If you live in Phoenix, San Francisco, or Los Angeles, chances are you’ve seen driverless taxis picking up or dropping off passengers; maybe you’ve been in one of these “robotaxis” yourself. Waymo, the division of Alphabet that’s been building and operating these autonomous vehicles (AVs), says it is logging about 150,000 rides every week. That is up from 100,000 a week just three months ago.
Alphabet’s Waymo, General Motors’ Cruise, Tesla, Baidu, and others are all in a competition to perfect and dominate the market for AVs. The winner of this new competition won’t be the one that builds the best vehicle, though. The heart of an autonomous vehicle is not the car. It’s the operating system.
The concept behind autonomous vehicles is simple—cars that are controlled by onboard computers and sensors rather than a human driver—but the technologies behind making them work are far more complex. Autonomous vehicles replace the human driver with a highly advanced system of hardware and software. The most promising ones incorporate a system called LiDAR (Light Detection and Ranging). LiDAR systems flash a laser and record the time it takes that light to hit an object and return to measure distance and the shapes of objects (very similar to radar, which uses radio waves in the same way). A LiDAR system can measure data points down to the centimeter. An AV’s operating system takes the information provided by the LiDAR system to map out the car’s path and then control the steering, acceleration, and braking.
The concept of self-driving cars has been around for a long time. A man named Francis Houdina experimented with a radio-controlled car all the way back in 1925, driving it down New York’s Fifth Avenue. In the 1950s, a famous one-off concept car called the Golden Sahara utilized a rudimentary, LiDAR-like self-driving system. A team at Carnegie Mellon built its first autonomous vehicle, dubbed Navlab, in 1986. Much like humanoid robots, the problem wasn’t the technology but the cost; it was too expensive to be commercially feasible. Recent advances in hardware and software have driven the costs down and given these companies a real chance at making and selling AVs at scale and profitably.
They’re not there quite yet. Israeli company Mobileye has dominated the market for driver-assisted software, but has struggled to sell to auto makers more advanced systems that enable higher levels of autonomous driving. Tesla earlier this year delayed the initial launch of its robotaxis (the company dubbed them “cybercabs”) from July to October, and the October “launch” was just the reveal of a prototype. Production vehicles won’t be available for sale until the first half of 2025 at the earliest (and Elon Musk is notorious for his unmet timelines). Just getting the cars onto the road is not sign of success, either. A Cruise robotaxi hit and dragged a pedestrian in San Francisco last year; subsequently California regulators rescinded the test permit they’d given the company just months earlier. Stories like that highlight what could end up being a material obstacle: regulators who will need to be convinced these cars are safe before they approve any more of them for public roads, or suspend ones that have already been approved.
The AV competition splits pretty cleanly between two kinds of companies, auto and software companies, and in this competition, experience making cars is less important than experience making software. Because the key part of the vehicle is the autonomous operating system, companies such as Baidu and Alphabet are on equal footing with Tesla and GM.
The fact that software companies such as Alphabet and Baidu are already such prominent players in this market proves the point. The ”picks and shovels” of the AV industry won’t be the car makers, we think, it will be the software makers. Whoever builds the best operating system—which means one that can both be completely effective and pass muster with the regulators who will allow it on the roads—will be able to sell it to any auto maker. The car itself will almost become a commodity while the operating system will be the key differentiator. It will be analogous to mobile phones. There are really only two operating systems: Apple’s iOS and Alphabet’s Android. Autonomous vehicles are likely to repeat that development. We imagine the landscape for AV operating systems will end up looking like the landscape for mobile-phone operating systems. Which means this competition is virtually all or nothing, where only one or two companies will end up with the dominant system that everybody else is forced to use.
