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#432878 Chinese Port Goes Full Robot With ...

By the end of 2018, something will be very different about the harbor area in the northern Chinese city of Caofeidian. If you were to visit, the whirring cranes and tractors driving containers to and fro would be the only things in sight.

Caofeidian is set to become the world’s first fully autonomous harbor by the end of the year. The US-Chinese startup TuSimple, a specialist in developing self-driving trucks, will replace human-driven terminal tractor-trucks with 20 self-driving models. A separate company handles crane automation, and a central control system will coordinate the movements of both.

According to Robert Brown, Director of Public Affairs at TuSimple, the project could quickly transform into a much wider trend. “The potential for automating systems in harbors and ports is staggering when considering the number of deep-water and inland ports around the world. At the same time, the closed, controlled nature of a port environment makes it a perfect proving ground for autonomous truck technology,” he said.

Going Global
The autonomous cranes and trucks have a big task ahead of them. Caofeidian currently processes around 300,000 TEU containers a year. Even if you were dealing with Lego bricks, that number of units would get you a decent-sized cathedral or a 22-foot-long aircraft carrier. For any maritime fans—or people who enjoy the moving of heavy objects—TEU stands for twenty-foot equivalent unit. It is the industry standard for containers. A TEU equals an 8-foot (2.43 meter) wide, 8.5-foot (2.59 meter) high, and 20-foot (6.06 meter) long container.

While impressive, the Caofeidian number pales in comparison with the biggest global ports like Shanghai, Singapore, Busan, or Rotterdam. For example, 2017 saw more than 40 million TEU moved through Shanghai port facilities.

Self-driving container vehicles have been trialled elsewhere, including in Yangshan, close to Shanghai, and Rotterdam. Qingdao New Qianwan Container Terminal in China recently laid claim to being the first fully automated terminal in Asia.

The potential for efficiencies has many ports interested in automation. Qingdao said its systems allow the terminal to operate in complete darkness and have reduced labor costs by 70 percent while increasing efficiency by 30 percent. In some cases, the number of workers needed to unload a cargo ship has gone from 60 to 9.

TuSimple says it is in negotiations with several other ports and also sees potential in related logistics-heavy fields.

Stable Testing Ground
For autonomous vehicles, ports seem like a perfect testing ground. They are restricted, confined areas with few to no pedestrians where operating speeds are limited. The predictability makes it unlike, say, city driving.

Robert Brown describes it as an ideal setting for the first adaptation of TuSimple’s technology. The company, which, amongst others, is backed by chipmaker Nvidia, have been retrofitting existing vehicles from Shaanxi Automobile Group with sensors and technology.

At the same time, it is running open road tests in Arizona and China of its Class 8 Level 4 autonomous trucks.

The Camera Approach
Dozens of autonomous truck startups are reported to have launched in China over the past two years. In other countries the situation is much the same, as the race for the future of goods transportation heats up. Startup companies like Embark, Einride, Starsky Robotics, and Drive.ai are just a few of the names in the space. They are facing competition from the likes of Tesla, Daimler, VW, Uber’s Otto subsidiary, and in March, Waymo announced it too was getting into the truck race.

Compared to many of its competitors, TuSimple’s autonomous driving system is based on a different approach. Instead of laser-based radar (LIDAR), TuSimple primarily uses cameras to gather data about its surroundings. Currently, the company uses ten cameras, including forward-facing, backward-facing, and wide-lens. Together, they produce the 360-degree “God View” of the vehicle’s surroundings, which is interpreted by the onboard autonomous driving systems.

Each camera gathers information at 30 frames a second. Millimeter wave radar is used as a secondary sensor. In total, the vehicles generate what Robert Brown describes with a laugh as “almost too much” data about its surroundings and is accurate beyond 300 meters in locating and identifying objects. This includes objects that have given LIDAR problems, such as black vehicles.

Another advantage is price. Companies often loathe revealing exact amounts, but Tesla has gone as far as to say that the ‘expected’ price of its autonomous truck will be from $150,0000 and upwards. While unconfirmed, TuSimple’s retrofitted, camera-based solution is thought to cost around $20,000.

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#432165 Silicon Valley Is Winning the Race to ...

Henry Ford didn’t invent the motor car. The late 1800s saw a flurry of innovation by hundreds of companies battling to deliver on the promise of fast, efficient and reasonably-priced mechanical transportation. Ford later came to dominate the industry thanks to the development of the moving assembly line.

Today, the sector is poised for another breakthrough with the advent of cars that drive themselves. But unlike the original wave of automobile innovation, the race for supremacy in autonomous vehicles is concentrated among a few corporate giants. So who is set to dominate this time?

I’ve analyzed six companies we think are leading the race to build the first truly driverless car. Three of these—General Motors, Ford, and Volkswagen—come from the existing car industry and need to integrate self-driving technology into their existing fleet of mass-produced vehicles. The other three—Tesla, Uber, and Waymo (owned by the same company as Google)—are newcomers from the digital technology world of Silicon Valley and have to build a mass manufacturing capability.

While it’s impossible to know all the developments at any given time, we have tracked investments, strategic partnerships, and official press releases to learn more about what’s happening behind the scenes. The car industry typically rates self-driving technology on a scale from Level 0 (no automation) to Level 5 (full automation). We’ve assessed where each company is now and estimated how far they are from reaching the top level. Here’s how we think each player is performing.

Volkswagen has invested in taxi-hailing app Gett and partnered with chip-maker Nvidia to develop an artificial intelligence co-pilot for its cars. In 2018, the VW Group is set to release the Audi A8, the first production vehicle that reaches Level 3 on the scale, “conditional driving automation.” This means the car’s computer will handle all driving functions, but a human has to be ready to take over if necessary.

Ford already sells cars with a Level 2 autopilot, “partial driving automation.” This means one or more aspects of driving are controlled by a computer based on information about the environment, for example combined cruise control and lane centering. Alongside other investments, the company has put $1 billion into Argo AI, an artificial intelligence company for self-driving vehicles. Following a trial to test pizza delivery using autonomous vehicles, Ford is now testing Level 4 cars on public roads. These feature “high automation,” where the car can drive entirely on its own but not in certain conditions such as when the road surface is poor or the weather is bad.

General Motors
GM also sells vehicles with Level 2 automation but, after buying Silicon Valley startup Cruise Automation in 2016, now plans to launch the first mass-production-ready Level 5 autonomy vehicle that drives completely on its own by 2019. The Cruise AV will have no steering wheel or pedals to allow a human to take over and be part of a large fleet of driverless taxis the company plans to operate in big cities. But crucially the company hasn’t yet secured permission to test the car on public roads.

Waymo (Google)

Waymo Level 5 testing. Image Credit: Waymo

Founded as a special project in 2009, Waymo separated from Google (though they’re both owned by the same parent firm, Alphabet) in 2016. Though it has never made, sold, or operated a car on a commercial basis, Waymo has created test vehicles that have clocked more than 4 million miles without human drivers as of November 2017. Waymo tested its Level 5 car, “Firefly,” between 2015 and 2017 but then decided to focus on hardware that could be installed in other manufacturers’ vehicles, starting with the Chrysler Pacifica.

The taxi-hailing app maker Uber has been testing autonomous cars on the streets of Pittsburgh since 2016, always with an employee behind the wheel ready to take over in case of a malfunction. After buying the self-driving truck company Otto in 2016 for a reported $680 million, Uber is now expanding its AI capabilities and plans to test NVIDIA’s latest chips in Otto’s vehicles. It has also partnered with Volvo to create a self-driving fleet of cars and with Toyota to co-create a ride-sharing autonomous vehicle.

The first major car manufacturer to come from Silicon Valley, Tesla was also the first to introduce Level 2 autopilot back in 2015. The following year, it announced that all new Teslas would have the hardware for full autonomy, meaning once the software is finished it can be deployed on existing cars with an instant upgrade. Some experts have challenged this approach, arguing that the company has merely added surround cameras to its production cars that aren’t as capable as the laser-based sensing systems that most other carmakers are using.

But the company has collected data from hundreds of thousands of cars, driving millions of miles across all terrains. So, we shouldn’t dismiss the firm’s founder, Elon Musk, when he claims a Level 4 Tesla will drive from LA to New York without any human interference within the first half of 2018.


Who’s leading the race? Image Credit: IMD

At the moment, the disruptors like Tesla, Waymo, and Uber seem to have the upper hand. While the traditional automakers are focusing on bringing Level 3 and 4 partial automation to market, the new companies are leapfrogging them by moving more directly towards Level 5 full automation. Waymo may have the least experience of dealing with consumers in this sector, but it has already clocked up a huge amount of time testing some of the most advanced technology on public roads.

The incumbent carmakers are also focused on the difficult process of integrating new technology and business models into their existing manufacturing operations by buying up small companies. The challengers, on the other hand, are easily partnering with other big players including manufacturers to get the scale and expertise they need more quickly.

Tesla is building its own manufacturing capability but also collecting vast amounts of critical data that will enable it to more easily upgrade its cars when ready for full automation. In particular, Waymo’s experience, technology capability, and ability to secure solid partnerships puts it at the head of the pack.

This article was originally published on The Conversation. Read the original article.

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#432152 Why Elon Musk Is Stepping Down from AI ...

The move could have implications for artificial intelligence development at Tesla. Continue reading

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#431559 Drug Discovery AI to Scour a Universe of ...

On a dark night, away from city lights, the stars of the Milky Way can seem uncountable. Yet from any given location no more than 4,500 are visible to the naked eye. Meanwhile, our galaxy has 100–400 billion stars, and there are even more galaxies in the universe.
The numbers of the night sky are humbling. And they give us a deep perspective…on drugs.
Yes, this includes wow-the-stars-are-freaking-amazing-tonight drugs, but also the kinds of drugs that make us well again when we’re sick. The number of possible organic compounds with “drug-like” properties dwarfs the number of stars in the universe by over 30 orders of magnitude.
Next to this multiverse of possibility, the chemical configurations scientists have made into actual medicines are like the smattering of stars you’d glimpse downtown.
But for good reason.
Exploring all that potential drug-space is as humanly impossible as exploring all of physical space, and even if we could, most of what we’d find wouldn’t fit our purposes. Still, the idea that wonder drugs must surely lurk amid the multitudes is too tantalizing to ignore.
Which is why, Alex Zhavoronkov said at Singularity University’s Exponential Medicine in San Diego last week, we should use artificial intelligence to do more of the legwork and speed discovery. This, he said, could be one of the next big medical applications for AI.
Dogs, Diagnosis, and Drugs
Zhavoronkov is CEO of Insilico Medicine and CSO of the Biogerontology Research Foundation. Insilico is one of a number of AI startups aiming to accelerate drug discovery with AI.
In recent years, Zhavoronkov said, the now-famous machine learning technique, deep learning, has made progress on a number of fronts. Algorithms that can teach themselves to play games—like DeepMind’s AlphaGo Zero or Carnegie Mellon’s poker playing AI—are perhaps the most headline-grabbing of the bunch. But pattern recognition was the thing that kicked deep learning into overdrive early on, when machine learning algorithms went from struggling to tell dogs and cats apart to outperforming their peers and then their makers in quick succession.
[Watch this video for an AI update from Neil Jacobstein, chair of Artificial Intelligence and Robotics at Singularity University.]

In medicine, deep learning algorithms trained on databases of medical images can spot life-threatening disease with equal or greater accuracy than human professionals. There’s even speculation that AI, if we learn to trust it, could be invaluable in diagnosing disease. And, as Zhavoronkov noted, with more applications and a longer track record that trust is coming.
“Tesla is already putting cars on the street,” Zhavoronkov said. “Three-year, four-year-old technology is already carrying passengers from point A to point B, at 100 miles an hour, and one mistake and you’re dead. But people are trusting their lives to this technology.”
“So, why don’t we do it in pharma?”
Trial and Error and Try Again
AI wouldn’t drive the car in pharmaceutical research. It’d be an assistant that, when paired with a chemist or two, could fast-track discovery by screening more possibilities for better candidates.
There’s plenty of room to make things more efficient, according to Zhavoronkov.
Drug discovery is arduous and expensive. Chemists sift tens of thousands of candidate compounds for the most promising to synthesize. Of these, a handful will go on to further research, fewer will make it to human clinical trials, and a fraction of those will be approved.
The whole process can take many years and cost hundreds of millions of dollars.
This is a big data problem if ever there was one, and deep learning thrives on big data. Early applications have shown their worth unearthing subtle patterns in huge training databases. Although drug-makers already use software to sift compounds, such software requires explicit rules written by chemists. AI’s allure is its ability to learn and improve on its own.
“There are two strategies for AI-driven innovation in pharma to ensure you get better molecules and much faster approvals,” Zhavoronkov said. “One is looking for the needle in the haystack, and another one is creating a new needle.”
To find the needle in the haystack, algorithms are trained on large databases of molecules. Then they go looking for molecules with attractive properties. But creating a new needle? That’s a possibility enabled by the generative adversarial networks Zhavoronkov specializes in.
Such algorithms pit two neural networks against each other. One generates meaningful output while the other judges whether this output is true or false, Zhavoronkov said. Together, the networks generate new objects like text, images, or in this case, molecular structures.
“We started employing this particular technology to make deep neural networks imagine new molecules, to make it perfect right from the start. So, to come up with really perfect needles,” Zhavoronkov said. “[You] can essentially go to this [generative adversarial network] and ask it to create molecules that inhibit protein X at concentration Y, with the highest viability, specific characteristics, and minimal side effects.”
Zhavoronkov believes AI can find or fabricate more needles from the array of molecular possibilities, freeing human chemists to focus on synthesizing only the most promising. If it works, he hopes we can increase hits, minimize misses, and generally speed the process up.
Proof’s in the Pudding
Insilico isn’t alone on its drug-discovery quest, nor is it a brand new area of interest.
Last year, a Harvard group published a paper on an AI that similarly suggests drug candidates. The software trained on 250,000 drug-like molecules and used its experience to generate new molecules that blended existing drugs and made suggestions based on desired properties.
An MIT Technology Review article on the subject highlighted a few of the challenges such systems may still face. The results returned aren’t always meaningful or easy to synthesize in the lab, and the quality of these results, as always, is only as good as the data dined upon.
Stanford chemistry professor and Andreesen Horowitz partner, Vijay Pande, said that images, speech, and text—three of the areas deep learning’s made quick strides in—have better, cleaner data. Chemical data, on the other hand, is still being optimized for deep learning. Also, while there are public databases, much data still lives behind closed doors at private companies.
To overcome the challenges and prove their worth, Zhavoronkov said, his company is very focused on validating the tech. But this year, skepticism in the pharmaceutical industry seems to be easing into interest and investment.
AI drug discovery startup Exscientia inked a deal with Sanofi for $280 million and GlaxoSmithKline for $42 million. Insilico is also partnering with GlaxoSmithKline, and Numerate is working with Takeda Pharmaceutical. Even Google may jump in. According to an article in Nature outlining the field, the firm’s deep learning project, Google Brain, is growing its biosciences team, and industry watchers wouldn’t be surprised to see them target drug discovery.
With AI and the hardware running it advancing rapidly, the greatest potential may yet be ahead. Perhaps, one day, all 1060 molecules in drug-space will be at our disposal. “You should take all the data you have, build n new models, and search as much of that 1060 as possible” before every decision you make, Brandon Allgood, CTO at Numerate, told Nature.
Today’s projects need to live up to their promises, of course, but Zhavoronkov believes AI will have a big impact in the coming years, and now’s the time to integrate it. “If you are working for a pharma company, and you’re still thinking, ‘Okay, where is the proof?’ Once there is a proof, and once you can see it to believe it—it’s going to be too late,” he said.
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#431553 This Week’s Awesome Stories From ...

Boston Dynamics’ Atlas Robot Does Backflips Now and It’s Full-Tilt InsaneMatt Simon | Wired “To be clear: Humanoids aren’t supposed to be able to do this. It’s extremely difficult to make a bipedal robot that can move effectively, much less kick off a tumbling routine.”

This Is the Tesla Semi TruckZac Estrada | The Verge“What Tesla has done today is shown that it wants to invigorate a segment, rather than just make something to comply with more stringent emissions regulations… And in the process, it’s trying to do for heavy-duty commercial vehicles what it did for luxury cars—plough forward in its own lane.”
Should Facebook Notify Readers When They’ve Been Fed Disinformation?Austin Carr | Fast Company “It would be, Reed suggested, the social network equivalent of a newspaper correction—only one that, with the tech companies’ expansive data, could actually reach its intended audience, like, say, the 250,000-plus Facebook users who shared the debunked YourNewsWire.com story.”
Brain Implant Boosts Memory for First Time EverKristin Houser | NBC News “Once implanted in the volunteers, Song’s device could collect data on their brain activity during tests designed to stimulate either short-term memory or working memory. The researchers then determined the pattern associated with optimal memory performance and used the device’s electrodes to stimulate the brain following that pattern during later tests.”
Yale Professors Race Google and IBM to the First Quantum ComputerCade Metz | New York Times “Though Quantum Circuits is using the same quantum method as its bigger competitors, Mr. Schoelkopf argued that his company has an edge because it is tackling the problem differently. Rather than building one large quantum machine, it is constructing a series of tiny machines that can be networked together. He said this will make it easier to correct errors in quantum calculations—one of the main difficulties in building one of these complex machines.”
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