La. Var Ball Throws Hissy Fit, Gets Female Referee Replaced Mid Game. The La. Var Ball circus continued yesterday, this time with some not so thinly veiled misogyny taking a spot in the center ring. Ball received a technical foul from a female referee for arguing with her over a call, and then immediately began to pull his team off the floor, threatening to forfeit unless the referee was replaced. The game was stopped for several minutes while Ball threw his fit, and eventually the referee who gave him the technical was removed from the game by Adidas, which was sponsoring the event. Ball spoke about the incident after the game, telling reporters that the referee needed to stay in her lane while insulting both her basketball knowledge and physical fitness La. Var Ball is an asshole, and the Adidas rep who decided to remove the ref from the game is a coward. Peter Skillman Designpeter skillman design. Peter Skillman Design. Vitaminas Diarias Para El Espiritu Pdf Libro. Nokia HERE is making HD maps that combine detail about roadways with information about traffic flow. Stainless Extended Regular Font' title='Stainless Extended Regular Font' />Bill Le Boeuf Jewellers is committed to providing our customers with the best value and selection of time pieces, diamond and gemstone jewellery and platinum, white. Issuu is a digital publishing platform that makes it simple to publish magazines, catalogs, newspapers, books, and more online. Easily share your publications and get. Jaden Smith, cofounder of boxed water startup Just Good Inc., has launched a legal war with another startup selling mayonnaise. According to Bloomberg, Smiths. SAM. gov The System for Award Management SAM is the Official U. S. Government system that consolidated the capabilities of CCRFedReg, ORCA, and EPLS. Ever have one of those days where youre just sitting around, falsifying documents, and just cant seem to choose the right font to convey your alleged corruptionNokia HEREAs the vehicle navigated the labyrinthine streets of London and headed for the countryside of Surrey with uncommon speed, the passengers must have felt a bit unnerved. Having selected their destination, theyd relinquished control. They had no communication with the driver, but they could check their progress on a map. The map must have been reassuring, says Peter Skillman, lead designer for Nokia HERE, the maps division the Finnish communications company. Skillman visited WIREDs San Francisco office recently to talk about HEREs efforts to build high definition maps for autonomous vehicles. But the passengers he was talking about werent zipping through London in a sleek Audi prototype. They were riding in a stagecoach circa 1. Skillman had taken a slight detour to show off a map hed bought recently at an antiquarian map shop in London. Then as now, Skillman said, maps can smooth the transition to a new technology. The key to making autonomous driving work is to not forget about the driver. Autonomous cars will require maps that differ in several important ways from the maps we use today for turn by turn directions. They need to be hi def. Meter resolution maps may be good enough for GPS based navigation, but autonomous cars will need maps that can tell them where the curb is within a few centimeters. They also need to be live, updated second by second with information about accidents, traffic backups, and lane closures. Finally, and this was the point Skillman was trying to make with the 1. The key to making autonomous driving work is to not forget about the driver, Skillman said. Fully autonomous cars will be ready to hit the road as soon as 2. Sergey Brin, or perhaps sometime in the 2. The timing may be uncertain, but cars are already becoming more autonomous, creeping across a spectrum from current models with adaptive cruise control and assisted parallel parking to future vehicles that can navigate from A to B while you take a nap or make a sandwich. Much of the attention has focused on the sensors and other technology inside the cars and on the legal questions they raise if an autonomous car causes an accident, whos to blameProbe data collected by HERE from vehicles traveling highways around Berlin. Nokia HERELike typical digital maps HERE is using satellite and aerial imagery as a starting point for its HD maps. The maps also incorporate anonymized probe data from GPS devices inside fleet vehicles owned by trucking companies and other partners. This data, which HERE collects at a rate of 1. But the most detailed information being fed into the maps comes from hundreds of cars outfitted with GPS, cameras, and lidar, a laser based method for measuring distances. This fleet is coordinated from a nondescript building two blocks from the campus of the University of California, Berkeley. The sensors on the cars were developed by John Ristevski, a 3. Australian native. Ristevski is HEREs head of reality capture, a job title reminiscent of the famous story by Jorge Luis Borges about a 1 1 scale map that is exactly as big as the area it covers. The map Ristevski and his colleagues are creating has similar aspirations. When the car is in motion, the lidar systema cylinder about the size of a soda canspins around, shooting out 3. It collects 7. 00,0. Ristevski says. An inertial sensor tracks the pitch, roll, and yaw of the car so that the lidar data can be corrected for the position of the car and used to create a 3 D model of the roads it has traveled. The lidar instruments range tops out about 1. At street level, its resolution is just a few centimeters. A HERE car outfitted with GPS, LIDAR, and cameras. Nokia HERELane markers and street signs stand out in the lidar imagery because theyre coated with reflective paint. HERE uses a combination of computer vision algorithms and manual labor to extract this information and check it against imagery from the cars cameras much like Google extracts similar information from its Street View imagery. HERE has outfitted roughly 2. Ristevski designed, and the company has a similar number of cars with an older generation of equipment. In Berkeley, Ristevski and I took a quick spin with driver Luke Pulaski in a bright blue Volkswagen Jetta wagon with the sensor equipment mounted on a Thule roof rack. A battery pack and custom Linux box with a terabyte hard drive occupied the space where the legs of a front seat passenger would go. Pulaski logged on to the system with a few taps on a tablet mounted just to his right, and icons turned green to indicate that the cameras and other sensors were working. Turn by turn directions appeared, calculated to provide the most efficient route to cover every street in the area to be mapped. For the most part, the driving is actually boring, Ristevski said. Its designed to be. All told, HERE has driven 2 million kilometers 1. Google, HEREs main competitor in the race to build maps for autonomous cars, has focused its efforts close to home, reportedly mapping 2,0. Mountain View. The US road network, for comparison, covers 4 million miles. A live map in HEREs Berkeley office shows which cars are active. The afternoon I visited, a green tags indicated cars actively mapping roads on the west coast and a couple tags indicated that drivers in Australia were off to an early start. The tags in Europe and the east coast were grayed out, done driving for the day. HD maps will tell an autonomous car what to expect along its route, Ristevski says. If you just have a bunch of sensors on the car that detect things in real time and no a priori information about what exists, the problem becomes a lot harder, he said. The maps are essential. Of course, road conditions can change quickly, and another challenge for mapmakers is how to detect things like accidents and lane closures and update their maps in as close to real time as possible. Sensors on future autonomous cars could feed information over cellular data networks to HEREs map in the cloud, but that might not be fast enough to avoid an accident. According to Peter Skillman, it could take several seconds for a car in San Francisco to beam its data to a data center in, say, North Carolina, and get a response. Getting response times down to tens of millisecondsfast enough for a car to switch lanes to avoid some debris in the road spotted by another car ahead of itwill require applications that live inside the LTE networks and can be accessed locally, Skillman says. A self driving car that swerves to avoid debris may be a marvel of technology, but its also a scary car to be in if you dont know whats going on. And this gets back to Skillmans point about maps as mediators between human psychology and a potentially frightening new technology. A recent survey found that 8. Americans were worried about riding in a driverless car. The key to getting people to trust autonomous cars, Skillman says, is having the experience match their expectations. If the car signals ahead of time that its about to change lanes to avoid some debris, and then does exactly that, it will start to gain the trust of its passengers, he says. Skillman pulled up a few examples on his laptop, short clips that showed the kind of map youd see in the console of a car with an onboard navigation system.