Yeah, regardless of other aspects of Automattic's behaviour, flagging that an identically-pronounced single letter variation of their registered company name might be a confusingly similar brand for a third party commercial service specifically designed to customise Automattic's product to adopt seems to be at the reasonable end of trademark disputes...
It's more of a category error to imply that robotaxis are 92% safer than human-driven taxis if it turns out that the raw accident rate they're baselining against is disproportionately caused by people who not only aren't full time professional drivers but shouldn't be allowed near a car [in their current state]...
The article uses robotaxis as its example self-driving group, but it's not an article about robot vs human taxis. It's an article about self-driving vs non-self-driving vehicles.
The nice thing about a future where all cars are self-driving (this probably will happen) is that it won't only be the taxis that get replaced.
A lot of the barriers are regulatory in the Western world. In rainforests you might not have to worry about that, but there aren't many shade free spots to land
Mostly they'll just add to their prices to cover the cost. Ultimately even if AI armchair lawyering is very bad companies are going to find it easier to eat the cost of more $12 refunds than dealing with inbox spam from AIs even more relentless than the vexatious humans they generally pay to go away
(yes, they can and do use AI to handle some of that themselves, but they need some humans in the loop at some point to ensure they don't get prompt hacked into offering much more significant compensation or to confirm that the legal threats issued by Claude are indeed not applicable, or to get mobs of angry agents to leave their executives alone on LinkedIn)
Have you discussed requirements with their account managers? They can be a little more creative than their list prices when they realise you don't have the budget for the data you ideally need but are a potential source of recurring revenue. And the EO market is getting more competitive...
If you are looking for evidentiary purposes, does the Sentinel-1 + Nimbo data give you enough to filter the forest-wide data down to specific areas of interest you might want more spatial/temporal resolution? (or as a former colleague once put it when looking for evidence of more localised and heterogenous environmental damage "to find the needle in the haystack, you first remove the haystack"). Particularly if identifying specific areas of interest is a potential route for you to escalate to another party with an active interest and bigger budget...
Your other route to the commercial data you ideally want would be via partnership with EO consultancies with publicly funded R&D projects to showcase their capabilities (easier if you're European, but not a prerequisite). ESA, for example, devotes a lot of funding for private consortia to demonstrate that Copernicus data (coupled with other data where necessary) yields useful results...
It's a while since I worked in this field (in a non-technical role) but happy to share what I learned in more detail - email in profile.
> The folks over at Tailwind offered curated, hand-built components that were readily adapted and tuned to your own needs. They did an excellent job making it so you could pick and choose what you wanted, then theme all of it from your tailwind settings with ease. It was excellent.
They also offered an Open Source CSS framework with the explicit goal of making it easier for you to style your own components. There was always some tension between "make abstraction layer whose adoption depends on users finding it easier to make your own components with than vanilla CSS, which is not unusually hard" and "sell pre-made components". Particularly when there's an abundance of alternative FOSS components/libraries out there[1] in vanilla CSS or even full blown CMS templates for people not wedded to the idea that Tailwind makes things easy for them. Much easier to sell templates or even "premium components" when your USP is integrating them with a backend them rather than merely providing the layer of syntactic sugar supposed to make component styling easy...
They also happened to have the misfortune of designing it in a way which is particularly easy for AI which doesn't have to tradeoff time spent making design decisions and figuring out how to achieve those from the docs vs dollars spent buying components to minimally tweak.
[1]tbf, I always thought the Tailwind creators' designs were more tasteful than the average CSS mixin library even though I didn't think the same about the syntax...
> There was always some tension between "make abstraction layer whose adoption depends on users finding it easier to make your own components with than vanilla CSS, which is not unusually hard" and "sell pre-made components"
I'm not sure why a semi autonomous system of equivalent driving capability would be more dangerous than strictly autonomous vehicles because of "over-trust" unless one assumes that the driver that overtrust the autonomous vehicles and looks away is also inclined to try to override the semiautonomous system whilst doing so. Humans overtrusting a system capable of imperfect Level 5 driving will certainly not be alert to correct all its errors, but on the other hand they should be capable of correcting more than the baseline (especially if the autonomous system is good enough at general driving under most conditions for the human driver to be restricted to "get me off this road train track or flood the system shouldn't have stopped in" and "follow instructions" type edge cases rather than misidentifying objects at high speed type edge cases.)
If there are additional problems caused by human drivers, it's surely that they are inclined to intentionally override the system with dangerous behaviours which is a separate problem entirely, or that their driving ability has atrophied so much from not driving they are unable to handle the boundaries of Level 4...
Sure, but I'm failing to see how an autonomous driving system without a steering wheel or brake fitted is safer than one with a steering wheel and brake fitted but the human driver ignoring it and sitting in the back seat.
The actual potential for increased/decreased risk comes when the human driver rightly or wrongly actually intervenes.
You are correct but I think previous comment hung on specific word you used: "semi-autonomous". What that would mean is a system that still requires attention / supervision. What I believe you meant is an AV that still has human controls but is capable of unsupervised driving.
If you aren't familiar with SAE AV levels, check them out. It is a common refrain that L3 AVs are a SUPER bad idea because they would be 99.9% perfect at driving but could still mess up so 'drivers' of them would become too trusting and minimally attentive which would cause accidents.
The common thing is that L3 needs to be skipped entirely so a car should either be L2 and wouldn't be good enough to drive entirely on its own for long periods (lane assist, low speed traffic jam chauffeur, etc) or L4+ where the car can drive on its own but if conditions degrade where it can't continue it is capable of finding a safe spot to stop rather than aborting in the middle of driving suddenly.
The controls vs no controls isn't really an argument. Like you said, it will basically be fine either way if the system is sufficiently advanced especially if autonomy can't be disengaged while moving.
Failing to see or refusing to look is not evidence that something is not there.
The human part is the failure point IMO. The problem is when the human is not in the back seat, but overriding the car.
A car with no wheel, and the human in the back, is not different to one with a wheel and the human in the back, it is when the human is sat in the front only partially controlling the vehicle. That is when it is less safe.
So 2 situations, one where the human can sit anywhere and the car is just as safe, or one where the car is less safe if the human sits in one of the seats.
One of those situations is less safe than the other.
Religious groups other than Catholics with few plausible connections to ancient Rome have independently conceived the idea of the importance of things like relics (e.g Buddhism), but it's called the Roman Catholic Church for a reason...
Of course the buddhist and the classical world were not so separated as people assumed, there was a period of cultural exchange after the conquests of Alexander and resulting greco-buddhist rump states.
I distinctly remember an Indian man on a bus in Kerala striking up a conversation with me (random white obvious tourist) in which he proclaimed both that he considered Jesus his Lord and Saviour and that he considered him to be an avatar of Vishnu. Not an explanation I'd asked him for, but certainly made a change from the standard bus conversation about where I was from and was I married yet and what salary...
I'm sure you are right that many/most Hindus would consider this incompatible with their belief system (and even more sure your average Christian would think he was missing the point of accepting Jesus as his Lord and Saviour), but this sort of syncretism definitely has been attempted and found its converts, probably rather more of them than Akbar's attempts to combine Islam and Hinduism.
I actually took a whole class in college on syncretic Christianity, and we had a unit on Goa, and there are Catholic shrines in Goa that are also frequented by Hindus, and you can find people there who identify as Christian but say that Vishnu is their favorite saint, and people who identify as Hindu who say that Jesus is their favorite god.
For central authorities of the Catholic Church, and Hindu theologians, this is all heretical, but the Catholic Church allowed for flexibility around traditions as it expanded. One big example is that many of what are considered Christmas traditions in northern Europe (the Christmas tree being an especially prominent one) are hangovers from traditions that predate Christianity.
> I heard there used to be dozens of plane-building companies when the field was unregulated, with new, more efficient models and lower prices appearing regularly. I wonder what happened.
I heard that this is nonsense. There never were more than a handful of large aircraft builders (still are plenty of small ones), safety records certainly weren't better in the era before consolidation, and new entrants funded by the might of their governments have failed not because of regulation but because what airlines actually want is lots of identical aircraft from a reliable supplier and the new entrants haven't really been competitive in terms of performance either. The certification is complex, but so's building an aircraft, and it's really only the people further down the supply chain that need the protective umbrella...
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