Radiant AI

The Radiant AI is a technology developed by Bethesda Softworks for The Elder Scrolls video games. It allows non-player characters (NPCs) to make choices and engage in behaviors more complex than in past titles. The technology was developed for The Elder Scrolls IV: Oblivion and expanded in The Elder Scrolls V: Skyrim; it is also used in Fallout 3, Fallout: New Vegas and Fallout 4, also published by Bethesda, with 3 and 4 being developed by them as well. == Technology == The Radiant AI technology, as it evolved in its iteration developed for Skyrim, comprises two parts: === Radiant AI === The Radiant AI system deals with NPC interactions and behavior. It allows non-player characters to dynamically react to and interact with the world around them. General goals, such as "Eat in this location at 2pm" are given to NPCs, and NPCs are left to determine how to achieve them. The absence of individual scripting for each character allows for the construction of a world on a much larger scale than other games had developed, and aids in the creation of what Todd Howard described as an "organic feel" for the game. === Radiant Story === The Radiant Story system deals with how the game itself reacts to the player behavior, such as the creation of new dynamic quests. Dynamically generated quests are placed by the game in locations the player hasn't visited yet and are related to earlier adventures.

Cooliris (plugin)

Cooliris (for Desktop), formerly known as PicLens, was a web browser extension developed by Cooliris, Inc, and later acquired by Yahoo. The plugin provides an interactive 3D-like experience for viewing digital images and videos from the web and from desktop applications. The software places a small icon atop image thumbnails that appear on a webpage. Clicking on the icon loads the Cooliris 3D Wall, a browsing environment that gives the user the effect of flying through a three-dimensional space. Released to the public in January 2008, The New York Times described Cooliris as the "new immersive approach to Web navigation". Cooliris went out to win the 2008 Crunchies Award for Best Design. The plugin has received over 50 million downloads. As of May 2014 browser plugins are unavailable from the official website. There are only links to tablet apps - for iOS and Android.

Digital fashion

Digital fashion is a field of fashion design that relies on 3D software or artificial intelligence to produce hyper-realistic, data-intensive digital 3D garment simulations that are digital-only products or digital models for physical products. Digital garments can be worn and presented in virtual environments, social media, online gaming, virtual reality (VR), and augmented reality (AR) platforms. The field aims to contribute to the development of a more sustainable future for the fashion industry. It has been praised as a possible answer to ethical and creative concerns of traditional fashion by promoting innovation, reducing waste, and encouraging conscious consumption. However, empirical research has questioned whether digital fashion communities embody the radical and anti-consumerist values they claim. A 2025 study presented by YeSeung Lee at the FACTUM international conference on fashion communication analysed 88,141 posts across nine platforms over eight months using Pulsar. It found that only 4.8% of author biographies indicated any sociopolitical focus, and that discourse predominantly relied on generic slogans and trending buzzwords, primarily reinforcing existing fashion hierarchies and consumerist frameworks rather than challenging them. Digital fashion is also the interplay between digital technology and couture. Human AI is an intersection of technology and human representation, in which human value is emphasized and enhanced by technology and the possibilities of discovering design. Information and communication technologies (ICTs) have been deeply integrated both into the fashion industry, as well as within the experience of clients and prospects. Such interplay has happened at three main levels. ICTs are used to design and produce fashion products, while the industry organization also leverages digital technologies. ICTs impact marketing, distribution and sales. ICTs are extensively used in communication activities with all relevant stakeholders and contribute to co-create the fashion world. The fashion industry in general has paved the way for digital fashion to be introduced with more technology being in the industry, like virtual dressing rooms and the gamification of the fashion industry. Digital fashion is also seen on many different online fashion retail websites. This evolution in the fashion industry has called for more education and research of digital fashion. == Design, production, and organization == Among the many applications available to fashion designers to model the fusion of creativity with digital avenues, the Digital Textile Printing can be mentioned here. === Digital textile printing === Digital textile printing has brought together the worlds of fashion, technology, art, chemistry, and printing to produce a new process for printing textiles on clothing. Digital printing is a process in which prints are directly applied to fabrics with a printer, reducing 95% of the use of water, 75% of the use of energy and minimizing textile waste. The main advantage of digital printing is the ability to do very small runs of each design (even less than 1 yard). Digital Textile printing also offers other benefits, such as fast printing speeds that help the time and space needed to print different patterns on garments of choice. == Marketing, distribution, and sales == While all digital channels can be used in order to market and sell fashion completely online (eCommerce), they usually are implemented in connection with offline channels (so-called "omni-channel"). Here, virtual and augmented reality play a crucial role. The fashion industry has faced its own problems including pollution and fabric waste, which has resulted in a shift to more sustainable methods like digital fashion. The industry is also constantly being intertwined with digital media and has allowed for the use of digital tools within the business itself and with consumers. Two of the ways digital fashion is utilized with consumers is through virtual dressing rooms and virtual cosmetic counters. Prospects and clients can use ICTs - own computers, tablets and smartphones - to virtually simulate fitting rooms and cosmetics counters and see how they look in specific outfits and makeup. Customers can give any look and decide on what suits them and buy products. Oftentimes, beauty retailers will feature virtual fitting rooms to allow users to experience the look of their product before committing to a purchase. Some examples are color contact retailers Freshlook, which allows users to simulate contact lens wear in their color contacts studio before purchase. Colorful Eyes also offers a virtual color contact lens try-on room. === Virtual dressing room === A virtual dressing room (also often referred to as virtual fitting room and virtual changing room although they do perform different functions) is the online equivalent of the near-ubiquitous in-store changing room – that is, it enables shoppers to try on clothes to check one or more of size, fit or style, but virtually rather than physically. Fashion retailer Topshop installed a Kinect-powered virtual fitting room at its Moscow store. Created by AR Door, the Augmented Fitting Room system overlays 3D augmented reality clothes on the customer. Simple gestures and on-screen buttons let users "try on" different outfits. However, the high variability of virtual fit platforms to predict consumer clothes sizes called into question the accuracy of these systems in their current form. AI-powered Wardrobe and Outfit Planning Beyond virtual fitting rooms, the integration of artificial intelligence has enabled the rise of digital wardrobe management. These platforms use computer vision and machine learning to catalog a user’s physical or digital garments, providing automated outfit recommendations based on weather, occasion, and personal style trends. Fashion-tech startups utilize AI-driven garment simulation to help users plan outfits virtually, bridging the gap between digital-only fashion and physical wardrobe utility. This "smart closet" approach aims to reduce "wardrobe fatigue" and decrease unnecessary consumption by maximizing the use of existing items through digital visualization. === Communication and experience co-creation === Fashion is also a matter of socially negotiating what is "in" or "out", fashionable or not. In other words, fashion items do not only play on the economic market of physical goods but also - and sometimes even more importantly - on the semiotic market of the production of social tastes and customs. Thanks to social media, and to all services offered by the so-called web2.0, laypeople can contribute to co-create the fashion world, shaping tastes, customs, and fashion-related values. Social media, in general, has catapulted the impact fashion has on our everyday lives and values. Fashion has taken a central role in mass production and is constantly evolving due to the ever-lasting digital transformation. Social media has also helped evolve to a point where not only can brands reach consumers, but consumers can reach brands as well. TikTok for example started a trend in 2020 with #GucciModelChallenge. This creates a space where the brand is gaining awareness from their consumers in the ever-changing digital age. === Gamification === Gaming has played an important role in fostering digital aspects of the fashion world, first beginning with dress-up games that used avatars and allowed players to select garments. Nevertheless, it seems it will now move on to the real world and start using avatars of real people. Garments from luxurious brands have been copied and adapted into the aesthetics of games such as Animal Crossing: New Horizons and The Sims. As to the former, during COVID-19 lock-downs players recreated outfits from a variety of fashion brands, including Chanel, Gucci and Versace. It became a platform for users to showcase their costume designs. In April 2019, Moschino collaborated with simulation game The Sims in a capsule collection that featured signature Jeremy Scott garments. The collection was made available to shop and the campaign was set against the backdrop of a Sims-like atmosphere. Furthermore, in May 2019, Nike partnered up with Fortnite to include their iconic Jordan sneakers. In similar fashion, in May 2020, Marc Jacobs designed 6 of the brand's favorite looks for Nintendo's Animal Crossing: New Horizons in a partnership with Instagram user @AnimalCrossingFashionArchive. They were made available to download. Similarly, the other luxury brands mentioned, Louis Vuitton partnered with game League of Legends to create skins for characters within the game. Digital fashion in different video games allows users to express themselves beyond their avatars and combine the self-expression of fashion into the digital gaming realm. == Digital fashion education and research == Nowadays, the fashion industry needs experts in digital fashion, equipped with the above-ske

Split Up (expert system)

Split Up is an intelligent decision support system, which makes predictions about the distribution of marital property following divorce in Australia. It is designed to assist judges, registrars of the Family Court of Australia, mediators and lawyers. Split Up operates as a hybrid system, combining rule – based reasoning with neural network theory. Rule based reasoning operates within strict parameters, in the form: IF < condition(s) > then . Neural networks, by contrast, are considered to be better suited to generate decisions in uncertain domains, since they can be taught to weigh the factors considered by judicial decision makers from case data. Yet, they do not provide an explanation for the conclusions they reach. Split_up, with a view to overcome this flaw, uses argument structures proposed by Toulmin as the basis for representations from which explanations can be generated. == Application == In Australian family law, a judge in determining the distribution of property will: identify the assets of the marriage included in the common pool establish what percentage of the common pool each party will receive determine a final property order in line with the decisions made in 1. and 2. Split_Up implements step 1 and 2 : the common pool determination and the prediction of a percentage split. === The common pool determination === Since the determination of marital property is rule based, it is implemented using directed graphs. However, the percentage split between the parties is discretionary in that a judge has a wide discretion to look at each party's contributions to the marriage under section 79(4) of the Family Law Act 1975. Broadly, the contributions can be taken as financial or non-financial. The party who can demonstrate a larger contribution to the marital relationship will receive a larger proportion of the assets. The court may further look at each party's financial resources and future needs under section 75(2)of the Family Law Act 1975. These needs can include factors such as the inability to gain employment, the continued care of a child under 18 years of age or medical expenses. This means that different judges may and will reach different conclusions based on the same facts, since each judge assigns different relevant weights to each factor. Split_up determines the percentage split by using a combination of rule- based reasoning and neural networks. === The percentage split determination === In order to determine how judges weigh the different factors, 103 written judgements of commonplace cases were used to establish a database comprising 94 relevant factors for percentage split determination. The factors relevant for a percentage split determination are: Past contributions of a husband relative to those of a wife The husband's future needs relative to those of the wife The wealth of the marriage The factors relevant for a determination of past contributions are The relative direct and indirect contributions of both parties The length of the marriage The relative contributions of both parties to the homemaking role The hierarchy provides a structure that is used to decompose the task of predicting an outcome into 35 subtasks. Outputs of tasks further down the hierarchy are used as inputs into sub-tasks higher up the hierarchy. Each sub-task is treated as a separate and smaller data mining exercise. Twenty one solid arcs represent inferences performed with the use of rule sets. For example, the level of wealth of a marriage is determined by a rule, which uses the common pool value. By contrast, the fourteen dashed arcs establish inferences performed with the use of neural networks. These receive their name from the fact that they resemble a nervous system in the brain. They consist of many self – adjusting processing elements cooperating in a densely interconnected network. Each processing element generates a single output that is transmitted to the other processing element. The output signal of a processing element depends on the input to the processing element, i.e. each input is gated by a weighting factor that determines the amount of influence that the input will have on the output. The strength of the weighting factors is adjusted autonomously by the processing element as the data is processed. In Split_Up, the neural network is a statistical technique for learning the weights of each of the relevant attributes used in a percentage split determination of marital property. Hence the inputs to the neural network are contributions, future needs and wealth, and the output the percentage split predicted. On each arc there is a statistical weight. Using back propagation the neural network learns the necessary pattern to recognize the prediction. It is trained by repeatedly exposing it to examples of the problem and learning the significance (weights) of the input nodes. The neural network used by Split_up is said to generalise well if the output of the network is correct (or nearly correct) for examples not seen during training, which classifies it as an intelligent system. === Toulmin Argument Structure === Since the manner in which these weights are learned is primarily statistical, domain knowledge of legal rules and principles is not modelled directly. However, explanations for a legal conclusion in a domain as discretionary as the determining the distribution of property following divorce, are at least as important as the conclusion reached. Hence the creators of Split_Up used Toulmin Argument structures, to provide independent explanations of the conclusions reached. These operate on the basis that every argument makes an assertion based on some data. The assertion of the argument stands as the claim of the argument. Since knowing the data and the claim, does not necessarily mean that the claim follows from the data, a mechanism is required to justify the claim in the light of the data. The justification is known as the warrant. The backing of an argument supports the validity of the warrant. In the legal domain, this is typically a reference to a statute or a precedent. Here, a neural network (or rules), produce a conclusion from the data of an argument and the data, warrant and backing are reproduced to generate an explanation. It is noteworthy, though, that an argument's warrant is reproduced as an explanation regardless of the claim values used. This lack of claim - sensitivity must be overcome by the different users, i.e., the judge, the representatives for the wife and the representatives for the husband, each of whom is encouraged to use the system to prepare their cases, but not to rely exclusively on its outcome.

Vehicle infrastructure integration

The Vehicle Infrastructure Integration (VII), also known as "Connected Roadways" or "vehicle-to-everything" (V2X) technology, is a United States Department of Transportation initiative that aims to improve road safety by developing technology that connects road vehicles with their environment. This development draws on several disciplines, including transport engineering, electrical engineering, automotive engineering, telematics, and computer science. Although VII specifically covers road transport, similar technologies are under development for other modes of transport. For example, airplanes may use ground-based beacons for automated guidance, allowing the autopilot to fly the plane without human intervention. == Goals == The goal of VII is to establish a communication link between vehicles (via On-Board Equipment, or OBE) and roadside infrastructure (via Roadside Equipment, or RSE) to enhance the safety, efficiency, and convenience of transportation systems. Two potential approaches are the widespread deployment of a dedicated short-range communications (DSRC) link on the 5.9GHz band, and cellular communication (C-V2X). Either of these methods would allow vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communication. The initiative has three priorities: Stakeholder evaluation and acceptance of the business model and its deployment schedule, Validation of the technology, with a focus on communications systems, in relation to deployment costs, and Creation of legal structures and policies, especially concerning digital privacy, to improve the system's long-term potential for success. === Safety === Current automotive safety technology relies primarily on vehicle-based radar, lidar, and sonar systems. This technology allows, for instance, a potential reduction in rear-end collisions by monitoring obstacles in front of or behind the vehicle and automatically applying the brakes when necessary. This technology, however, is limited by the sensing range of vehicle-based radar, particularly in angled and left-turn collisions, such as a motorist losing control of the vehicle during an impending head-on collision. The rear-end collisions addressed by current technology are generally less severe than angled, left-turn, or head-on collisions. VII promotes the development of a direct communication link between road vehicles and all other vehicles nearby, allowing for the exchange of information on vehicle speed and orientation or driver awareness and intent. This real-time exchange of information may enable more effective automated emergency maneuvers, such as steering, decelerating, or braking. In addition to nearby vehicle awareness, VII promotes a communication link between vehicles and roadway infrastructure. Such a link may allow for improved real-time traffic information, better queue management, and feedback to vehicles. Existing implementations of VII use vehicle-based sensors that can recognize and respond to roadway markings or signs, automatically adjusting vehicle parameters to follow the recognized instructions. However, this information may also be acquired via roadside beacons or stored in a centralized database accessible to all vehicles. === Efficiency === With a VII system in place, vehicles will be linked together. The headway between vehicles may therefore be reduced so that there is less empty space on the road, increasing the available capacity per lane. More capacity per lane will in turn imply fewer lanes in general, possibly satisfying the community's concerns about the impact of roadway widening. VII will enable precise traffic-signal coordination by tracking vehicle platoons and will benefit from accurate timing by drawing on real-time traffic data covering volume, density, and turning movements. Real-time traffic data can also be used in the design of new roadways or modification of existing systems as the data could be used to provide accurate origin-destination studies and turning-movement counts for uses in transportation forecasting and traffic operations. Such technology would also lead to improvements for transport engineers to address problems whilst reducing the cost of obtaining and compiling data. Tolling is another prospect for VII technology as it could enable roadways to be automatically tolled. Data could be collectively transmitted to road users for in-vehicle display, outlining the lowest cost, shortest distance, and/or fastest route to a destination on the basis of real-time conditions. === Existing applications === To some extent, results along these lines have been achieved in trials performed around the globe, making use of GPS, mobile phone signals, and vehicle registration plates. GPS is becoming standard in many new high-end vehicles and is an option on most new low- and mid-range vehicles. In addition, many users also have mobile phones that transmit trackable signals (and may also be GPS-enabled). Mobile phones can already be traced for purposes of emergency response. GPS and mobile phone tracking, however, do not provide fully reliable data. Furthermore, integrating mobile phones in vehicles may be prohibitively difficult. Data from mobile phones, though useful, might even increase risks to motorists as they tend to look at their phones rather than concentrate on their driving. Automatic registration plate recognition can provide large quantities of data, but continuously tracking a vehicle through a corridor is a difficult task with existing technology. Today's equipment is designed for data acquisition and functions such as enforcement and tolling, not for returning data to vehicles or motorists for response. GPS will nevertheless be one of the key components in VII systems. == Limitations == === Privacy === VII architecture is designed to prevent identification of individual vehicles, with all data exchange between the vehicle and the system occurring anonymously. Exchanges between the vehicles and third parties such as OEMs and toll collectors will occur, but the network traffic will be sent via encrypted tunnels and will therefore not be decipherable by the VII system. Data sharing with law enforcement or Homeland Security was not included in system design as of 2006. === Technical issues === ==== Coordination ==== A major issue facing the deployment of VII is the problem of how to set up the system initially. The costs associated with installing the technology in vehicles and providing communications and power at every intersection are significant. ==== Maintenance ==== Another factor for consideration in regard to the technology's distribution is how to update and maintain the units. Traffic systems are highly dynamic, with new traffic controls implemented every day and roadways constructed or repaired every year. The vehicle-based option could be updated via the internet (preferably wireless) but may subsequently require all users to have access to internet technology. Alternatively, if receivers were placed in all vehicles and the VII system was primarily located along the roadside, information could be stored in a centralized database. This would allow the agency responsible to issue updates at any time. These would then be disseminated to the roadside units for passing motorists. Operationally, this method is currently considered to provide the greatest effectiveness but at a high cost to the authorities. ==== Security ==== Security of the units is another concern, especially in light of the public acceptance issue. Criminals could tamper, remove, or destroy VII units regardless of whether they are installed inside vehicles or along the roadside. Magnets, electric shocks, and malicious software (viruses, hacking, or jamming) could be used to damage VII systems – regardless of whether units are located inside vehicle or along the roadside. == Recent developments == Much of the current research and experimentation is conducted in the United States where coordination is ensured through the Vehicle Infrastructure Integration Consortium; consisting of automobile manufacturers (Ford, General Motors, Daimler Chrysler, Toyota, Nissan, Honda, Volkswagen, BMW), IT suppliers, U.S. Federal and state transportation departments, and professional associations. Trialing is taking place in Michigan and California. The specific applications now being developed under the U.S. initiative are: Warning drivers of unsafe conditions or imminent collisions. Warning drivers if they are about to run off the road or speed around a curve too fast. Informing system operators of real-time congestion, weather conditions and incidents. Providing operators with information on corridor capacity for real-time management, planning and provision of corridor-wide advisories to drivers. In mid-2007, a VII environment covering some 20 square miles (52 km2) near Detroit was used to test 20 prototype VII applications. Several automobile manufacturers are also conducting their own VII research and triali

3D-Coat

3DCoat is a commercial digital sculpting program from Pilgway designed to create free-form organic and hard surfaced 3D models, with tools which enable users to sculpt, add polygonal topology (automatically or manually), create UV maps (automatically or manually), texture the resulting models with natural painting tools, and render static images or animated "turntable" movies. The program can also be used to modify imported 3D models from a number of commercial 3D software products by means of plugins called Applinks. Imported models can be converted into voxel objects for further refinement and for adding high resolution detail, complete UV unwrapping and mapping, as well as adding PBR textures for displacement, bump maps, specular and diffuse color maps. A live connection to a chosen external 3D application can be established through the Applink pipeline, allowing for the transfer of model and texture information. 3DCoat specializes in voxel sculpting and polygonal sculpting using dynamic patch tessellation technology and polygonal sculpting tools. It includes "auto-retopology", a proprietary skinning algorithm which generates a polygonal mesh skin over any voxel sculpture, composed primarily of quadrangles.

List of Tesla Autopilot crashes

Tesla Autopilot, a Level 2 advanced driver assistance system (ADAS), was released in October 2015 and the first fatal crashes involving the system occurred less than one year later. The fatal crashes attracted attention from news publications and United States government agencies, including the National Transportation Safety Board (NTSB) and National Highway Traffic Safety Administration (NHTSA), which has argued the Tesla Autopilot death rate is higher than the reported estimates. In addition to fatal crashes, there have been many nonfatal ones. Causes behind the incidents include the ADAS failing to recognize other vehicles, insufficient Autopilot driver engagement, and violating the operational design domain. As of October 2025, there have been hundreds of nonfatal incidents involving versions of Autopilot and sixty-five reported fatalities, fifty-four of which NHTSA investigations or expert testimony later verified and two that NHTSA's Office of Defect Investigations determined as happening during the engagement of Full Self-Driving (FSD) after 2022. Collectively, these cases culminated in a general recall in December 2023 of all vehicles equipped with Autopilot, which Tesla claims it resolved by an over-the-air software update. Immediately after closing its investigation in April 2024, NHTSA opened a recall query to determine the effectiveness of the recall. == Notable fatal crashes == === Handan, Hebei, China (January 20, 2016) === On January 20, 2016, Gao Yaning, the driver of a Tesla Model S in Handan, Hebei, China, was killed when his car crashed into a stationary truck. The Tesla was following a car in the far left lane of a multi-lane highway; the car in front moved to the right lane to avoid a truck stopped on the left shoulder, and the Tesla, which the driver's father believes was in Autopilot mode, did not slow before colliding with the stopped truck. According to footage captured by a dashboard camera, the stationary street sweeper on the left side of the expressway partially extended into the far left lane, and the driver did not appear to respond to the unexpected obstacle. Initially, Yaning was held responsible for the collision by local traffic police and, in September 2016, his family filed a lawsuit in July against the Tesla dealer who sold the car. The family's lawyer stated the suit was intended "to let the public know that self-driving technology has some defects. We are hoping Tesla when marketing its products, will be more cautious. Do not just use self-driving as a selling point for young people." Tesla released a statement which said they "have no way of knowing whether or not Autopilot was engaged at the time of the crash" since the car telemetry could not be retrieved remotely due to damage caused by the crash. In 2018, the lawsuit was stalled because telemetry was recorded locally to a SD card and was not able to be given to Tesla, who provided a decoding key to a third party for independent review. Tesla stated that "while the third-party appraisal is not yet complete, we have no reason to believe that Autopilot on this vehicle ever functioned other than as designed." Chinese media later reported that the family sent the information from that card to Tesla, which admitted Autopilot was engaged two minutes before the crash. Tesla since then removed the term "Autopilot" from its Chinese website. === Williston, Florida, US (May 7, 2016) === On May 7, 2016, Tesla driver Joshua Brown was killed in a crash with an 18-wheel tractor-trailer in Williston, Florida. By late June 2016, the NHTSA opened a formal investigation into the fatal autonomous accident, working with the Florida Highway Patrol. According to the NHTSA, preliminary reports indicate the crash occurred when the tractor-trailer made a left turn in front of the 2015 Tesla Model S at an intersection on a non-controlled access highway, and the car failed to apply the brakes. The car continued to travel after passing under the truck's trailer. The Tesla was eastbound in the rightmost lane of US 27, and the westbound tractor-trailer was turning left at the intersection with NE 140th Court, approximately 1 mi (1.6 km) west of Williston; the posted speed limit is 65 mph (105 km/h). The diagnostic log of the Tesla indicated it was traveling at a speed of 74 mi/h (119 km/h) when it collided with and traveled under the trailer, which was not equipped with a side underrun protection system. A reconstruction of the accident estimated the driver would have had approximately 10.4 seconds to detect the truck and take evasive action. The underride collision sheared off the Tesla's greenhouse, destroying everything above the beltline, and caused fatal injuries to the driver. In the approximately nine seconds after colliding with the trailer, the Tesla traveled another 886.5 feet (270.2 m) and came to rest after colliding with two chain-link fences and a utility pole. The NHTSA's preliminary evaluation was opened to examine the design and performance of any automated driving systems in use at the time of the crash, which involves a population of an estimated 25,000 Model S cars. On July 8, 2016, the NHTSA requested Tesla Inc. to hand over to the agency detailed information about the design, operation and testing of its Autopilot technology. The agency also requested details of all design changes and updates to Autopilot since its introduction, and Tesla's planned updates scheduled for the next four months. According to Tesla, "neither autopilot nor the driver noticed the white side of the tractor-trailer against a brightly lit sky, so the brake was not applied." The car attempted to drive full speed under the trailer, "with the bottom of the trailer impacting the windshield of the Model S". Tesla also stated that this was Tesla's first known Autopilot-related death in over 130 million miles (208 million km) driven by its customers while Autopilot was activated. According to Tesla there is a fatality every 94 million miles (150 million km) among all type of vehicles in the U.S. It is estimated that billions of miles will need to be traveled before Tesla Autopilot can claim to be safer than humans with statistical significance. Researchers say that Tesla and others need to release more data on the limitations and performance of automated driving systems if self-driving cars are to become safe and understood enough for mass-market use. The truck's driver told the Associated Press that he could hear a Harry Potter movie playing in the crashed car, and said the car was driving so quickly that "he went so fast through my trailer I didn't see him. [The film] was still playing when he died and snapped a telephone pole a quarter-mile down the road." According to the Florida Highway Patrol, they found in the wreckage an aftermarket portable DVD player. (It is not possible to watch videos on the Model S touchscreen display while the car is moving.) A laptop computer was recovered during the post-crash examination of the wreck, along with an adjustable vehicle laptop mount attached to the front passenger's seat frame. The NHTSA concluded the laptop was probably mounted, and the driver may have been distracted at the time of the crash. In January 2017, the NHTSA Office of Defects Investigations (ODI) released a preliminary evaluation, finding that the driver in the crash had seven seconds to see the truck and identifying no defects in the Autopilot system; the ODI also found that the Tesla car crash rate dropped by 40 percent after Autosteer installation, but later also clarified that it did not assess the effectiveness of this technology or whether it was engaged in its crash rate comparison. The NHTSA Special Crash Investigation team published its report in January 2018. According to the report, for the drive leading up to the crash, the driver engaged Autopilot for 37 minutes and 26 seconds, and the system provided 13 "hands not detected" alerts, to which the driver responded after an average delay of 16 seconds. The report concluded "Regardless of the operational status of the Tesla's ADAS technologies, the driver was still responsible for maintaining ultimate control of the vehicle. All evidence and data gathered concluded that the driver neglected to maintain complete control of the Tesla leading up to the crash." In July 2016, the NTSB announced it had opened a formal investigation into the fatal accident while Autopilot was engaged. The NTSB is an investigative body that only has the power to make policy recommendations. An agency spokesman said, "It's worth taking a look and seeing what we can learn from that event, so that as that automation is more widely introduced we can do it in the safest way possible." The NTSB opens annually about 25 to 30 highway investigations. In September 2017, the NTSB released its report, determining that "the probable cause of the Williston, Florida, crash was the truck driver's failure to yield the right of way to the car, combine