t know what’s going on,'” said Koosha Kaveh, CEO of Imperium Drive, which is using humans as remote operators for cars
in the English city of Milton Keynes.
Over time, those people will act as “air traffic controllers,”
supervising a growing number of autonomous cars.
Cruise’s Vogt says the company’s AVs on the roads in San Francisco
currently rely on humans less than 1% of the time.
But across hundreds, thousands or even millions of AVs, that
would add up to a significant amount of time stopped on the
road waiting for human guidance. Imperium Drive’s Kaveh said as more self-driving cars – which are more predictable than humans – hit the roads the number of edge cases will drop,
“but you will never get to zero edge cases.” “Even decades from now you will not get to 100% truly autonomous vehicles,” Kaveh added. Nevertheless, competition is rising.
Some Chinese cities are pushing to allow active AV testing more quickly.
The need to tackle edge
cases and cut the costs of everything from sensors to
the number of humans in the loop in order to get to market has
also intensified because investor funding for autonomous cars has plummeted. Doubt
has crept in as investors puzzle over how soon autonomous business will turn profitable.
Simpler or slower AVs like trucks or last-mile delivery services operating on highways or on set, low-speed routes
are likely to reach profitability first, but will still take years to get
there. Overall investment in future mobility startups has slowed,
with AV-focused companies hit especially hard, representing
less than 10% of venture investment in the second quarter,
according to investor website PitchBook.
(Graphic: website Investment in AV startups in the quarter dropped to $958 million. Just two years ago AV investment
was booming, as Alphabet’s Waymo raised $3 billion, Didi’s AV unit raised $500 million and Amazon.com Inc acquired AV startup Zoox for $1.3 billion, according to PitchBook. ‘RUSH TO MARKET’
Autonomous systems are
not as capable as people because their “perception and prediction algorithms are not as good as how a human brain processes and decides,” said Chris Borroni-Bird, an independent consultant who previously led advanced-vehicle programs at GM and Waymo. For instance, a human when seeing a ball roll into the road – harmless by itself
– will assume it could be followed by a child and hit the brakes far quicker than an AV,
Borroni-Bird said. “I am concerned that AV companies will rush to market without proving the safety is better than human-driven vehicles,” he added. The problem
is there are “tens of billions of potential edge cases” that AVs could
encounter, said James Routh, CEO of AB Dynamics, which conducts tests and runs simulations on cars including on the advanced driver-assistance systems (ADAS)
that are the foundation of autonomous driving features. Auto data startup Wejo Group Ltd receives 18 billion data points
daily from millions of connected cars and is helping with simulations for AVs,
said Sarah Larner, executive vice president for strategy and innovation. “But there are so many variables such as weather, you can take an edge case and then have to layer in all the different variants,” she said.
“It’s truly millions of outputs.” DRIVERLESS DELIVERY
In its track tests for
cars, AB Dynamics employs a robot arm that it plans to retrofit on slow-moving mining and agricultural trucks to make them largely autonomous. Routh envisages a remote
team of humans supervising fleets of, for instance,
self-driving mining trucks operating in closed environments. He does not see that
scenario working for vehicles in faster, more open environments because it could
be difficult for remote human supervisors to react quickly enough
to dangers. Within the next 12 months, British online food delivery and technology company Ocado Group Plc
will roll out a small fleet of driverless delivery vehicles with autonomous vehicle software
startup Oxbotica – backed by remote human supervisors –
that will operate on just a few streets on set routes in a small
UK city and never drive at speeds above 30 miles (48
km) per hour. “At 30 miles an hour, if a vehicle panics, it can hit the emergency brake and seek help,” Ocado’s
head of advanced technology, Alex Harvey, said.
“This feels like a very viable strategy at low speed.” “But you can’t play that game on a motorway,” Harvey added, because hard
stops in edge cases would pose a safety risk. Harvey said it should
take around five years for Ocado to develop a profitable driverless
delivery system.
More than half of Ocado’s UK customers could be reached with AVs driving no more than 40 mph he said.
Eventually, the service could be rolled out to Ocado clients like
U.S. retail chain Kroger Co. (Reporting by
Nick Carey in Milton Keynes, England, and
Paul Lienert in Detroit Editing by Ben Klayman and Matthew Lewis)
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