AI News, Ford in talks with multiple rivals to secure 'billions of dollars' to ... artificial intelligence
James Petras Columns - The Unz Review
Introduction Bankers, agro-business elites, commercial mega owners, manufacturing, real estate and insurance bosses and their financial advisers, elite members of the ‘ruling class’, have launched a full-scale attack on private and public wage and salary workers, and small and medium size entrepreneurs (the members of the ‘popular classes’).
First and foremost, the state ceased to negotiate and conciliate relations between rulers and the working class: the state concentrated on de-regulating the economy, reducing corporate taxes, and eliminating labor’s role in politics and the division of profits and income.
In Europe, the Nordic and Western European countries’ ruling classes advanced privatization of public enterprises, reduced social welfare costs and benefits, and pillaged overseas resources but were unable to break the state funded welfare system.
By the early 1950’s with the onset of the US imperialist ‘cold war’, in collaboration with the regional ruling classes launched a violent class war from above, which took the form of military coups in Guatemala, Peru, Argentina, Venezuela and Brazil.
But the class struggle from below rose again and found expression in the growth of a progressive national populist industrializing coalition,and the successful Cuban socialist regime and its followers in revolutionary social movements in the rest of Latin America throughout the 1960’s.
The revolutionary popular class insurgency of the early 1960’s was countered by the ruling class seizure of power backed by military-US led coups between 1964-1976 which demolished the regimes and institutions of the popular classes in Brazil (1964), Bolivia (1970), Chile (1973), Argentina (1976) , Peru (1973) and elsewhere.
Three events intersected: the global crises of 2000 triggered regional financial crashes, which in turn led to a collapse of industries and mass unemployment, which intensified mass direct action and the ouster of the neo-liberal regimes.
The upsurge of the popular class struggle was contained and confined by the center-left political elite, while the ruling class marked time, making business deals to secure lucrative state contracts via bribes to the ruling center-left allied with the conservative political elite .
Secondly, political ascendancy of the New Order relied on a coalition of ruling class elites, conservative upper middle-class property and professional groups and downwardly mobile lower middle classes fearful of personal and economic insecurity and the breakdown of the old social order.
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Anew report by IDCand commissioned by CRM found that AI technologies will create more than 800,000 new jobs and add $1.1 trillion to global GDP by 2021.
He raised his price target to $130 two months ago, while Brad Zelnick of Credit Suisse reitererated their price target of $125 four days ago.
Alphabet Inc (NASDAQ:GOOG)has made the most AI purchases out of any tech firm calculatedresearch firm Quid, which shows that GOOG has made 20 acquisitions, including predictive analytics platform Kaggle in Q1 2017.
AutoML uses neural networks to build better neural networks, essentially creating an AI that can create itself.
Delphi grew by 30% in 2016 and is predicting revenue of $16.5 billion to 16.9 billion for the full year 2017.
The WIRED Guide to Self-Driving Cars
In the past five years, autonomous driving has gone from “maybe possible” to “definitely possible” to “inevitable” to “how did anyone ever think this wasn’t inevitable?” to "now commercially available."
The details of the program—it's available only to a few hundred vetted riders, and human safety operators will remain behind the wheel—may be underwhelming but don't erase its significance.
Countless hungry startups have materialized to fill niches in a burgeoning ecosystem, focusing on laser sensors, compressing mapping data, setting up service centers, and more.
This cycle has restarted, and the term “driverless car” will soon seem as anachronistic as “horseless carriage.” We don’t know how cars that don’t need human chauffeurs will mold society, but we can be sure a similar gear shift is on the way.
Just over a decade ago, the idea of being chauffeured around by a string of zeros and ones was ludicrous to pretty much everybody who wasn’t at an abandoned Air Force base outside Los Angeles, watching a dozen driverless cars glide through real traffic.
So, Darpa figured, maybe someone else—someone outside the DOD’s standard roster of contractors, someone not tied to a list of detailed requirements but striving for a slightly crazy goal—could put it all together.
Each team grabbed some combination of the sensors and computers available at the time, wrote their own code, and welded their own hardware, looking for the right recipe that would take their vehicle across 142 miles of sand and dirt of the Mojave.
But the race created a community of people—geeks, dreamers, and lots of students not yet jaded by commercial enterprise—who believed the robot drivers people had been craving for nearly forever were possible, and who were suddenly driven to make them real.
Within 18 months, they had built a system that could handle some of California’s toughest roads (including the famously winding block of San Francisco’s Lombard Street) with minimal human involvement.
And the proliferation of ride-hailing services like Uber and Lyft weakened the link between being in a car and owning that car, helping set the stage for a day when actually driving that car falls away too.
The tech giants followed, as did an armada of startups: Hundreds of small companies are now rushing to offer improved radars, cameras, lidars, maps, data management systems, and more to the big fish.
The key tool for doing that perception work—seeing the difference between a stray shopping cart and a person using a wheelchair, for example—is machine learning, which requires not just serious artificial intelligence chops but also gobs upon gobs of real-world examples to train the system.
That’s why Ford invested a billion dollars into artificial intelligence outfit Argo AI, why General Motors bought a startup called Cruise, why Waymo has driven 10 million autonomous miles on public roads (and billions more in simulation).
In November 2018, Tesla debuted a feature called Navigate on Autopilot, which gives its cars (including those already on the road, thanks to an over-the-air software update) the ability to change lanes to get around slower drivers or to leave the highway when it reaches its exit.
At least two Tesla drivers in the US have died using the system (one hit a truck in 2016, another hit a highway barrier this year), and the National Transportation Safety Board has criticized Tesla for making a system that's too easy to abuse.
The huge automakers that build millions of cars a year rely on the complex, precise interaction of dozens or hundreds of companies, the folks who provide all the bits and bobs that go into a car, and the services to keep them running.
Instead, expect to see these robocars either debut as highway-bound trucks or in taxi-like fleets, operating in limited conditions and areas, so their operators can avoid particularly tricky intersections and make sure everything is mapped in excruciating detail.
You know how fiercely Uber and Lyft fight for market share today, tracking drivers, trying to undercut each other, and piling up promotions to bring in riders?
It’s easy to conjure up a dystopia, a world where robocars encourage sprawl, everyone lives 100 miles from their job, and sends their self-driving servants to do their errands and clog our streets.
The optimists imagine a new kind of utopian city, where this technology not only eliminates crashes but integrates with existing public transit and remains affordable for all users.
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Ford's CTO on Scooters, AI, and Bringing Autonomous Cars to Miami
We're focused on designing the solution as a system, so that when people have access to this new technology, have access to autonomous vehicles, they're designed to enter society in a way that makes your commute experience better as opposed to worse.
Those are just a few of the kinds of questions that we wanted to have good answers to that we can then design our service around because these vehicles, these autonomous vehicles that we're working on are going to be part of a service.
One is we really liked the idea of being in a community where we serve the needs of a diverse demographic people who are in underrepresented minorities as well as a fairly dense urban environment.
One is the actual technology itself of how to replace the physical act of doing the driving with the actuators and the software that can follow a safe path.
We believe that that's going to be very different and it's going to be all around designing the experience based on your understanding of the human need and your interaction with the rest of the world that the vehicle is in.
We're taking a very similar approach in our driver-assist technology where we're providing over-the-air updates eventually and we're making the assistance to the driver better and better with each release.
We think it would be an absolute disaster if every individual company went off and did their own thing and it'd be almost as bad if every state had their own set of rules and it wasn't a sort of a federal policy layer.
I think as you start seeing more and more vehicles enter into pilot phases like what we're doing in Miami and what we're going to do with our testing in Washington D.C., I think that's going to raise the intensity of the need and yeah, I think that this country has a history of responding when the need is there.
I think there's still a lot of denial about whether it's going to really happen, [but] as the public sees the vehicles and they began to actually ride in them and they see that these experiences can be good experiences, that's where we're focused.
We [want to be] the world's most trusted mobility company, building smart vehicles for smart world, and every word in that winning aspiration is important.
You earn that trust one ride at a time, one experience at a time, and that's what we're going to focus on because then the public will begin to see, 'Oh, these vehicles actually can be good, okay how are we going to actually turn it into something that we can have access to on a regular basis?'
Ken Washington: Well, first of all I don't think they should have been surprised because we've been talking for a long time about the fact that we are focused on mobility and the fact that...it's in our DNA to democratize the ability to access affordable and reliable and safe transportation and mobility services.
It should have been kind of like, well, of course Ford bought an electric scooter company, because it can be part of a multimodal smart design solution for helping people get where they need to go.
You could imagine one day we'll have all of that tied together in an easy-to-use and smart application that takes advantage of the massive amounts of information that we'll have from using these services and vehicles.
Dan Costa: One of the topics that has come up at this conference is the state of US competition with China in terms of autonomous vehicles, in terms of AI, in terms of just traditional consumer electronics manufacturing.
Ken Washington: I think it's a bit of a call to arms to our government to work with companies and in thinking more creatively about how we might take advantage of public-private partnerships.
The message that I was trying to convey here in the broader conversation we were having in the other room is, that when we're operating here in the US, we have to make our play here as competitive or at least take advantage of all the tools at our disposal, and I think we're leaving a few options on the table.
We put together a pretty straightforward plan for executing our strategy and that plan starts with having a winning portfolio and in that winning portfolio, bringing the Bronco back was a really important thing for us to do.
We want it to bring it back to really go after the consumers in that market who love adventure and they love the feel of the prior Bronco and we're hoping to scratch that as just right with this new Bronco.
Dan Costa: I keep get reminded that I should probably test drive it before I decide to buy it and I'll probably have to wait a couple of years for the used market to emerge, but I'm super excited to see it.
It can change the efficiency of how we do our work, but same time it raises lots of really difficult and challenging questions about the workforce and the need to retrain our workforce and what the demographics of our workforce is going to look like in the future when we've got all these AI-powered tools and services.
I'm a bit of a smart home geek and even though I know exactly kind of how all of it works, when you see it come to life and kind of do things for you, it always sparks wonder.
These custom bespoke smart home modules that people would build into luxury homes and so it was very much like the model of early luxury cars, you have to be rich to have one.
- On 26. februar 2021
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