Unit 2: Vocabulary from Readings 2

Orin Kerr, a George Washington University law professor and former federal prosecutor, states that requiring someone’s password to their profile is, “akin to requiring [their] house keys.” If we expect privacy in our real world life, shouldn’t we be able to have privacy in our online life as well?

Orin Kerr, a George Washington University law professor and former federal prosecutor, states that requiring someone’s password to their profile is, “akin to requiring [their] house keys.” If we expect privacy in our real world life, shouldn’t we be able to have privacy in our online life as well?

Autonomous transport will be ubiquitous by the 2040s, if not sooner.

Autonomous transport will be ubiquitous by the 2040s, if not sooner.

Todays euphemism of “accidents” allows us to pretend that the toll of bad driving is the unavoidable cost of modern mobility.

And so we avert our gaze from the carnage on U.S. roads: an estimated 38,300 deaths and 4.4 million serious injuries in 2015 alone...

This evolution began with antilock brakes and electronic stability control in the ’80s and ’90s, and continues today with collision-avoidance systems that can commandeer the brakes when sensors perceive a crash is imminent.

The way forward is clear: We need a concerted effort to add more layers of carefully tested and validated autonomy to cars, ultimately pushing human drivers out of the loop.

Cruise-control tech already in most cars—a primitive form of autonomy—could be repurposed to prevent drivers from exceeding posted speed limits.

Because driverless cars can move bumper to bumper safely in much skinnier lanes with no traffic jams, new urban cores can devote 40 to 60 percent of space previously used for street and parking infrastructure to public and open space.

Advanced 3D printing will make a great deal of shipping and global trade obsolete as manufacturing will become a local activity.

Carmakers and tech companies are in a race to put autonomous vehicles on the road, and it’s time for regulators to tap the brakes.

It’s not supposed to turn a Tesla sedan into a self-driving car, but there’s ample evidence on YouTube of people driving with their hands off the steering wheel, playing games and even climbing into the back seat while their car is hurtling down a freeway.

Current policies let the car's manufacturer make that call, restrained only by the fear of liability. Regulators must intervene.

There is immense pressure from driverless-car supporters and safety advocates to get more autonomous technology on the road as soon as possible because, at the end of the day, self-driving cars will probably be much safer than cars driven by erratic, distracted humans.

Transportation safety regulators, as well as manufacturers, have to figure out how to do more real-world, independently verified stress-testing to hone the technology without people dying in the process.

The agency has said rigorous testing and ample data on performance are necessary, but the agency’s guidelines are expected to be suggestions, not mandates, because NHTSA needs the flexibility to respond to a rapidly evolving industry.

California lawmakers directed the state in 2012 to develop rules to allow the testing and eventual use of driverless cars, but because of the issue’s complexity and the shortage of precedents, the state is already a year and a half behind schedule.