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Neil Kennett MOVE 2023 event review – self-driving, software-defined, clean fuel and more…

Self-driving at MOVE 2023: renewed focus on environmental impacts

MOVE, “The world’s most important urban mobility event”, returned to London last week with two action packed days at the ExCeL centre.

As well as moderating the software defined vehicle panel, and seeing a vast array of amazing new self-driving-related tech from established multinationals and innovative start-ups, it was my pleasure to host the morning session on the Autonomous Vehicles stage.

MOVE Pledge 2023

Let’s start with my #MOVE2023 pledge. The organisers ask all speakers to make “a concrete pledge towards safer, smarter and more sustainable mobility”, for which we can be held accountable at next year’s event. In this pre-event piece I mused that I might just repeat my pledge from last year. Actually, I didn’t.

My all-new MOVE pledge for this year is two-fold: To encourage people to read David Attenborough’s bestselling book – A Life on Our Planet – which is brilliant and quite scary; and to focus more on the environmental impacts of self-driving – an under-researched area with competing theories – some highly negative, some highly positive.

Neil Kennett #MOVE2023 self-driving pledge

It is designed to remind myself (and you) that it is up to us to bring about the changes essential to avert ecological disaster. Taking my own advice, I met up with Jessica Battle, senior expert in global ocean policy and lead on the No Deep Seabed Mining Initiative at the World Wide Fund for Nature (WWF) – watch this space.

Self-driving stage

Our first speaker in Theatre 2 was Mark Cracknell, of Zenzic, who focussed on the role of SMEs in the connected and automated mobility ecosystem. He highlighted the world-leading projects funded via CCAV’s Commercialising CAM competition, asserting that no other country will have a greater breadth of self-driving services on the road by 2025.

It was standing room only for our next speaker, Dr Joanna White, Roads Development Director at National Highways, who set out plans to future-proof the UK’s road network for AVs. She highlighted the success of the HumanDrive project, and the fantastically-named Connected and Autonomous Vehicles: Infrastructure Appraisal Readiness (CAVIAR) project.

Dr Joanna White, Roads Development Director at National Highways, at #MOVE2023 — Dr Joanna White, of National Highways, at #MOVE2023

The first panel of the day saw Zeina Nazer, of Cities Forum, discussing new strategies for the safe deployment of ADAS and autonomous tech with Dr Nick Reed, in his role as chief road safety advisor to National Highways, and The Law Commission’s Nicholas Paines QC.

Paines noted that the three-year review of legislation to enable the deployment of automated vehicles on British roads was the first time the Commission had been asked to design a law for the future.

In response to a question from the audience, he also clarified that data protection was excluded from the terms of reference, instead being covered by GDPR.

They went on to cover the potential role of remote driving and the importance of public acceptance, with Reed highlighting the Vision Zero strategy to eliminate all traffic fatalities and severe injuries.

Jayesh Jagasia, of the AI in Automotive podcast, then took over hosting, including introducing the aforementioned “Embracing the SDV: Welcome to life in the software defined lane” panel.

Moderated by my good self, it featured: Patrick Blume, Head of Product for Urban Mobility at Mercedes-Benz; John Wall, Senior Vice-President at BlackBerry and head of its QNX system; and Marcus Welz, Vice President of Smart Mobility at Hyundai Motor Europe. A pertinent fact is that BlackBerry QNX is now embedded in over 235 million vehicles worldwide.

We only had 25 minutes, but we crammed a lot in, delving into cybersecurity, common codebase, OTA updates, verification and validation, changing car sales models, in-car personalisation, smart city connectivity, MAAS, ADAS and self-driving.

Serious points included Wall outlining the ability to refresh cars already on the road, the huge investments in what Blume described as the race for a competitive advantage, and Welz revealing an initiative to encourage Hyundai staff into multi-modal transport. Now that’s progressive!

Lighter moments included Welz describing the shift to self-driving as “a transition to The Jetsons”

We ended on the ability of near-future software-defined vehicles to reduce road traffic collisions, and therefore RTC fatalities and injuries, by up to 80% – oft-quoted maybe, but impressive, game-changing and thoroughly commendable nonetheless. My thanks to Max Kadera of MOVE and Lee the sound guy.

With moderating duties duly performed, I headed out into the arena, catching up with contacts old and new – Barbara Fitzsimons of Zenzic, Gunny Dhadyalla of AESIN, Karla Jakeman of TRL, Nick Fleming of BSI, Ben Loewenstein of Waymo and the IMI’s Mark Armitage.

ACES opinions

As IMI CEO Steve Nash noted: “MOVE represents the entire ACES (autonomous, connected, electric and shared) piece. You turn up with one opinion and have to moderate it after listening to all the different speakers.”

There were big eye-catching displays by business electric car subscription firm EZoo, ZF – with its Araiv Shuttle, powered by Oxa (formerly Oxbotica) – and HGV manufacturer Hydrogen Vehicle Systems. HVS are apparently talking to Fusion Processing (of CAVForth fame) about software – you heard it here first!

Hydrogen Vehicle Systems (HVS) at #MOVE2023

Further intriguing snippets included Teragence CEO Christian Rouffaert on their mobile connectivity data, Alex Bainbridge of Autoura on expansion in the US, Amir Tirosh of StoreDot on how their new EV fast charging delivers consistently better quality in record time, Sandip Gangakhedkar of Fetch on the expansion of their remote driving car delivery trial – now open to the public across Milton Keynes – and Dr Martin Dürr, of Dromos, on talks with city authorities around the world, particularly in the UK and US.

We’re already looking forward to #MOVE2024, at ExCeL again, on 19-20 June next year. In the meantime, we have our own event planned…

Our Cars of the Future flyer for #MOVE2023 mentioned a self-driving event…

Malcolm Wilkinson, Head of Connected and Automated Vehicles (CAVs) and Energy at National Highways, talks future mobility.

National Highways: Making CAVs Work For The UK

Malcolm Wilkinson, Head of Connected and Automated Vehicles (CAVs) and Energy at National Highways, on intelligent infrastructure, freight platooning, hands-free zones and more…

National Highways has completed several major CAV studies recently – what are the most significant findings?

MW: “Our connected corridor project on the A2/M2 was very successful, certainly an important steppingstone. It was a joint project with Kent County Council (KCC), Transport for London (TfL), the Department for Transport (DfT) and others. We demonstrated that cellular and WiFi connectivity can be used to put highway information into vehicles, for example, signage, warnings and green lights. We also demonstrated that data can transfer the other way – to us from vehicles. The project informed our Digital Roads vision and Connected Services roadmap, influencing elements of our Digital for Customer programme.

“The Connected and Autonomous Vehicles: Infrastructure Appraisal Readiness (CAVIAR) project used both simulations and real-world data collection. The number one recommendation was the need for further study to determine how CAVs can best navigate roadworks – that’s the next step. This potentially includes infrastructure-based solutions, such as smart traffic cones, and OEMs developing ‘cautious’ behaviours, to be triggered once a CAV enters a work zone.

“The HelmUK freight platooning trial, that we led, working closely with DfT, was another really valuable exercise. We demonstrated real-world use of platooning on the M5/M6, although the fuel savings were very modest, and didn’t replicate what we were seeing on the test tracks. This was largely due to the geography and the need to break up the platoon at many of the junctions.

“We recognise the challenges with rolling out something like this, even the difficulties in ensuring that vehicles from different logistics companies – from the large suppliers to two-lorry outfits – were travelling at the same time. It is one of those technologies you can see working brilliantly on long outback roads in Australia, but the advantages of putting it into every cab in the UK are far less obvious. It’s important to learn from initiative like the ENSEMBLE multi-brand truck platooning project in Europe.”

What are the most pressing CAV issues facing National Highways?

MW: “My feeling is that car manufacturers aren’t going to want to develop completely different models for the UK market, so we need to understand our role as a highway authority. What do we need to think about in terms of highway designs, data/information provision and maintenance standards? What do we need to be investigating and researching to make sure that we as the highway authority are playing our part, doing what motor manufacturers and the public expect of us?

“There’s been a lot of talk about the need for the white lines to be readable by automated vehicles. Is that still the case? If so, what does that mean for our maintenance schedules? Can we use the data from vehicles to inform our congestion management? Is there data we can use for asset management purposes?

“It’s understanding what we need to put into the equation and what we’re going to get back out. Particularly over the next few years, with a mixed fleet with different levels of autonomy, that’s going to present new scenarios, new risks. As a highway authority we need to be conscious of those – how they’re going to affect our operations and the safety of the travelling public.”

How did you identify which parts of the network could be hands-free blue zones?

MW: “The Centre for Connected and Autonomous Vehicles (CCAV) and the Vehicle Certification Agency (VCA) led the discussions with Ford regarding authorisation of their technology on public roads. Although we liaise closely with both, we weren’t involved in the detailed discussions with Ford, but to be clear, BlueCruise is an advanced driver assistance system, so the driver has to remain alert and able to take back control.

“Going forward, we need to move closer to organisations developing these systems to understand when they are coming to market and in what numbers. That’s part of our role as a highway authority – to keep our customers safe and to inform our traffic officers, so everyone knows what to do in the event of an incident.

“We’re reaching out to Ford, to see what data they can they share with us and to develop a more collaborative relationship. It’s very exciting times. We want people to embrace CAV technology and enjoy the benefits.

“We’re some way off self-driving vehicles, but my personal view is that they will probably be available more quickly than many people think.”

Please note: a shorter version of this article was first published in the Institute of the Motor Industry’s MotorPro magazine.

Tom Leggett of Thatcham Research did an epic round of media interviews to explain what BlueCruise is – assisted driving – and isn’t – self-driving.

Not self-driving: Thatcham media marathon to clear up BlueCruise capability confusion

Few were expecting it, but 13 April 2023 will go down in British motoring history. It was the day Ford announced that the Department for Transport (DfT) had approved the use of its BlueCruise assisted driving system on parts of the UK motorway network, making hands-free legal for the first time.

Initially, only a select few gained the ability to go ‘hands off, eyes on’ – drivers of 2023 Ford Mustang Mach-E cars who activate a subscription. Even then, use is restricted to 2,300 miles of pre-mapped motorways in England, Scotland and Wales – the new ‘Blue Zones’. Be in no doubt though, this is momentous.

One foot in the future

“It’s not every day you can say you’ve placed one foot in the future,” said Martin Sander, General Manager at Ford in Europe. “BlueCruise becoming the first hands-free driving system of its kind to receive approval for use in a European country is a significant step forward for our industry.”

UK Transport Minister, Jesse Norman, agreed: “I am delighted that this country is once more at the forefront of innovation. The latest advanced driver assistance systems (ADAS) make driving smoother and easier, but they can also help make roads safer by reducing scope for driver error.”

One of the main themes at the recent Zenzic Connected and Automated Mobility (CAM) Innovators event was the need to do more to establish the UK as a global leader. This embracing of hands-free will be noted around the world.

Ford describes BlueCruise as Level 2 driver assistance, with Lisa Brankin, managing director of Ford in Britain, telling the BBC’s Today programme that, in the case of an accident, the driver will still be responsible as the technology is “not autonomous driving”.

BlueCruise combines intelligent adaptive cruise control and lane-centering with an in-cabin camera monitoring eye gaze and head position. If necessary, alerts in the instrument cluster and audible chimes will prompt the driver to return their eyes to the road.

Assisted not self-driving

Unfortunately, and rather predictably, much of the UK media again confused assisted driving and self-driving. The Guardian went with “First hands-free self-driving system approved for British motorways”, The Sun with “Huge car firm is launching the UK’s first-approved self-driving technology”.

Huge credit to Tom Leggett, vehicle technology specialist at Thatcham Research, for doing a marathon round of media interviews to explain what BlueCruise is – assisted driving– and what it isn’t – driverless or self-driving.

“The sudden introduction of this technology did catch the industry a little off-guard, as it was not anticipated that it would reach UK roads for another 18-months or maybe even two years,” he said.

“It has been approved by the Vehicle Certification Agency (VCA) under Article 39 for a new and innovative technology, albeit based on current technology. Basically, the VCA were convinced by evidence from Ford, and their own on-track and on-road testing, that BlueCruise is as safe as, and not fundamentally different to, existing assisted driving technologies.

“The key point to emphasise is that it is assisted driving. What makes it slightly different is that it permits the driver to take their hands off the steering wheel. However, the driver is always responsible for driving. Any input from the driver, such as braking or changing lane, and the system will essentially turn off.

“The hope is that the driver monitoring will make it even safer. It is a camera system which looks at the driver’s direction of gaze to ensure they’re concentrating on the road, not looking out of the window or checking their phone.

“At Thatcham Research, we believe direct driver monitoring will have a significant role in addressing drowsiness and distraction. Currently in the UK, about 25% of all accidents involve some sort of distraction.

“It is vital that drivers using BlueCruise are aware of their responsibilities, and we’ll also be very interested to understand how they feel about using it.”

Please note: a version of this article was first published in the Institute of the Motor Industry’s MotorPro magazine.

Related story: Barrister Alex Glassbrook says approval of hands-free driving is a radical development in UK motoring, and should be accompanied by effective official guidance, training and information to the public and affected organisations.

New self-driving consumer opinion survey identifies continuing negativity and gender and age divides.

New self-driving survey finds 45% of Brits are “Not AV’ing it”

We’ve covered self-driving consumer opinion surveys since the earliest days of Cars of the Future.

From the University of Greenwich study which found that 43% of 925 respondents “felt positive” towards the concept of connected and autonomous vehicles (CAVs), way back in 2018, to last year’s Insurance Institute for Highway Safety research, in which 35% said self-driving technology was “extremely appealing” while 23% said it was “not at all appealing”. Is that progress?

A new survey by Go.Compare car insurance has found that 45% of the UK population don’t like the idea of autonomous vehicles, they are, apparently, “Not AV’ing it”.

What’s more, it found a gender divide too, with 26% of men actively liking the idea, compared to just 13% of women, and an age divide, with more younger Brits, 32% of 18-24-year-olds, keen on the idea.

Ryan Fulthorpe, of Go.Compare, said: “While we’re still a way off AVs being an everyday occurrence on UK roads, it appears that may actually suit a lot of motorists for the moment, as they’re not quite ready for this type of travel.

“It’s understandable that there’s some reluctance as the use of AVs has always seemed like a futuristic idea, but with Ford and Nissan both making significant in-roads with the technology, and other manufacturers undoubtedly looking to the future, it’s fast becoming a reality.

“However, if we want to promote mainstream adoption of this type of travel, the general public will understandably need to see more proof that the technology is sound and is a safe way to travel, as well as it having other benefits, such as easing congestion in cities.”

The most famous example in the ‘Ave it! genre is, of course, the John Smiths advert starring Peter Kaye’s no-nonsense approach to football training. Enjoy!

The legendary Peter Kaye John Smiths advert – ‘Ave it!

Motor law expert on hands-free – ‘hands off, eyes on’ – driving becoming legal in the UK.

Quiet regulation of a radical step: Barrister raises concerns about lack of guidance on hands-free driving

Alex Glassbrook, a barrister at Temple Garden Chambers, says that approval of hands-free driving is a radical development in UK motoring, and should be accompanied by effective official guidance, training and information to the public and affected organisations.

Where does the Ford hands-free announcement sit in the shift to self-driving in the UK?

AG: “The first question many of us asked was: Is this the first automated vehicle under the Automated and Electric Vehicles Act (AEVA) 2018? It appears that it’s not. First, because it hasn’t been listed under Section 1 of the Act by the Secretary of State for Transport. Second, because it seems not to fulfil the criterion of a system that does not need to be monitored by the driver, which is part of the legal definition under Section 1 and Section 8.

UK Government list of self-driving vehicles (3 May 2023)

“So, what we’re looking at is a vehicle with advanced driver assistance, but not a driverless vehicle. Equally, what we’re looking at is something that does represent a culture change, because the driver is allowed to remove their hands from the steering wheel. It’s described as a ‘hands off, eyes on’ system, although this hasn’t prevented the media reporting it as a driverless system, which has implications for safety.”

What do you note about the roads which have been designated ‘Blue Zones’?

AG: “A Blue Zone seems to be the marketing name for an area in which this system can work. I’m not an engineer and I’ve not seen the technical details of the permission that has been given by government for this to operate. However, I note the description of the system as being limited to pre-mapped motorways.

“In a regulatory sense, there is broad symmetry between this and the e-scooter trials, in that they both appear to be based upon government permissions on a set of conditions and restricted to certain areas. But there are plenty of dissimilarities too. For example, that motorised scooters and mopeds (as e-scooters are classified) have been with us for over 100 years, whereas computer mapping technology is relatively new.

“What’s new about a ‘hands off, eyes on’ system is the relinquishing of physical control of steering by the human driver, which is a radical step. The technology itself is a progression of cruise control, which was introduced in the 1950s and came to prominence in the 1970s during the fuel crisis in the US. But relinquishing control of steering at motorway speeds is different – a profound step in both regulatory and practical terms.”

What needs to be considered now that hands-free driving is a legal reality in the UK?

AG: “Let’s begin with some historical context. Driver assistance systems have been accumulating for some time, but the legal standard for driving has not really altered since 1971. It was then that Lord Denning, in the case of Nettleship v Weston, set what can be summarised as the standard of the reasonably prudent human driver.

“It’s a largely objective test, and there are some exceptions, but since established it has never been substantially altered. That’s quite surprising because cruise control is now in such common use that you might have expected the standard of care to have been particularised in relation to it. Now we have a system that explicitly allows the driver to let go of the steering wheel while the car is in motion at motorway speeds. In the coming years, a court might face the question of what standard of attention is required of a driver using a ‘hands off’ system.

“For good reasons, namely the need to plan future laws, we have become very focused on fully driverless vehicles. That’s not a complete strategy, as it can mean that we’re looking to the horizon rather than at what is actually in front of us. To go back to the history for a moment, it took quite some time after the introduction of the motor car for The Highway Code to be introduced. The first edition was published in 1931, written guidance which many of us will have looked at.

“The Highway Code isn’t meant to be specialist guidance to industry, it’s meant to be comprehensible guidance to the public. Advanced driver assistance systems (ADAS) have been regulated ‘quietly’, mainly settled by negotiation at international level and then applied as industrial standards by national approval authorities. ‘Hands free’ driving seems too significant a step for that trend to continue without better official education about advanced driver assistance systems, and what they can and cannot be relied upon to do.”

So how does the guidance need to change?

AG: “The number of driver assistance systems has increased over time, and the quantity of such systems alone can be confusing. I saw an article recently on the most irritating modern vehicle features! Meanwhile, The Highway Code is still largely a text document, not very friendly to mobile devices, and there are plenty of situations it simply doesn’t deal with.

“At the moment, the guidance on driver assistance systems, rule 150, says in essence that those systems are only assistive, that you have to be careful while using them and not let your attention be distracted. Is that guidance too general, for a ‘hands off, eyes on’ system which allows the driver to take their hands off the wheel while driving a car on a motorway? Then there’s rule 160 – “Once moving you should… drive or ride with both hands on the wheel or handlebars where possible” – which will presumably need revision.

Hands-free but Highway Code says "both hands on the wheel" (3 May 2023) — Hands-free but Highway Code says “both hands on the wheel” (3 May 2023)

“We need to think practically about the information which people need to use these systems safely, and how best to communicate it. For example, a feature of this and other systems is that their announcement is often accompanied by explanatory YouTube videos. The Secretary of State for Transport has wide powers to provide guidance and road safety training and information, not only by the Highway Code, under sections 38 and 39 of the Road Traffic Act 1988. He is not limited to one means of providing that information.

“There’s also an argument that we focus too much upon the user of the system. Should road users around a vehicle be made aware that it might be being steered by a computer rather than a human?

“Others affected include those who enforce driving laws and who respond to road traffic collisions, particularly the police and National Highways officers. Then other public authorities, such as the judiciary, and businesses, such as driving instructors and insurance companies – those who form part of the wider motoring ecosystem. All of these people need to be aware.

“So, as well as the issue as to its content, I come back to the question of whether the Highway Code, coming up for its 100th birthday, and still a text document, represents the best or only available form of communication.”

Advanced, Automated and Electric Vehicle Law, 2023

The author of 2017’s “The Law of Driverless Cars: An Introduction” and co-author of 2019’s “A Practical Guide to the Law of Driverless Cars”, Alex Glassbrook’s new book “Advanced, Automated and Electric Vehicle Law” is available for pre-order now.

Profile: Delivers.ai – the London-based last-mile self-driving delivery specialist.

Ford-backed Delivers.ai targets last mile self-driving deliveries

In this Cars of the Future exclusive, we talk last mile self-driving delivery robots with Michael Lacy, Chief Strategy Officer at Delivers.ai

In October, the London-based on-demand autonomous delivery service reached the final round of the Zenzic CAM Scale-Up selection process, with Programme Director Mark Cracknell praising “The quality and range of the finalists – testament to the innovative solutions that will make future mobility cleaner, safer and more efficient”.

Chief Strategy Officer

ML: “The market we’re targeting is last-mile for emission free, restaurant food, grocery and parcel delivery to the doorstep. Our robots work on camera-based technologies and low-cost sensors, travel at pedestrian speeds – up to about 6km/h – and, for safety, they give way to other pavement or cycleway users.

“We’ve been in R&D for the last 2 years and are now working with partners right across Europe on various pilot schemes. We’ve recently had investment from Ford, which is really important to us. Our long-term view is that our platform will ultimately be device agnostic – in that there will be different types and sizes of robots relative to the use case.

“Our business model is solely B2B, so our initial target partners include multi-site restaurant and grocery groups as well as parcel delivery operators. We looked at the volumes and average weights of grocery deliveries and developed our robot to have this capability. It can take a 30kg payload, enough for a multiple-item 3-day shop, with internal volume dimensions designed to take a stack of 14-inch pizza boxes.

Self-driving vehicle or robot?

“In terms of hurdles, it is taking time for the governance to catch up to the technology. It’s difficult to get a definition from a government body as to what is a robot and differentiate it from what is a vehicle – it seems open to interpretation, with different authorities taking different views. Some of the more progressive, like Milton Keynes and Northampton, are very clear that ours is a device, not a vehicle

“Raising awareness is a big part of this – demonstrating robots in practical use to the public and authorities to let them know that the safety angle has been carefully considered and educating businesses and local providers about the benefits of these devices. Not least in terms of cost savings, but also the drive to net zero and the substantial impact such a service has for those with mobility issues. Organisations such as Zenzic are very helpful to us in this regard and we again hope to be part of the CAM Scale-up this year.

“We’re also looking at other routes to market, for example, operating on private land. We’re discussing a pilot in the Queen Elizabeth Olympic Park in London, as well as approaching various other universities and business parks.

“The more places we can operate, the more we can raise awareness and help people to understand that these robots are going to be helpful, the better. Much of our R&D is focused on safety, making sure that the robot behaves appropriately in relation to all kinds of challenges – from curious dogs to busy road crossings.”

For further info visit delivers.ai

Microsoft co-founder blogs about his self-driving trip around London with Wayve CEO Alex Kendall

Bill Gates enjoys a surreal self-driving ride around London, 2023

Microsoft co-founder Bill Gates has posted a great blog about the “surreal” experience of being driven around London in a self-driving Wayve.ai car with a safety driver.

“I give you credit for picking one of the most difficult situations I’ve seen,” he tells Wayve CEO Alex Kendall in this video:

Bill Gates in a Wayve self-driving car in London

Bill Gates self-driving blog

In his Gates Notes blog “The rules of the road are about to change”, he offers further thoughts, with this graphic explaining the SAE levels:

Bill Gates posted this graphic on the SAE self-driving levels 1-5

“Right now, we’re close to the tipping point—between levels 2 and 3—when cars are becoming available that allow the driver to take their hands off the wheel and let the system drive in certain circumstances,” he says.

“The first level 3 car was recently approved for use in the United States, although only in very specific conditions: Autonomous mode is permitted if you’re going under 40 mph on a highway in Nevada on a sunny day.

“Over the next decade, we’ll start to see more vehicles crossing this threshold. AVs are rapidly reaching the point where almost all of the technology required has been invented.

“As AVs become more common, we’re going to have to rethink many of the systems we’ve created to support driving. Car insurance is a great example.

“Governments will have to create new laws and regulations. Roads might even have to change. Will AVs eventually become so popular that you have to use the “human drivers only” lane if you want to be behind the wheel?”

On the Wayve test, he said: “The car drove us around downtown London, which is one of the most challenging driving environments imaginable, and it was a bit surreal to be in the car as it dodged all the traffic. (Since the car is still in development, we had a safety driver in the car just in case, and she assumed control several times.)”

New mobility aggregator Karfu launches Crowdcube campaign

Investment drive for mobility comparison website

If you’ve attended industry events like MOVE recently then you’re probably familiar with Karfu, the all vehicle comparison website.

They’ve officially been in stealth mode but now, with the launch of a new crowdfunder, we can finally talk about them.

The USP is compelling – compare the lifetime financial cost and environmental impact of different vehicles. The aim is to be a Moneysupermarket for mobility.

“In the last few years there’s been a surge of new types of vehicles, from electric cars to scooters, as well as new ways of accessing them, including subscription, sharing and rental,” explains Co-founder & CEO, Sam Ellis.

“This overload makes it hard to directly compare and choose. A lack of trust in providers, along with consumers’ environmental concerns, make the decision-making process more complex. People are confused.”

Co-founder Dominic Thomas picks up the story: “This is where Karfu comes in. It’s an impartial mobility comparison website designed to save people time, money, and help them to make more sustainable choices.

“It brings every vehicle-based product or service into one place, helping consumers to make the best choice for them.”

As of 2.30pm on Tue 28 March, the Karfu campaign on Crowdcube was up to 86% of the £300k target.

For further info see this short video or visit Karfu.com

Introducing mobility comparison website, Karfu

Software-defined vehicle debate feat. experts in computer engineering, automotive fintech and ADAS.

Software-defined vehicles: Cars of the Future editor hosts Reuters webinar on amazing emerging tech

In case you didn’t catch it live, Cars of the Future editor Neil Kennett recently moderated a fantastic discussion on The Evolution of Automotive Technology for Reuters Events.

The high-profile three-man panel consisted of Dr Mario De Felice, Head of Software Architecture at Jaguar Land Rover, Nico Kersten, CEO of Mercedes Pay, and Plato Pathrose, CTO of Vinfast.

With world leading expertise in computer engineering, automotive fintech and ADAS, the main topics covered included EVs and hybrids, software-defined vehicles (SDVs), over-the-air updates (OTAs) and in-car purchase systems (ICPSs).

In particular, they discussed an Accenture report predicting that revenues from digitally-enabled services will rise tenfold by 2040 (to US$3.5 trillion), and the letter by the European Association of Automotive Suppliers to the President of the European Commission calling for sector-specific regulation on the use and sharing of in-vehicle data.

They also covered Mercedes’ Drive Pilot becoming the first SAE Level 3 system in a standard production vehicle to be authorised for use on public freeways in America, and the UK’s recent self-driving public transport successes in Scotland and Didcot.

Software-defined debate

Highlights included…

How is modern software architecture changing vehicle design?

Mario De Felice: “At JLR we’ve integrated Alexa so that the user seamlessly moves from one ecosystem to the other – more complex software architecture enables all of those features. That revolution is incredible.”

How will in-car purchase systems deliver more personalised driving experiences?

Nico Kersten: “If you have digital extras available, you can really reconfigure your car. Two important words are trust and responsibility. This is how we need to approach data.”

What are the challenges and opportunities of being an emerging VM in the age of zero fatalities?

Plato Pathrose: “The major advantages we have are flexibility and adaptability. We have to deliver products that are stable and trustworthy, and show we are capable of providing better technologies.”

The full hour-long session can be viewed here.

Cutting-edge radar for ADAS and self-driving

Revolutionary self-driving tech: Oxford RF’s solid-state 360-degree sensor

In this Cars of the Future exclusive, we talk solid-state 360-degree radar, ADAS, self-driving and Zenzic success with Dr Kashif Siddiq, founder of Oxford RF Solutions.

How did you come up with the 360-degree radar idea?

KS: “We’ve specialised in radar and sensor technologies for 15 years, creating a lot of tech for other businesses. Then it struck us that there’s a huge gap in the market.

“The problem we see is people taking off-the-shelf sensors and bolting them to vehicles to try and make them autonomous. This probably isn’t the right way of doing it. What we need is sensors designed specifically for autonomous vehicles. That was the idea behind Oxford RF.

“We’ve developed a prototype which solves some of the burning challenges in perception sensors for ADAS and self-driving. It also has drone, space and marine applications. It is the world’s first solid-state 360-degree sensor. Actually, we’ve already taken it to the next level by making it hemispherical, so it can see upwards in a dome as well as all-round.

“There are no moving parts and we have the capability to integrate multiple technologies within the same box, but we’re focusing mainly on radar for now.”

Oxford RF and the APC

Oxford RF has been supported by the Advanced Propulsion Centre (APC) via its Technology Developer Accelerator Programme (TDAP), including collaboration with the Warwick Manufacturing Group (WMG).

Self-driving investment: Oxford RF has been supported by the Advanced Propulsion Centre

And won funding as one of 2022’s Zenzic CAM Scale-Up winners

KS: “We applied last year but at that stage we only had an idea rather than a technology to test. Now we have a working prototype and are really leading the thought process when it comes to perception sensing.

“The current situation with advanced driver assistance systems (ADAS) is a mix of cameras, radars and lidars being used to effectively give a full 360-degree picture. There’s an architectural problem with this. First of all, the price.

“Each of those sensors is expensive and there’s so many of them. Then, obviously, all that data needs to be routed to a centralised computer, and that causes latency. Milliseconds are valuable when it comes to saving lives.

“Another issue is redundancy: what’s the backup if one sensor fails? All too often the answer is another sensor, which means yet more cost. And you start to run into the mutual interference problem.”

Self-driving winners: Zenzic CAM Scale-Up Programme (2022 cohort) — Self driving winners: Zenzic CAM Scale-Up Programme (2022 cohort)

Safety-critical benefits

KS: “In a nutshell, we’ve reengineered sensor architecture. It doesn’t need to be radar, it can be any sensor. This allows us to reduce the sensor count.

“Initially we installed them on the car roof, but we’re moving them to the four corners, inside the bumpers. Less sensors means less latency in decision making, so it’s a faster system overall. It’s also inherently more resilient to interference.

“From a safety critical point of view, the four corners approach comes with redundancy built-in, because if one of the 360-degree sensors fails, two others are still looking at the same point.

“Delivering visibility in all conditions has to be seen as a deep tech problem and solved on a scientific basis. Are we able to reduce the mortality rate? That’s the real acid test.

“Further to that, from a finance point of view, can we reduce the cost of what I call the minimum viable sensor suite? Does that enable manufacturers to reduce car prices? Or insurers to reduce premiums due to less crashes?

ADAS first, then self-driving

KS: “We’re taking a beachhead approach and the first application will be ADAS. We’ll prove our technology there and then scale to full autonomy. Over the next year, we’re planning to produce about 100 of our solid-state 360-degree radars, to expand trials with our initial customers.

“We’re planning to start commercial production in 2024. From there, we’ll expand into other markets, as many as we practically can. For example, in drone applications, we’ll usually only need one sensor. For spacecraft, we’re looking at two front-facing sensors. For marine vessels, we’re talking about three sensors – one on the bow and two on the stern.

“It will take time to develop our business to a level where we can supply all of these markets, but it’s really good to see that there’s already significant interest.”

For further info, visit the Oxford RF website