Driver-on-demand service Uber is building a robotics research lab in Pittsburgh, PA to “kickstart autonomous taxi fleet development,” sources close to the decision have confirmed to TechCrunch. They say the company has hired talent from Carnegie Mellon University’s Robotics Institute, including lead engineering and commercialization experts. 
 
 No one at Carnegie Mellon or Uber agreed to discuss the deal on the record but an announcement should be forthcoming. Update: Uber published a blog post today outlining its partnership with Carnegie Mellon University, confirming our reporting. 
 
 Sources tell us Uber is hiring more than fifty senior scientists from Carnegie Mellon as well as from the National Robotics Engineering Center, a CMU-affiliated research entity. Carnegie Mellon, home of the Mars Rover and other high-profile robotics projects, declined to comment at this time, as did scientists mentioned by our source. Uber has “cleaned out” the Robotics Institute, said the source. 
 
 The source also noted that most of these technologies came through a “massive” military spending push over the past decade and should net the university millions in IP licensing fees. 
 
 Uber will be developing the core technology, the vehicles, and associated infrastructure at this Pittsburgh facility, according to sources. They have already hired a number of employees and made moves to outfit them with software, including a multi-hundred-thousand dollar investment in third-party engineering workstations. 
 
 In the past, Uber CEO Travis Kalanick has said he would replace human drivers with self-driving cars. The decision to run the facility in Pittsburgh makes perfect sense, given the proximity to CMU and the potential secrecy afforded by moving research out of Silicon Valley. 
 
 In a related story, Bloomberg Business is reporting that Google is looking into creating an on-demand car service of its own, which is very interesting considering Uber’s interest in automated vehicles. It also raises questions about Google’s David Drummond maintaining a spot on Uber’s board. Google has integrated Uber into its Google Maps products and has taken an investment in Uber via its Google Ventures arm. 
 
 No specific plans for a roll-out date or goals for Uber’s automated driving efforts were mentioned. The company recently raised $4 billion in equity and debt including $1.6 billion in convertible debt earlier this month. This follows a $1.4 billion Series D funding round over the summer as well as another $1.2 round in December. The company is now valued at $41 billion. 
 
 Updated to add reports of Google competing with Uber. ||||| SHARE THIS ARTICLE Share Tweet Post Email 
 
 Photographer: Evelyn Hockstein/For The Washington Post via Getty Images Photographer: Evelyn Hockstein/For The Washington Post via Getty Images 
 
 Uber faces an ever-growing cast of adversaries that includes dubious regulators, litigious drivers, hostile members of the press, and some well-funded rivals. But the most significant threat to the app-based transportation company may be much closer to home: one of its biggest investors, Google. 
 
 Google Ventures, the search giant's venture capital arm, invested $258 million in Uber in August 2013. It was Google Ventures' largest investment deal ever, and the company put more money into Uber's next funding round less than a year later. Back then, it was easy for observers to imagine Google teaming closely with Uber, or even one day acquiring it. David Drummond, Google’s chief legal officer and senior vice president of corporate development, joined the Uber board of directors in 2013 and has served on it ever since. 
 
 Now there are signs that the companies are more likely to be ferocious competitors than allies. Google is preparing to offer its own ride-hailing service, most likely in conjunction with its long-in-development driverless car project. Drummond has informed Uber's board of this possibility, according to a person close to the Uber board, and Uber executives have seen screenshots of what appears to be a Google ride-sharing app that is currently being used by Google employees. This person, who requested not to be named because the talks are private, said the Uber board is now weighing whether to ask Drummond to resign his position as an Uber board member. 
 
 Uber is also teaming up with Carnegie Mellon University for a research facility in Pittsburgh, Pa., to develop its own autonomous vehicle technology, the company announced on Monday. (The news was reported earlier by TechCrunch.) 
 
 Google has made no secret of its ambitions to revolutionize transportation with autonomous vehicles. Chief Executive Officer Larry Page is said to be personally fascinated by the challenge of making cities operate more efficiently. The company recently said the driverless car technology in development within its Google X research lab is from two to five years from being ready for widespread use. At the Detroit auto show last month, Chris Urmson, the Google executive in charge of the project, articulated one possible scenario in which autonomous vehicles are patrolling neighborhoods to pick up and drop off passengers. “We're thinking a lot about how in the long-term, this might become useful in people's lives, and there are a lot of ways we can imagine this going,” Urmson said in a conference call with reporters on Jan. 14. “One is in the direction of the shared vehicle. The technology would be such that you can call up the vehicle and tell it where to go and then have it take you there.” 
 
 Those comments, according to the person familiar with deliberations of the Uber's board, have left executives at Uber deeply concerned—for good reason. Google is a deep-pocketed, technically sophisticated competitor, and Uber’s dependence on the search giant goes far beyond capital. Uber’s smartphone applications for drivers and riders are based on Google Maps, which gives Google a fire hose of data about transportation patterns within cities. Uber would be crippled if it lost access to the industry-leading mapping application, and alternatives— such as AOL's MapQuest, Apple Maps, and a host of regional players—are widely seen as inferior. 
 
 Google’s entrance into the ride-sharing market would also leave Uber without a partner in the suddenly plausible future in which cars without steering wheels roam the streets. Uber will either have to develop the technology itself or form an alliance with a company that can if it wants to offer autonomous vehicles within its fleet. Mercedes, Audi, Tesla, and other carmakers have said they are developing driverless cars, though it's not clear that any is as advanced as Google's. 
 
 An Uber spokesperson declined to offer a comment for this article. A Google spokesperson also declined to comment, although the company issued a cryptic tweet. 
 
 @business We think you'll find Uber and Lyft work quite well. We use them all the time. — Google (@google) February 2, 2015 
 
 Travis Kalanick, Uber’s CEO, has publicly discussed what he sees as the inevitability of autonomous taxis, saying they could offer cheaper rides and a true alternative to vehicle ownership. “The Uber experience is expensive because it’s not just the car but the other dude in the car,” he said at a technology conference in 2014, referring to the expense of paying human drivers. “When there’s no other dude in the car, the cost [of taking an Uber] gets cheaper than owning a vehicle.” 
 
 There's already an additional sign of a rift between the companies. Last week Google announced it would start presenting data from third party applications inside Google Now, a service that displays useful information prominently on the screen of Android smartphones. Google said it had struck deals to draw data from such apps as Pandora, AirBnb, Zillow, and the ride-sharing service Lyft. The company most obviously missing from that list? Google’s old and possibly former friend, Uber. 
 
 (Updates with Uber's Carnegie Mellon announcement in fourth paragraph.) ||||| Loving your local Uber driver? That scrappy entrepreneur who’s turned his car into a home office? Well you can kiss him goodbye: The robo-cabs are coming! 
 
 Uber prides itself on being disruptive to the taxi industry by providing personal transport service without all those pesky regulations. Now it’s disrupting itself: On Monday, the company announced a partnership with Carnegie Mellon University to build a robotics research lab in Pittsburgh. TechCrunch reports that the goal is to create a fleet of driverless, robot cabs. It’s further proof that Uber cares so much about its drivers. 
 
 As it turns out, the move may be a response to a warning from a Google exec who sits on Uber’s board: Google is creating its own ride-hailing app, and the cabs could be self-driving. 
 
 Until now, Google has been Uber’s tech-industry BFF, investing $258 million in the ride-hailing app, sharing Google Maps, and lending a C-suiter to Uber’s board of directors. Now it seems those buddy-buddy days are over. 
 
 If Google really does come out with a competitor app, it could autonomously drive Uber into oblivion. Finding new sources of capital shouldn’t be too difficult in Silicon Valley, but there’s no good substitute for Google Maps — MapQuest and Apple Maps are crap. And playing catch-up on self-driving vehicle tech won’t be easy for Uber, either; Google’s driverless cars have already logged over 700,000 accident-free miles on public roads. 
 
 The big G also has a head-start toward building a taxi app network, thanks to Uber drivers and riders, who have generated server farms full of data on urban transportation patterns through Google Maps. 
 
 Google may have simply gotten fed up that the unregulated cab service has been breaking the “don’t be evil” rule by pressuring drivers into sub-prime auto loans and showing little remorse for the disgusting actions of some slimeball drivers. 
 
 At least folks will finally stop calling these apps “ride-sharing” once empty Google-mobiles are patrolling the neighborhood. It’s tough to call it sharing if you’re the only person in the car. ||||| SHARE THIS ARTICLE Share Tweet Post Email 
 
 Near the end of 2014, Uber co-founder and Chief Executive Officer Travis Kalanick flew to Pittsburgh on a mission: to hire dozens of the world’s experts in autonomous vehicles. The city is home to Carnegie Mellon University’s robotics department, which has produced many of the biggest names in the newly hot field. Sebastian Thrun, the creator of Google’s self-driving car project, spent seven years researching autonomous robots at CMU, and the project’s former director, Chris Urmson, was a CMU grad student. 
 
 “Travis had an idea that he wanted to do self-driving,” says John Bares, who had run CMU’s National Robotics Engineering Center for 13 years before founding Carnegie Robotics, a Pittsburgh-based company that makes components for self-driving industrial robots used in mining, farming, and the military. “I turned him down three times. But the case was pretty compelling.” Bares joined Uber in January 2015 and by early 2016 had recruited hundreds of engineers, robotics experts, and even a few car mechanics to join the venture. The goal: to replace Uber’s more than 1 million human drivers with robot drivers—as quickly as possible. 
 
 The plan seemed audacious, even reckless. And according to most analysts, true self-driving cars are years or decades away. Kalanick begs to differ. “We are going commercial,” he says in an interview with Bloomberg Businessweek. “This can’t just be about science.” 
 
 Travis Kalanick, CEO of Uber Photograph: Britta Pedersen/Picture-Alliance/DPA via AP 
 
 Starting later this month, Uber will allow customers in downtown Pittsburgh to summon self-driving cars from their phones, crossing an important milestone that no automotive or technology company has yet achieved. Google, widely regarded as the leader in the field, has been testing its fleet for several years, and Tesla Motors offers Autopilot, essentially a souped-up cruise control that drives the car on the highway. Earlier this week, Ford announced plans for an autonomous ride-sharing service. But none of these companies has yet brought a self-driving car-sharing service to market. 
 
 Uber’s Pittsburgh fleet, which will be supervised by humans in the driver’s seat for the time being, consists of specially modified Volvo XC90 sport-utility vehicles outfitted with dozens of sensors that use cameras, lasers, radar, and GPS receivers. Volvo Cars has so far delivered a handful of vehicles out of a total of 100 due by the end of the year. The two companies signed a pact earlier this year to spend $300 million to develop a fully autonomous car that will be ready for the road by 2021. 
 
 The Volvo deal isn’t exclusive; Uber plans to partner with other automakers as it races to recruit more engineers. In July the company reached an agreement to buy Otto, a 91-employee driverless truck startup that was founded earlier this year and includes engineers from a number of high-profile tech companies attempting to bring driverless cars to market, including Google, Apple, and Tesla. Uber declined to disclose the terms of the arrangement, but a person familiar with the deal says that if targets are met, it would be worth 1 percent of Uber’s most recent valuation. That would imply a price of about $680 million. Otto’s current employees will also collectively receive 20 percent of any profits Uber earns from building an autonomous trucking business. 
 
 Otto has developed a kit that allows big-rig trucks to steer themselves on highways, in theory freeing up the driver to nap in the back of the cabin. The system is being tested on highways around San Francisco. Aspects of the technology will be incorporated into Uber’s robot livery cabs and will be used to start an Uber-like service for long-haul trucking in the U.S., building on the intracity delivery services, like Uber Eats, that the company already offers. 
 
 The Otto deal is a coup for Uber in its simmering battle with Google, which has been plotting its own ride-sharing service using self-driving cars. Otto’s founders were key members of Google’s operation who decamped in January, because, according to Otto co-founder Anthony Levandowski, “We were really excited about building something that could be launched early.” 
 
 Volvo is expected to deliver a total of 100 specially modified SUVs to Uber by the end of the year. Source: Courtesy Uber 
 
 Levandowski, one of the original engineers on the self-driving team at Google, started Otto with Lior Ron, who served as the head of product for Google Maps for five years; Claire Delaunay, a Google robotics lead; and Don Burnette, another veteran Google engineer. Google suffered another departure earlier this month when Urmson announced that he, too, was leaving. 
 
 “The minute it was clear to us that our friends in Mountain View were going to be getting in the ride-sharing space, we needed to make sure there is an alternative [self-driving car],” says Kalanick. “Because if there is not, we’re not going to have any business.” Developing an autonomous vehicle, he adds, “is basically existential for us.” (Google also invests in Uber through Alphabet’s venture capital division, GV.) 
 
 Unlike Google and Tesla, Uber has no intention of manufacturing its own cars, Kalanick says. Instead, the company will strike deals with auto manufacturers, starting with Volvo Cars, and will develop kits for other models. The Otto deal will help; the company makes its own laser detection, or lidar, system, used in many self-driving cars. Kalanick believes that Uber can use the data collected from its app, where human drivers and riders are logging roughly 100 million miles per day, to quickly improve its self-driving mapping and navigation systems. “Nobody has set up software that can reliably drive a car safely without a human,” Kalanick says. “We are focusing on that.” 
 
 In Pittsburgh, customers will request cars the normal way, via Uber’s app, and will be paired with a driverless car at random. Trips will be free for the time being, rather than the standard local rate of $1.05 per mile. In the long run, Kalanick says, prices will fall so low that the per-mile cost of travel, even for long trips in rural areas, will be cheaper in a driverless Uber than in a private car. “That could be seen as a threat,” says Volvo Cars CEO Hakan Samuelsson. “We see it as an opportunity.” 
 
 Uber to Launch Self-Driving Cars in Pittsburgh This Month 
 
 Although Kalanick and other self-driving car advocates say the vehicles will ultimately save lives, they face harsh scrutiny for now. In July a driver using Tesla’s Autopilot service died after colliding with a tractor-trailer, apparently because both the driver and the car’s computers didn’t see it. (The crash is currently being investigated by the National Highway Traffic Safety Administration.) Google has seen a handful of accidents, but they’ve been less severe, in part because it limits its prototype cars to 25 miles per hour. Uber’s cars haven’t had any fender benders since they began road-testing in Pittsburgh in May, but at some point something will go wrong, according to Raffi Krikorian, the company’s engineering director. “We’re interacting with reality every day,” he says. “It’s coming.” 
 
 For now, Uber’s test cars travel with safety drivers, as common sense and the law dictate. These professionally trained engineers sit with their fingertips on the wheel, ready to take control if the car encounters an unexpected obstacle. A co-pilot, in the front passenger seat, takes notes on a laptop, and everything that happens is recorded by cameras inside and outside the car so that any glitches can be ironed out. Each car is also equipped with a tablet computer in the back seat, designed to tell riders that they’re in an autonomous car and to explain what’s happening. “The goal is to wean us off of having drivers in the car, so we don’t want the public talking to our safety drivers,” Krikorian says. 
 
 On a recent weekday test drive, the safety drivers were still an essential part of the experience, as Uber’s autonomous car briefly turned un-autonomous, while crossing the Allegheny River. A chime sounded, a signal to the driver to take the wheel. A second ding a few seconds later indicated that the car was back under computer control. “Bridges are really hard,” Krikorian says. “And there are like 500 bridges in Pittsburgh.” 
 
 Bridges are hard in part because of the way that Uber’s system works. Over the past year and a half, the company has been creating extremely detailed maps that include not just roads and lane markings, but also buildings, potholes, parked cars, fire hydrants, traffic lights, trees, and anything else on Pittsburgh's streets. As the car moves, it collects data, and then using a large, liquid-cooled computer in the trunk, it compares what it sees with the preexisting maps to identify (and avoid) pedestrians, cyclists, stray dogs, and anything else. Bridges, unlike normal streets, offer few environmental cues—there are no buildings, for instance—making it hard for the car to figure out exactly where it is. Uber cars have Global Positioning System sensors, but those are only accurate within about 10 feet; Uber’s systems strive for accuracy down to the inch. 
 
 When the Otto acquisition closes, likely this month, Otto co-founder Levandowski will assume leadership of Uber’s driverless car operation, while continuing to oversee his company's robotic trucking business. The plan is to open two additional Uber R&D centers, one in the Otto office, a cavernous garage in San Francisco’s Soma neighborhood, a second in Palo Alto. “I feel like we’re brothers from another mother,” Kalanick says of Levandowski. 
 
 The two men first met at the TED conference in 2012, when Levandowski was showing off an early version of Google’s self-driving car. Kalanick offered to buy 20 of the prototypes on the spot—“It seemed like the obvious next step,” he says with a laugh—before Levandowski broke the bad news to him. The cars were running on a loop in a closed course with no pedestrians; they wouldn't be safe outside the TED parking lot. “It was like a roller coaster with no track,” Levandowski explains. “If you were to step in front of the vehicle, it would have just run you over.” 
 
 Kalanick began courting Levandowski this spring, broaching the possibility of an acquisition during a series of 10-mile night walks from the Soma neighborhood where Uber is also headquartered to the Golden Gate Bridge. The two men would leave their offices separately—to avoid being seen by employees, the press, or competitors. They’d grab takeout food, then rendezvous near the city’s Ferry Building. Levandowski says he saw a union as a way to bring the company’s trucks to market faster. 
 
 For his part, Kalanick sees it as a way to further corner the market for autonomous driving engineers. “If Uber wants to catch up to Google and be the leader in autonomy, we have to have the best minds,” he says, and then clarifies: “We have to have all the great minds.” 
 
 
 
 —With Eric Newcomer
– Uber looks like it's trying to get in on the self-driving cars business, officially announcing this week that it's partnering with Carnegie Mellon University (home to the Mars Rover) to build the Uber Advanced Technologies Center in Pittsburgh—in other words, "kickstart autonomous taxi fleet development," inside sources tell TechCrunch. And while Uber wouldn't say as much, sources allege that the company is hiring more than 50 senior scientists from the university, as well as an affiliated robotics research center; Uber does say the partnership will focus on "mapping and vehicle safety and autonomy technology." It's not the first time Uber CEO Travis Kalanick has talked about turning real drivers into robotic ones. Meanwhile Google, which Grist reports has thus far played nice with Uber by sharing Google Maps and investing $258 million in its app, might be ending that streak. Google appears to be creating its own ride-hailing app, reports Bloomberg Business, and is already well ahead of Uber when it comes to autonomous vehicles. Curiously, David Drummond, Google's chief legal officer, is so far still maintaining a spot on Uber’s board, even though the two companies appear to be on the verge of becoming competitors. (Uber's legal troubles continue to mount around the world.)