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Interesting technical problems, smart, driven and accomplished colleagues, high compensation

Terrible WLB, favoritism, management churn, backstabbing, difficult industry, uncertain future.

Cruise automation comp / levels

Considering a cruise offer (SWE). 1. What time horizon do people actually think the PSUs will be paid out over? 2. I hear rumors of large amounts of level inflation. Are your IC4s actually similar to Google/FB T5/E5? Is your staff actually close to Google T6?

Cruise Automation Comp Evaluation

Wondering what compensation is like at Cruise. Base: 158k RSU: 120k/4 years PSU: 30k (annually) IC2 offer with 218k TC What is the compensation range for IC2; and where does this compensation offer listed above stand within that range?

Cruise Automation compensation and title

What is the expected TC for Sr. engineer position at Cruise. Current offer is TC of 240k. Is this good ? I m PhD + 6 YoE. Suggestions pls. Also should I ask for staff engineer ??

Don't join Cruise automation - reduce in total comp / Benefits

Early in Q1, they announced no increase in base pay for all employees not getting promotion. Then, they announced Permanent-reduction of bonus targets by 50%. Then RSUs price dropped and didn't recover even after tech market recovered significantly. Now they announced, reduction in benefits and t ... Read more

Cruise automation compensation for senior software engineer

Have an onsite interview call for cruise automation . How much TC can I expect from them ? Yoe: 5 Current TC: 340k Also how is the culture and work life balance ?

Cruise Automation Senior Data Scientist Comp

Any intel? I have a PhD and about 4 YOE.

Cruise compensation?

I am a L6 Product Manager at FB (was at Yelp). A recruiter reached out for a role at Cruise. It seems like an interesting area to work on. Are they competitive with total compensation of FB? Do they give pre ipo stocks or gm stocks?

Comp for Sr Hardware Engineer at Cruise Automation?

Can anyone tell me what the comp expectation is for this role. Tried searching online but can't find any info. Also what are the levels like? Thanks! 🙏

Cruise Compensation

What's the average compensation for SWE at Cruise with 1-2 YOE?

Cruise Layoffs -> Comp Increase

Sometimes companies reward the people who stay when others get laid off. What’s the situation at Cruise now? 🥜? 💰?

Cruise comp expectations

I've been told verbally I'm getting an offer, and I have an upcoming phone conversation with the recruiter to go over comp. I'd like to be prepared for the conversation. What can I expect? Senior 1 Software Engineer 6 YOE

Cruise compensation question.

I interviewed and found out I did very well for a senior position at Cruise, Seattle location. If the recruiter is asking for desired compensation, what should I say? Currently 6.5 YOE

Cruise Director Comp

Anyone have info on Director level comp for Cruise? Or at the very least Sr. Manager? Senior level leader with FAANG experience, 15+ yoe and multiple grad degrees. Thanks all

Comp Expectations Cruise L7 TPM

Took a gamble on Rivian that hasn’t paid off. Haven’t been RIF’d yet but things are feeling pretty out of control here and I’ve had enough. I suspect next big cuts will target employees in the Bay Area. Im in process of interviewing for Sr. Staff TPM role at Cruise and things are going pretty well. ... Read more

Cruise compensation model?

Yo, How does the compensation work at Cruise? Specifically considering they’re owned by GM. Thanks blind fam. #cruise #cruiseautomation

Compensation at Cruise

How much cash and equity would be a fair offer at Cruise for a Senior Software Engineer position? I have 3 YOE in industry, 4 years postdoc experience. They are going to discuss a verbal offer with me so I would like to know in advange. Thanks. Current TC: 180k

Cruise Equity Compensation

Anyone know how their equity comp works? How liquid is it? From what I've heard they're giving Cruise RSUs and no longer giving GM equity. #cruise #cruiseautomation #equity #compensation

Cruise Senior staff (L7) compensation

What is current salary range for for L7 in cruise for a new hire? Recruiter wanted to know the expectation before starting the process. Current TC: 480k

Cruise comp evaluation

base / yearly stock / bonus 180k / 81k / 56k yoe: 10 for Sr. PM technical is this a good offer? they are considering at IC4 level. will they go up a level based on yoe after this stage?

Cruise comp numbers

Does anyone know the max base, RSU, signon at Cruise for L5 level? Do RSUs at L5 there go above 200k/yr (>800k over 4 yrs)? I referred to levels.fyi for SF but the numbers there seem much lower. #negotiateoffer

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Cruise Automation — A Self-Driving Car Startup

Cruise Automation is a self-driving car company whose goal is to deploy safe self-driving cars at scale.

Founded in 2013, they develop self-driving cars that can take passengers from A to B in a safe and comfortable way. I got interested in their system and watched a few videos and interviews to get back to you with a concise analysis.

What’s behind their system? What algorithms are in use? Can they compete with Waymo and Tesla to provide autonomous driving at scale?

Let’s take a look at Cruise Automation…

📩 Before we start, I made a Self-Driving Car Mindmap that you can receive if you join the daily emails .

This is the most efficient way to understand autonomous tech in depth and join the industry faster than anyone else.

How it started

Cruise was founded around 2013 by Kyle Vogt and Dan Kan. Their main activity was highway Autopilot for Audi: Identifying lane lines with a RADAR/Camera system.

Then, Cruise wanted to do more: and moved to fully autonomous cars:

In 2015, they added LiDAR to allow for urban driving.

The startup went to an acceleration program called Y-Combinator.

A year later, they got acquired by General Motors and grew massively.

They moved the garage a few times, and named all of their self-driving cars after MARVEL’s characters: Scarlett, Iron Man, …

Today, Cruise is a huge team of over 1,600 engineers working to solve on of the most interesting and challenging problem of them all: Urban Autonomous Driving.

Self-Driving Cars in one image

This article will detail the Perception stack, and then briefly mention the rest.

In this interview from 2017 , former Head of Computer Vision Peter Gao described Cruise’s problem as tough and unpredictable.

Funny story, I looked for Peter Gao on LinkedIn and found a second Peter Gao, also working on self-driving cars… but for Waymo.

Cruise’s Perception system uses LiDARs, Cameras, and RADARs. Cameras and RADARs can be a good fit for highway autopilot, but LiDAR adds a lot of information when it comes to urban driving and pedestrian detection.

Let’s start with the camera…

In this article, I’ll mention a process called “Sensor Fusion”… the idea is to fuse data coming from different sensors (for example a camera and a LiDAR) and thus take advantage of both sensors. More on Sensor Fusion here .

How does the Computer Vision system work?

Computer Vision is everywhere in autonomous driving: to find lane lines, obstacles, or even traffic signs and lights… we need to use the camera and Computer Vision algorithms…

Cruise has a process of working in 5 Steps:

Camera Calibration

• Time Calibration  — Sensor Fusion
• Labeling  — Active Learning
• Big Data  — Fleet Management
• Perception Tasks  — Detection, Tracking, …

Every camera needs calibration. It helps with 3D geometry, but also to get an accurate image.

Intrinsic Calibration helps with camera image rectification  — removing the GoPro effect and thus having a rectified image.

Extrinsic Calibration is a camera/car calibration  — it helps with Sensor Fusion and 3D projections later.

In the following image, you can see the results of extrinsic calibration. The closer the object, the greener.

👉 If you’d like to learn more about LiDAR Camera Fusion, I invite you to take my course LEARN VISUAL FUSION: Expert Techniques for LiDAR/Camera Fusion in Self-Driving Cars

Time Calibration

One of the key aspects of Sensor Fusion is to match a frame from a camera to a frame from the LiDAR…but these must be taken at the exact same time!

Time Calibration is made using a process called phase locking: the LiDAR is scheduled to arrive at a certain point of the rotation at a certain point in time.

There is a lot of Machine Learning at Cruise. Labeling is therefore an essential task.

2D Obstacles, tracking, lane lines, freespace, traffic lights and signs, hazard lights, and much more must be detected…

Every vehicle generates hundreds of Terabytes every single day. If you’ve followed my course START WITH ROS , you know that a 20 seconds recording is already over 5 Gb.

The number of cars is set to grow exponentially, and the resolution of cameras as well…

Cruise uses Spark to aggregate data and do cool operations such as query or even multi-machine training…

We have a brief idea of the sensors, and the pipeline cruise uses. How do they actually detect obstacles?

Autonomous Driving Tasks

Cruise is doing Urban driving. Urban driving introduces a lot of complex scenarios that are not present in community driving or highway driving. For example, we must detect traffic lights, define and understand what is a double parked cars, overtake a vehicle, predict their moves, …

​Traffic Light Detection

Cruise drives primarily in San Francisco, here’s an example of the traffic lights they classified.

As you can see, the problem is complex : it’s not just green, yellow, and red.

There can be multiple colours, directions, flashing lights, and all of these new things every single day.

The problem is still a classification/obstacle detection one, but with more than the 3 classes you would expect. In reality, traffic lights and signs are some of the most difficult problems due to the diversity of signs we can have for a single class.

As a comparison, it’s only a few months ago in 2020 that Tesla (which leads the automation race so far) announced it can now detect traffic lights.

3D Obstacle Detection & Sensor Fusion

Cruise detects obstacles in 2D, and then transpose them in the 3D space.

How? The 2D obstacles are fused with LiDAR and RADAR 3D features, and then projected thanks to the camera’s extrinsic parameters.

In my Visual Fusion Course , I describe two fusion processes called Early and Late Fusion.

Early fusion is about fusing the pixels and images features with the LiDAR point cloud before even running a detection algorithm. The fusion is the first operation made.

Late fusion is about fusing the independent results: a 2D bounding Box coming from a camera with a 3D one coming from a LIDAR.

Cruise is doing late fusion: Obstacles are processed individually, and then fused.

In the following image, you can see 2D obstacles (on the left) and their 3D projection (on the right).

Vehicle Light Detection — Double Parked Vehicles

Cruise drives mainly in San Francisco. When getting used to this city, they noticed something very common: double parked vehicles.

In San Francisco, double parked vehicles are everywhere. Whether it’s legal or not, it happens. A self-driving car has to adapt… or it will never drive over a minute.

From the same source (VentureBeat) — In order to do this, Cruise’s cars must first identify them, which they accomplish by “looking” for a number of cues such as vehicles’ distance from road edges, the appearance of brake and hazard lights, and distance from the furthest intersection. They additionally use contextual cues like vehicle type (delivery trucks double-park frequently), construction activity, and the relative scarcity of nearby parking. […]

And later we can read that Recurrent Neural Networks (RNNs) are used to determine whether or not a car is double parked thanks to their long-term memories. We can’t determine if a car is double-parked using a single frame, we must use a sequence of images.

The Vehicle Light detection model which allows to:

• confirm if a car is parked
• detect if a park is momentarily stopped (hazard lights)
• detect car intents with directionals

The planning system can then adapt: if a car is stopped but with no directionals, it can mean that it’s just paused for a few seconds. So we shouldn’t overtake.

If it’s stopped and has the hazard lights on, let’s overtake.

Those are the core elements of Perception.

Obstacle Prediction

Today, a Cruise vehicle can detect a lot, it can even predict pedestrian and car intents for the future. Every obstacle will have this green arrow representing the future positions.

Prediction is when we take the detected obstacles and project their state (position, velocity) a few seconds into the future…

In my Tracking Pack , I use obstacle detection, Hungarian matching, and Kalman Filters to implement the SORT algorithm that detects, tracks, and predict every obstacle’s position. Cruise is probably using similar techniques too, but when it comes to intersections, it’s purely a learning approach.

Cruise has a fleet of dozens of vehicles: they leverage it.

How? Every vehicle is independently seeing different situations, and can therefore learn from the other vehicles.

Vehicles drove thousands of hours in San Francisco… They learned the trajectories in specific situations. There are some edge cases, a lot of them, but it’s still a learning problem.

In the following image, we can see a simplified vision of their approach…

First, we can see that this is a classification problem. The vehicle has a 30% chance of turning right, 30% left, and 40% chance of going straight.

Trajectories are computed, with likely (green) and unlikely (black) ones.

The model is evaluated, and there is a retraining process in a closed feedback loop.

Let’s see it in more detail...

This is similar to an active learning problem : but they call it Continuous Fleet Learning.

Today, Cruise’s system is so much more powerful than what I just quoted.

Cruise has been able to drive for years in San Francisco…

They can do specific maneuvers like unprotected lefts, but they also can drive in streets full of children safely, climb hills, and they only need about 1 operator for every 10 vehicles.

Their system is impressive and very smooth but we don’t know much about their time spent driving outside of San Francisco.

It raises an important question about Company owned Fleet and Customer Owned Fleet.

Tesla is not controlling its fleet, the users are. They can be in the UK, in France, or in the US. And it’s data from all of these countries fed to Tesla’s system.

Cruise decides where the fleet is operating but therefore is not forced to discover new regions.

A final word on the controllers used. The goal of the control command part is to generate a steering angle and an acceleration value to follow the computed trajectory.

Cruise uses a Model Predictive Control algorithm to do so. You can read more about these type of algorithms in my article Control Command in Self-Driving Cars .

Building Self-Driving Cars is a dream, and not an easy one. With their system, Cruise proves that it can compete with the most advanced companies in the world by using state of the art algorithms, and continuously evolving their system.

I built Think Autonomous based on my field experience and with the simple objective to help you join the self-driving car industry. Whatever you decide, just keep that in mind: it’s possible, if you put your mind to it.

Learn more about Cruise—

Some images are from this video , specifically about prediction.

If you’d like to see Cruise in 2020, you can watch this great interview from Cruise’s founder Kyle Vogt .

Cruise built a ROS Visualizer called Webviz. It allows you to see RADAR output, LiDAR point clouds, and camera images. Play with it here .

👉 It’s very similar to the work we do in my course START WITH ROS: Build Real Robotics Applications on the edge that I highly recommend to get closer to real self-driving car building.

Cruise’s interns seem happy 😛 Watch their video here .

You can learn more about Cruise on their website .

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In California, self-driving cars are immune to traffic tickets

Anyone living in San Francisco knows that the city has been a testing ground for hundreds of self-driving cars – and there is probably a good reason why. In light of a series of incidents, including a pedestrian who was seriously injured by a Cruise robotaxi last year, California law enforcement has its hands tied when it comes to issuing moving violations when no human is behind the wheel.

Rule change now allows deliveries of self-driving vehicles without steering wheels or pedals

The U.S. National Highway Traffic Safety Administration (NHTSA) has officially changed a long-standing rule that is now creating a path for automakers to deliver self-driving vehicles without steering wheels or pedals.

Cruise receives $5 billion credit line from GM to purchase Origin EVs

In a Tweet earlier today, autonomous rideshare company Cruise, announced it has secured a multi-year credit line of $5 billion from GM financial, to help purchase thousands of Origin vehicles. This new credit line will give Cruise $10 billion in total capital to help roll out its autonomous Origin vehicles manufactured by GM.

• Chevy Bolt EV
• Jaguar I-Pace

Waymo and Cruise hope to charge for autonomous rides in California [update]

Autonomous rideshare rivals Waymo and Cruise have both reportedly applied for permits to charge passengers for self-driving rides in the San Francisco Bay area. Some of the applications are still under review, but it could be a major step toward autonomous rideshare vehicles operating as commonplace soon.

Voyage acquired by Cruise to advance self-driving services

Self-driving startup Voyage announced it has been acquired by Cruise, a larger autonomous driving company. The California-based company previously made breakthroughs in self-driving technologies by transporting senior citizens around their communities. Voyage looks to pair its previous research with Cruise’s substantial resources to expand self-driving services to all.

GM’s Cruise self-driving startup raises $2 billion led by Microsoft

GM announced that Cruise, its self-driving startup, has raised a new $2 billion financing round led by Microsoft.

The software giant is putting some skin in the self-driving game.

GM pushes feds to approve Chevy Bolts with no steering wheel

It’s been nearly two years since GM provided images of a next-generation Bolt EV that lacks a steering wheel or pedals. All of a sudden, in the past couple weeks, top GM execs have been talking up its electric hatch as a self-driving platform. Now Reuters reports that CEO Mary Barra met last week with US Transportation Secretary Elaine Chao to discuss getting those robo-Bolts on the road.

Expand Expanding Close

GM’s self-driving unit Cruise gets $1.15 billion investment, now valued at $19 billion

Cruise Automation announced today it’s secured a new $1.15 billion in funding, the latest in a long line of large investments into GM’s self-driving division.

GM is bringing its all-electric and autonomous Chevy Bolt EV prototypes to New York

After testing their all-electric and autonomous Chevy Bolt EV prototypes in California, Michigan, and Arizona, GM’s Cruise Automation vehicles are going to New York City to further test their system in a difficult traffic environment. Expand Expanding Close

GM claims to be ready to mass produce self-driving Chevy Bolt EVs

As part of its effort to bring self-driving vehicles to market, GM has claimed today that their autonomous driving division has produced “the first real self-driving car (really).” Expand Expanding Close

GM’s Cruise launches beta autonomous ride-sharing app with Chevy Bolt EVs

GM’s autonomous driving division, Cruise Automation, announced the launch of the beta version of its autonomous ride-sharing app currently being used by employees in San Francisco, where they operate a fleet of autonomous Chevy Bolt EV test vehicles.

The new service is called ‘Cruise Anywhere’ and the company claims that it is already becoming the primary mode of transport for some of its employees. Expand Expanding Close

GM announces completed production of 130 autonomous Chevy Bolt EVs

Earlier this year, GM announced that it is growing its fleet of autonomous Chevy Bolt EV prototypes for its ‘GM Cruise’ startup.

Now the automaker announced the completion of the first batch of 130 prototypes at its Orion Assembly Plant located in Orion Township, Michigan. Expand Expanding Close

Watch GM’s self-driving Chevy Bolt EV prototype slow down for a raccoon [Video]

Cruise Automation, GM’s startup working on self-driving technology, has been releasing videos of its Bolt EV prototypes driving autonomously around San Francisco in order to show its progress.

The latest one released today shows the vehicle at night, which can create different driving conditions – like encounters with nocturnal creatures. Expand Expanding Close

GM is increasing its self-driving Chevy Bolt EV test fleet to 300 vehicles – likely largest fleet yet

As we often like to highlight when talking about self-driving development programs, data can make all the difference. And the best way to accumulate a lot of data is through large test fleets. While Tesla went the way of adding sensors to all its production vehicles to gather data, most other automakers and tech companies are doing it through captive test fleets, which all vary in sizes.

GM could be about to get the largest of those fleets by increasing their number of test vehicles, Chevy Bolt EVs with Cruise Automation’s sensor suite, from just 50 to 300. Expand Expanding Close

GM turns to California for self-driving talent, announces 1,100 new jobs through Cruise Automation

Last year, GM stepped into the autonomous driving scene by acquiring Cruise Automation, a startup  with Tesla Autopilot engineering talent and founded by Twitch co-founder . It enabled GM to tap into the software talent in California to build its future self-driving technology.

Now GM announces that it plans to add 1,100 jobs in California through Cruise in order to expand its self-driving effort. The move is likely to make the hiring scene for autonomous driving even more competitive for companies than it already is… Expand Expanding Close

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GM acquires self-driving car startup with Tesla Autopilot engineering talent and founded by Twitch co-founder

GM confirmed today that it is acquiring the self-driving car startup Cruise Automation for an undisclosed amount. The company was founded in 2013 by Kyle Vogt who is best known for being one of the co-founder of the streaming website Twitch.

Cruise’s goal was to build self-driving technology that works on your existing car, which took the form of the sensor package RP-1 prototype (see picture above and video below). Expand Expanding Close

GM's Cruise Automation picks up another $1.15 billion investment

The money comes from a number of institutional investors.

Aside from the lidar emitters up top, and the livery on the side, you'd have a hard time telling this Bolt EV apart from a regular one.

Cruise Automation, an AV startup with GM's backing, has said in the past that it wants to double its workforce in 2019, and with a massive new investment, it's one step closer to reality.

Cruise Automation announced on Tuesday that it has received an equity investment of $1.15 billion. The money comes from a group of institutional investors including T. Rowe Price, General Motors , Honda and SoftBank Vision Fund. This investment has boosted Cruise's valuation to $19 billion, and it's raised $7.25 billion in capital since its founding in 2013.

Considering what Cruise intends to launch next, the company can use all the money it can scrounge up. Cruise intends to introduce a self-driving taxi service, similar to Waymo One , and in order for that to happen, it needs to expand. To that end, Cruise hopes to hire some 1,000 people over the course of the year.

The startup's service will likely use modified Chevrolet Bolt EVs rolling off the same line in Michigan as the regular Bolt EV . GM has been building them at Lake Orion since 2017, adding the hardware and software that converts these cars from regular EVs to vehicles capable of running Cruise's autonomous development kit.

That's not all Cruise is cooking up, either. After Honda made a $750 million equity investment in Cruise late last year, the two companies announced that they would join forces to develop a unique autonomous vehicle for an unspecified "global deployment." It's unclear if this would be part of Cruise's robotaxi service, but it doesn't seem likely, given the length of vehicle development. But when it comes to future AV ride-sharing schemes, you might find something like it on a street near you.

General Motors Cruise AV is more than a Bolt without a steering wheel

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G.M.’s Cruise Moved Fast in the Driverless Race. It Got Ugly.

Cruise has hired a law firm to investigate how it responded to regulators, as its cars sit idle and questions grow about its C.E.O.’s expansion plans.

By Tripp Mickle ,  Cade Metz and Yiwen Lu

Tripp Mickle, Cade Metz and Yiwen Lu have been reporting throughout the year on the rollout of robot taxis in San Francisco.

Two months ago, Kyle Vogt, the chief executive of Cruise, choked up as he recounted how a driver had killed a 4-year-old girl in a stroller at a San Francisco intersection. “It barely made the news,” he said, pausing to collect himself. “Sorry. I get emotional.”

To make streets safer, he said in an interview, cities should embrace self-driving cars like those designed by Cruise, a subsidiary of General Motors. They do not get distracted, drowsy or drunk, he said, and being programmed to put safety first meant they could substantially reduce car-related fatalities.

Now Mr. Vogt’s driverless car company faces its own safety concerns as he contends with angry regulators, anxious employees, and skepticism about his management and the viability of a business that he has often said will save lives while generating billions of dollars.

On Oct. 2, a car hit a woman in a San Francisco intersection and flung her into the path of one of Cruise’s driverless taxis . The Cruise car ran over her, briefly stopped and then dragged her some 20 feet before pulling to the curb, causing severe injuries.

California’s Department of Motor Vehicles last week accused Cruise of omitting the dragging of the woman from a video of the incident it initially provided to the agency. The D.M.V. said the company had “misrepresented” its technology and told Cruise to shut down its driverless car operations in the state.

Two days later, Cruise went further and voluntarily suspended all of its driverless operations around the country, taking 400 or so driverless cars off the road. Since then, Cruise’s board has hired the law firm Quinn Emanuel to investigate the company’s response to the incident, including its interactions with regulators, law enforcement and the media.

The board plans to evaluate the findings and any recommended changes. Exponent, a consulting firm that evaluates complex software systems, is conducting a separate review of the crash, said two people who attended a companywide meeting at Cruise on Monday.

Cruise employees worry that there is no easy way to fix the company’s problems, said five former and current employees and business partners, while its rivals fear Cruise’s issues could lead to tougher driverless car rules for all of them.

Company insiders are putting the blame for what went wrong on a tech industry culture — led by the 38-year-old Mr. Vogt — that put a priority on the speed of the program over safety. In the competition between Cruise and its top driverless car rival, Waymo, Mr. Vogt wanted to dominate in the same way Uber dominated its smaller ride-hailing competitor, Lyft.

“Kyle is a guy who is willing to take risks, and he is willing to move quickly. He is very Silicon Valley,” said Matthew Wansley, a professor at the Cardozo School of Law in New York who specializes in emerging automotive technologies. “That both explains the success of Cruise and its mistakes.”

When Mr. Vogt spoke to the company about its suspended operations on Monday, he said that he did not know when they could start again and that layoffs could be coming, according to two employees who attended the companywide meeting.

He acknowledged that Cruise had lost the public’s trust, the employees said, and outlined a plan to win it back by being more transparent and putting more emphasis on safety. He named Louise Zhang, vice president of safety, as the company’s interim chief safety officer and said she would report directly to him.

“Trust is one of those things that takes a long time to build and just seconds to lose,” Mr. Vogt said, according to attendees. “We need to get to the bottom of this and start rebuilding that trust.”

Cruise declined to make Mr. Vogt available for an interview. G.M. said in a statement that its “commitment to Cruise with the goal of commercialization remains steadfast.” It said it believed in the company’s mission and technology and supported its steps to put safety first.

Mr. Vogt began working on self-driving cars as a teenager. When he was 13, he programmed a Power Wheels ride-on toy car to follow the yellow line in a parking lot. He later participated in a government-sponsored self-driving car competition while studying at the Massachusetts Institute of Technology.

In 2013, he started Cruise Automation. The company retrofitted conventional cars with sensors and computers to operate autonomously on highways. He sold the business three years later to G.M. for $1 billion .

After the deal closed, Dan Ammann, G.M.’s president, took over as Cruise’s chief executive, and Mr. Vogt became its president and chief technology officer.

As president, Mr. Vogt built out Cruise’s engineering team while the company expanded to about 2,000 employees from 40, former employees said. He championed bringing cars to as many markets as fast as possible, believing that the speedier the company moved, the more lives it would save, former employees said.

In 2021, Mr. Vogt took over as chief executive. Mary T. Barra, G.M.’s chief executive, began including Mr. Vogt on earnings calls and presentations, where he hyped the self-driving market and predicted that Cruise would have one million cars by 2030.

Mr. Vogt pressed his company to continue its aggressive expansion, learning from problems its cars ran into while driving in San Francisco. The company charged an average of $10.50 per ride in the city.

After a Cruise vehicle collided with a Toyota Prius driving in a bus lane last summer, some people at the company proposed having its vehicles temporarily avoid streets with bus lanes, former employees said. But Mr. Vogt vetoed that idea, saying Cruise’s vehicles needed to continue to drive those streets to master their complexity. The company later changed its software to reduce the risk of similar accidents.

In August, a Cruise driverless car collided with a San Francisco fire truck that was responding to an emergency. The company later changed the way its cars detect sirens .

But after the crash, city officials and activists pressured the state to slow Cruise’s expansion. They also called on Cruise to provide more data about collisions, including documentation of unplanned stops, traffic violations and vehicle performance, said Aaron Peskin, president of San Francisco’s Board of Supervisors.

“Cruise’s corporate behavior over time has increasingly led to a lack of trust,” Mr. Peskin said.

With its business frozen, there are concerns that Cruise is becoming too much of a financial burden on G.M. and is hurting the auto giant’s reputation. Ms. Barra told investors that Cruise had “tremendous opportunity to grow” just hours before California’s D.MV. told Cruise to shut down its driverless operations.

Cruise has not collected fares or ferried riders in more than a week. In San Francisco, Phoenix, Dallas, Houston, Miami, and Austin, Texas, hundreds of Cruise’s white and orange Chevrolet Bolts sit stagnant. The shutdown complicates Cruise’s ambition of hitting its goal of $1 billion of revenue in 2025.

G.M. has spent an average of $588 million a quarter on Cruise over the past year, a 42 percent increase from a year ago. Each Chevrolet Bolt that Cruise operates costs $150,000 to $200,000, according to a person familiar with its operations.

Half of Cruise’s 400 cars were in San Francisco when the driverless operations were stopped. Those vehicles were supported by a vast operations staff, with 1.5 workers per vehicle. The workers intervened to assist the company’s vehicles every 2.5 to five miles, according to two people familiar with is operations. In other words, they frequently had to do something to remotely control a car after receiving a cellular signal that it was having problems.

To cover its spiraling costs, G.M. will need to inject or raise more funds for the business, said Chris McNally, a financial analyst at Evercore ISI. During a call with analysts in late October, Ms. Barra said G.M. would share its funding plans before the end of the year.

Tripp Mickle reports on Apple and Silicon Valley for The Times and is based in San Francisco. His focus on Apple includes product launches, manufacturing issues and political challenges. He also writes about trends across the tech industry, including layoffs, generative A.I. and robot taxis.  More about Tripp Mickle

Cade Metz is a technology reporter and the author of “Genius Makers: The Mavericks Who Brought A.I. to Google, Facebook, and The World.” He covers artificial intelligence, driverless cars, robotics, virtual reality and other emerging areas. More about Cade Metz

Yiwen Lu reports on technology for The New York Times. More about Yiwen Lu

Driverless Cars and the Future of Transportation

Autonomous taxis have arrived in car-obsessed Los Angeles, the nation’s second most populous city. But some Angelenos aren’t ready to go driverless .

Cruise, the embattled self-driving car subsidiary of General Motors,  said that it would eliminate roughly a quarter of its work force , as the company looked to rein in costs after an incident led California regulators to shut down its robot taxi operations.

Tesla, the world’s dominant maker of electric vehicles, recalled more than two million vehicles  to address concerns from U.S. officials about Autopilot , the company’s self-driving software.

An Appetite for Destruction: A wave of lawsuits argue that Tesla’s Autopilot software is dangerously overhyped. What can its blind spots teach us about Elon Musk, the company’s erratic chief executive ?

Along for the Ride: Here’s what New York Times reporters experienced during test rides in driverless cars operated by Tesla , Waymo  and Cruise .

The Future of Transportation?: Driverless cars, once a Silicon Valley fantasy, have become a 24-hour-a-day reality in San Francisco . “The Daily” looked at the unique challenges of coexisting with cars that drive themselves .

Stressing Cities: In San Francisco and Austin, Texas, where passengers can hail autonomous taxis, the vehicles are starting to take a toll on city services , even slowing down emergency response times.

A Fast Rise and Fall: Cruise, a subsidiary of General Motors, wanted to grow fast. Now, the company faces safety concerns  as it contends with angry regulators, anxious employees and skepticism about the viability of the business .

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From cruise control to self-driving mode: A history of automated car innovations

Person operates electronic dashboard in Tesla

It may seem like technological advancements in automated vehicle safety have only been around since the middle of the 20th century, but it’s actually been 120 years since one of the earliest forms of what we now know as cruise control came to be. The  1904 Wilson-Pilcher Phaeton  featured a speed governor attached to the middle of the camshaft, which allowed the driver to maintain a rate of speed via a lever on the steering column. 

Thus began the “road to automation.” The development of driver assistance systems in the latter half of the 20th century focused mainly on passive/active safety features, such as seat belts, anti-lock braking systems, and, of course, cruise control. In the last 20 years, automatic technology innovations designed for driver assistance and safety have accelerated at an exponential rate. Marketed en masse as advanced driver assistance systems , or ADAS, automation technology currently affects nearly every aspect of vehicle operation. The analog version of cruise control popularized in the 1950s has given way to adaptive or active cruise control , which relies on cameras and radar to regulate vehicle speed.

Automated driver-assist technology now helps with everything from parallel parking and backing up to changing lanes and detecting obstacles. Many such features are now standard in new vehicles, and further innovations are expected in the near future. Traffic jam assist and full driverless automation that takes the driver out of the vehicle-operation equation altogether have been touted by the automotive industry as game-changers in terms of reducing the number of accidents and collisions and saving lives.

In 2020 alone, almost 40,000 people died in automobile accidents, and according to the National Highway Safety Administration, human error is the  leading cause of vehicle crashes —from distracted driving to drunk- or drug-impaired driving to simply driving while sleepy. The stride toward ubiquity for in-vehicle safety technology draws a timeline of steady success and further potential in the future.

Cheapinsurance.com  compiled a history of automated driving innovations citing data from the  National Highway Traffic Safety Administration , car manufacturer press releases and advertisements, and the Insurance Institute for Highway Safety to identify milestone advancements in tech-driven vehicle safety features.

1948: Cruise control

Dashboard of 1965 Cadillac DeVille

Cruise control, in the simplest terms, enables a driver to maintain a fixed speed without keeping their foot on the gas pedal. This feature reduces driver fatigue, increases compliance with speed limits on roadways, and saves on fuel.

In 1948, engineer Ralph Teetor developed an early prototype for the Speedostat, or Stat. Patented in 1950, the Speedostat was first introduced into the automotive marketplace by Chrysler as a luxury option with the 1958 Imperial. By 1959, it was a standard feature on all Chrysler models. That same year, General Motors changed the name to “Cruise Control” when the company included the technology on its Cadillac models.

Originally reliant on cables and vacuums, today’s cruise control is a digital feature controlled by an onboard computer. Both old and new versions are operated by buttons or switches either on the steering wheel or on the cruise control stalk. Once switched on, cruise control remains active until the driver depresses the brake or clutch. In addition to on/off switches, other standard cruise control features include Set, Resume, and + and – buttons to adjust speed.

1969: Anti-lock brakes

ABS warning light on car dashboard

Anti-lock braking systems have become a key standard safety feature on almost all automobiles. ABS works with a car’s regular braking system by pumping the brakes in the event of sudden stopping. ABS now performs this function automatically to prevent skidding and loss of steering control caused by locked wheels. ABS has existed in some form since the early 1920s, but only on aircraft to prevent wheels from locking up and skidding when encountering slick runway conditions. The safety feature remained exclusive to aircraft until the 1950s, when engineers designed ABS for motorcycles .

In 1969, Ford was the first to implement ABS in passenger vehicles , but exorbitant costs delayed widespread progress until the 1970s when General Motors introduced the system as a luxury option on Cadillacs. As technology became more advanced and more affordable, ABS has become a baseline standard feature on almost all new vehicles since the 1990s. It is so common now that many drivers are unaware of the safety feature, which is so effective it has driven down insurance costs over the last few decades.

1983: Electronic stability control

Finger pressing stability control button

Another tech-driven innovation that evolved from ABS and automated speed control is electronic stability control. When a loss in steering control is detected, ESC works in concert with ABS to automatically apply the brakes and reduce engine speed until steering control is regained following abrupt and unexpected stops. While ESC does not improve car or driver performance, it does reduce the chance of drivers losing steering control during sudden stops.

The first vehicle to feature ESC tech was the 1983 Toyota Crown. NHTSA estimates that once all light vehicles are equipped with ESC, the technology will save up to 9,600 lives and prevent more than 235,000 injuries sustained in all types of crashes each year.

1991: Rearview video systems

Driver assistance parking system.

Backup or rearview cameras are small, wide-angle cameras mounted along the edge of the trunk or cargo handle of a vehicle. The cameras are activated when the gear shift is put into reverse or the car is started with the brakes applied. The video is then displayed on a screen in the instrument panel, in small mirrors, or even through the rearview mirror itself. The first car to incorporate a backup camera was the 1991 Toyota Soarer Limited, but the feature was only available in Japan and not on its U.S. counterpart, the Lexus SC. It would take another decade before a car in the U.S. would offer the rearview camera technology: the 2002 Infiniti Q45.

In March 2014, NHTSA issued a final ruling requiring all new vehicles under 10,000 pounds to feature rear visibility technology by May 2018. A 2020 NHTSA report revealed that 210 fatalities and 15,000 injuries occur every year due to backover crashes, and that most of these deaths are children, people with disabilities, and the elderly who cannot move out of the way quickly enough or are simply not seen by the driver due to poor line of sight.

1992: Adaptive cruise control

Close up on cruise control switch in car

Considered one of the first functions that could truly be considered autonomous driving, adaptive cruise control is the most current iteration of Ralph Teetor’s original Speedostat device. ACC has many different names across multiple manufacturers, but no matter the acronym, ACC originally adopted light detection and ranging technology, or lidar, to automatically adjust speed based on the proximity of surrounding objects and vehicles. This safety feature was first developed and implemented by Mitsubishi in 1992 and was later that decade adopted by other Japanese automakers, before debuting in the U.S. in 1999 in a Mercedes S-Class sedan.

Similar to rearview video systems, ACC employs the same mirrors and cameras with the addition of either lidar and/or radar to adjust speed automatically without any driver intervention. Newer systems use more reliable radar technology, which is unaffected by darkness and inclement weather, in tandem with sensors and cameras to enhance autonomous capabilities and increase safety features. ACC is considered a level 2 ADAS system, meaning while the vehicle still requires a driver, this feature can act independently of driver intervention.

1995: Blind spot detection

Car mirror with blind spot warning

Blind spots are distinct areas of the roadway and its surroundings that cannot be seen by the driver either when looking forward, over the shoulder, or in the side-view mirrors. In 1995, an engineer from Michigan named George Platzer wrote a paper presented to the Society of Automotive Engineers explaining that if side view mirrors are adjusted properly, there are no blind spots . He went on to patent the BlindZoneMirror , which laid the foundation for modern  blind spot detection technology . The feature has been proven to be effective but remains an optional or luxury upgrade on most new vehicles.

Ford’s Blind Spot Information System, for example, uses radar located in both rear-quarter panels of the vehicle to detect objects between the rear bumper and the outside mirrors—the most common area for blind spots to occur. The BLIS also features a rearview video system capable of scanning up to 65 feet on each side of the vehicle—making it easier to back out of parking places, which are another source of blind spots or zones.

As blind spot detection systems remain add-on features in newer vehicles, many car owners are turning to aftermarket alternatives , which offer a more moderate price point for boosting the safety features in older models.

2000: Forward collision warning

Collision warning in car

Forward collision warning is intended to help distracted or drowsy drivers avoid collisions. Working in tandem with other automated onboard systems, forward-mounted sensors detect the speed of vehicles in front of the driver . The technology was first introduced in the U.S. by Mercedes-Benz with their model year 2000 vehicles.

Basic models will only alert the driver to an impending crash, while more advanced models automatically slow or completely stop the vehicle— the distinction here is that it is possible for a vehicle to be equipped with a forward collision warning system but lack an auto braking component.

2001: Lane departure warning

Detail of lane keeping assist alert on dash

While the earliest versions were made for trucks at the turn of the 21st century, the first passenger vehicle to offer a lane-keeping support system was a Nissan Cima sold in Japan in 2001. Closely related to adaptive cruise control, lane departure warning features are marketed by several different names but generally rely on similar technology.  Lane keep assist systems and lane departure avoidance are both terms for this automated safety feature that can detect a vehicle’s proximity to lane markings, road edges and shoulders, and other vehicles.

Lane departure warning systems are still largely a luxury add-on, despite evidence that this safety enhancement can alert drowsy or distracted drivers via chimes, visual displays, or vibrating steering wheels or seats in time to avoid potential accidents. 

Lane departure warning systems also vary in their levels of automation. Some systems warn the driver that intervention is required while others automatically guide the car back into the appropriate lane with no driver assistance required.

2007: Self-parking

Person parking car with rearview monitor

Self-parking systems automatically maneuver the vehicle in either a perpendicular or parallel direction into parking spots. These features rely on technologies that incorporate cameras and sensor-based proximity detectors. Most cars with self-parking capability are not fully automated; they do require some level of driver control. Basic systems will prompt the driver to manually operate the gas and brake pedals as well as switch gears as needed. More advanced systems handle all steering, accelerating, braking, and gear changing.

While this technology has been available on many vehicles since its debut with Lexus in 2007, it has not reached a state of perfection. Obstacles such as low curbs or a trailer hitch on an adjacent vehicle can confuse the system. Drivers are advised to remain alert and keep one foot hovering over the brake in order to regain control if needed. Automated parking, along with other automated tech developments, has been found to reduce stress and also potentially reduce ownership costs by preventing curb-inflicted damage to tires, bumpers, and wheel wells.

2008: Automatic emergency braking

Automatic braking system in the car

Automatic emergency braking systems are advanced driver assistance systems that use sensor-based data to enable a vehicle to automatically brake in order to avoid a potential collision. If the vehicle senses an imminent collision, and drivers don’t react quickly enough, the car will initiate braking automatically. One of the first commercial vehicles to feature the technology was Volvo’s XC60, with its City Safety function to help the driver brake if there’s an object in front of them.

Closely related to forward collision warning, AEB monitors surrounding objects’ locations and rates of speed. A collision warning alert is shown on the vehicle’s display in concert with the vehicle’s automated deceleration. AEB often includes a pedestrian detection system component as well.

2022: Conditional automation

Person driving a Tesla in autopilot mode

The most advanced driving technologies require little to no driver assistance and are considered fully or conditionally automated. While we may be a few years away from the former, the latter became a reality in 2022 when Mercedes made history as the first automotive company in the world to launch its conditionally automated S-Class with Drive Pilot. 

These features work by collecting new testing metrics via various sensors on each car and generating data that informs the effectiveness of ADAS. The more features a vehicle has, the more information can be gathered. Some of these safety assistance features are so advanced that the information collected can be immediately uploaded in real-time. Still, many of these systems are considered luxury upgrades rather than standard features.

Self-parking vehicles are already common on the market, but fully automated driverless vehicles are continuing to be tested for roadworthiness. In June 2022, NHTSA released its findings on an initial round of collected data for advanced vehicle technologies. Among the various metrics reported was that 83% of reported accidents involving an ADS-equipped vehicle resulted in no injuries.

Conditional automation still requires the driver to take some action and is not widely available in the U.S. High and full automation technologies like self-driving capability are still in development and only minimally available at this time. These forms of ADAS are still being tested for efficacy and safety as well as for their maximum economic, environmental, and societal benefits. NHTSA predicts that fully automated features will be almost standard by 2025, based on the development of vehicle-to-vehicle and vehicle-to-infrastructure technology .

This story originally appeared on Cheapinsurance.com and was produced and distributed in partnership with Stacker Studio.

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Cruise: Driving the future of autonomous electric vehicles

Founded in 2013 in San Francisco, US, Cruise fulfils CEO Kyle Vogt ’s childhood dream of making self-driving cars a reality. Co-founded by Chief Product Officer Dan Kan , the company was acquired by General Motors in 2016 to bring more than a century of experience in designing and manufacturing vehicles to the autonomous vehicle (AV) effort.

Cruise has received $10B from well-respected companies and investors—including General Motors, Honda, Microsoft, T. Rowe Price, and Walmart—increasing its valuation 30x since being founded.

The Origin robotaxi — launched in early 2020 — is a bus-like vehicle built for the sole purpose of shuttling people around in a city autonomously.

In its first 15 months, Cruise AVs collectively drove one million driverless miles — a distance equivalent to more than 40 laps around the planet.

The fleet is all-electric, fuelled by electricity generated by solar panels, many in Californian farms as part of the Farm to Fleet programme that aims to bridge and boost transport and agriculture in the US, promoting renewable energy and increasing benefits for the companies. 

“The amount of development work to get from nothing to the level of performance to operate without a driver was enormous,” says Vogt.

“We still have a long way to go to generalise this, to make this work at massive scale everywhere. But the relative difficulty of that compared to doing the work that is already behind us is pretty small. And it’s do-able.

“We know what the bottlenecks are, like our mapping technology. If you told me tomorrow we needed to operate in 100 cities, we’d be in trouble. But we have a road map so that, by the time we are adding 20, 30 or 50 cities a year, the technology is there to support that.”

Boosting the community

In partnership with the National Federation of the Blind , Cruise is making cars that can be accessed independently by blind people, eliminating a critical accessibility barrier. 

During the height of the COVID-19 restrictions, Cruise repurposed its AV fleet to deliver meals to vulnerable people in the San Francisco area, alongside partnering with Walmart   on a self-driving delivery pilot in Arizona.

In partnership with nonprofits, the Cruise for Good programme is dedicated to providing at least 1% of the Cruise self-driving fleet to serving important community needs in every city, delivering meals and providing rides to vulnerable populations to build a more equitable transportation ecosystem.

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Home Theater & Automation Installers in Elektrostal'

Location (1).

• Use My Current Location

Popular Locations

• Albuquerque
• Cedar Rapids
• Grand Rapids
• Indianapolis
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• Little Rock
• Los Angeles
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• Portland Maine
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• Elektrostal', Moscow Oblast, Russia

Professional Category (1)

• Accessory Dwelling Units (ADU)

Featured Reviews for Home Theater & Automation Installers in Elektrostal'

• Reach out to the pro(s) you want, then share your vision to get the ball rolling.
• Request and compare quotes, then hire the Home Automation & Home Media professional that perfectly fits your project and budget limits.
• Home Security Companies & Installation
• Surround Sound Installation

To set up a home theater system in your home, it’s best to get help from a professional home theater installation company.

• Find a Reliable Company, for example on this Houzz page.
• Get in touch with the company and schedule a meeting. Talk to them about what you want and how much you can spend.
• The experts from the company will create a unique plan for your home theater based on your space and preferences.
• Work together to select the right equipment, like speakers, a TV or projector, a receiver, and more.
• The company will take care of the installation process. They will set up everything properly and make sure it all works correctly.
• Once everything is installed, they will do calibration and testing to get the best sound and picture quality.

By getting help from a professional in Elektrostal', you can have a great home theater system without the hassle of setting it up yourself.

Home automation can bring many benefits and add value to your home in Elektrostal'.

• Easy Control: you can easily control things like lights, temperature, and security using your smartphone or voice commands.
• Energy Savings: you save energy by monitoring and adjusting usage, leading to lower energy bills.
• Enhanced Security: advanced security features, letting you monitor and control your home’s security even when you’re away.
• Personalization: customize the system to fit your needs and preferences, controlling what matters most to you.
• Increased Home Value: make your property more attractive to potential buyers and increase its value in the real estate market.

In summary, home automation offers easy control, energy savings, enhanced security, personalization, increased home value, and an improved lifestyle. It’s a smart investment that makes daily living easier and more efficient.

What is a home media designer?

Questions to ask home media designers or home automation companies:, business services, connect with us.