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driving cars shuttling people around by the middle of this decade or not long after. "They were overly optimistic," Basich commented. "They believed that by adding more sensors, more powerful processors, memory, and advanced software that they could achieve their near-term objectives." Although they continued to make progress, it wasn't moving fast enough to enable large-scale production of autonomous vehicles any time soon. In addition, consumers have become more skeptical of autonomous vehicles due to media reports of fatalities. He recalled the self-driving Uber car in Tempe, AZ, being tested by Uber that hit and killed a woman walking a bicycle across a street last year. Elsewhere, four Tesla drivers (as of May, 2019) died in crashes that occurred while the company's Autopilot driver-assistance system was engaged Today, many are more inclined to follow the auto industry's more holistic, cautious and total ecosystem approach of standardizing on safety and competing on ever y thing else. Basich noted that all of the participants (auto manufacturers, Tier 1 providers and processor/storage providers) are focused on determining how much data must be captured and used/stored in the vehicle, what can be discarded and what data needs to be uploaded, analyzed, and used by other parts of the transportation environment. Last year a combined 2M autonomous miles in California – one of the largest testbeds – were logged. But miles alone aren't worth much because they also need quality. There is a very low probability of such lethal events as discussed earlier, but it will still require auto manufacturers and autonomous service providers to conduct millions of miles of real-world testing with a large number of vehicles in a wide range of environments and encounters.