PropBank is a corpus that is annotated with verbal propositions and their arguments—a "proposition bank". Although "PropBank" refers to a specific corpus produced by Martha Palmer et al., the term propbank is also coming to be used as a common noun referring to any corpus that has been annotated with propositions and their arguments. The PropBank project has played a role in research in natural language processing, and has been used in semantic role labelling. == Comparison == PropBank differs from FrameNet, the resource to which it is most frequently compared, in several ways. PropBank is a verb-oriented resource, while FrameNet is centered on the more abstract notion of frames, which generalizes descriptions across similar verbs (e.g. "describe" and "characterize") as well as nouns and other words (e.g. "description"). PropBank does not annotate events or states of affairs described using nouns. PropBank commits to annotating all verbs in a corpus, whereas the FrameNet project chooses sets of example sentences from a large corpus and only in a few cases has annotated longer continuous stretches of text. PropBank-style annotations often remain close to the syntactic level, while FrameNet-style annotations are sometimes more semantically motivated. From the start, PropBank was developed with the idea of serving as training data for machine learning-based semantic role labeling systems in mind. It requires that all arguments to a verb be syntactic constituents and different senses of a word are only distinguished if the differences bear on the arguments. Due to such differences, semantic role labeling with respect to PropBank is often a somewhat easier task than producing FrameNet-style annotations.
Microsoft Fresh Paint
Fresh Paint is a painting app developed by Microsoft and released on May 25, 2012. == History == Fresh Paint originated from a Microsoft Research project known as Project Gustav, an endeavor to reproduce the behavior of physical oil paint on a digital medium. To push the boundaries of simulating oil on a digital medium, the research team created a physics model that precisely replicated on a screen what would happen in the real world if you combined oil, a surface and a tool such as a paint brush. Two publications, Detail-Preserving Paint Modeling for 3D Brushes and Simple Data-Driven Modeling of Brushes, were released as a result of the team’s findings. After a variety of internal testing Project, Gustav was codenamed Digital Art. Partnering with The Museum of Modern Art, Digital Art was tested for a year by 60,000 people. With feedback culled from MoMA, developers expanded the existing physics model, experimenting with how real oil paint blended and reacted to the texture of a canvas. After final adjustments were made, Digital Art was rebranded as Fresh Paint. It was released to the public on 25 May 2012.
Structure mapping engine
In artificial intelligence and cognitive science, the structure mapping engine (SME) is an implementation in software of an algorithm for analogical matching based on the psychological theory of Dedre Gentner. The basis of Gentner's structure-mapping idea is that an analogy is a mapping of knowledge from one domain (the base) into another (the target). The structure-mapping engine is a computer simulation of the analogy and similarity comparisons. The theory is useful because it ignores surface features and finds matches between potentially very different things if they have the same representational structure. For example, SME could determine that a pen is like a sponge because both are involved in dispensing liquid, even though they do this very differently. == Structure mapping theory == Structure mapping theory is based on the systematicity principle, which states that connected knowledge is preferred over independent facts. Therefore, the structure mapping engine should ignore isolated source-target mappings unless they are part of a bigger structure. The SME, the theory goes, should map objects that are related to knowledge that has already been mapped. The theory also requires that mappings be done one-to-one, which means that no part of the source description can map to more than one item in the target and no part of the target description can be mapped to more than one part of the source. The theory also requires that if a match maps subject to target, the arguments of subject and target must also be mapped. If both these conditions are met, the mapping is said to be "structurally consistent." == Concepts in SME == SME maps knowledge from a source into a target. SME calls each description a dgroup. Dgroups contain a list of entities and predicates. Entities represent the objects or concepts in a description — such as an input gear or a switch. Predicates are one of three types and are a general way to express knowledge for SME. Relation predicates contain multiple arguments, which can be other predicates or entities. An example relation is: (transmit (what from to)). This relation has a functor transmit and takes three arguments: what, from, and to. Attribute predicates are the properties of an entity. An example of an attribute is (red gear) which means that gear has the attribute red. Function predicates map an entity into another entity or constant. An example of a function is (joules power source) which maps the entity power source onto the numerical quantity joules. Functions and attributes have different meanings, and consequently SME processes them differently. For example, in SME's true analogy rule set, attributes differ from functions because they cannot match unless there is a higher-order match between them. The difference between attributes and functions will be explained further in this section's examples. All predicates have four parameters. They have (1) a functor, which identifies it, and (2) a type, which is either relation, attribute, or function. The other two parameters (3 and 4) are for determining how to process the arguments in the SME algorithm. If the arguments have to be matched in order, commutative is false. If the predicate can take any number of arguments, N-ary is false. An example of a predicate definition is: (sme:defPredicate behavior-set (predicate) relation :n-ary? t :commutative? t) The predicate's functor is “behavior-set,” its type is “relation,” and its n-ary and commutative parameters are both set to true. The “(predicate)” part of the definition specifies that there will be one or more predicates inside an instantiation of behavior-set. == Algorithm details == The algorithm has several steps. The first step of the algorithm is to create a set of match hypotheses between source and target dgroups. A match hypothesis represents a possible mapping between any part of the source and the target. This mapping is controlled by a set of match rules. By changing the match rules, one can change the type of reasoning SME does. For example, one set of match rules may perform a kind of analogy called literal similarity, and another performs a kind of analogy called true-analogy. These rules are not the place where domain-dependent information is added, but rather where the analogy process is tweaked, depending on the type of cognitive function the user is trying to emulate. For a given match rule, there are two types of rules that further define how it will be applied: filter rules and intern rules. Intern rules use only the arguments of the expressions in the match hypotheses that the filter rules identify. This limitation makes the processing more efficient by constraining the number of match hypotheses that are generated. At the same time, it also helps to build the structural consistencies that are needed later on in the algorithm. An example of a filter rule from the true-analogy rule set creates match hypotheses between predicates that have the same functor. The true-analogy rule set has an intern rule that iterates over the arguments of any match hypothesis, creating more match hypotheses if the arguments are entities or functions, or if the arguments are attributes and have the same functor. In order to illustrate how the match rules produce match hypotheses consider these two predicates: transmit torque inputgear secondgear (p1) transmit signal switch div10 (p2) Here we use true analogy for the type of reasoning. The filter match rule generates a match between p1 and p2 because they share the same functor, transmit. The intern rules then produce three more match hypotheses: torque to signal, inputgear to switch, and secondgear to div10. The intern rules created these match hypotheses because all the arguments were entities. If the arguments were functions or attributes instead of entities, the predicates would be expressed as: transmit torque (inputgear gear) (secondgear gear) (p3) transmit signal (switch circuit) (div10 circuit) (p4) These additional predicates make inputgear, secondgear, switch, and div10 functions or attributes depending on the value defined in the language input file. The representation also contains additional entities for gear and circuit. Depending on what type inputgear, secondgear, switch, and div10 are, their meanings change. As attributes, each one is a property of the gear or circuit. For example, the gear has two attributes, inputgear and secondgear. The circuit has two attributes, switch and circuit. As functions inputgear, secondgear, switch, and div10 become quantities of the gear and circuit. In this example, the functions inputgear and secondgear now map to the numerical quantities “torque from inputgear” and “torque from secondgear,” For the circuit the quantities map to logical quantity “switch engaged” and the numerical quantity “current count on the divide by 10 counter.” SME processes these differently. It does not allow attributes to match unless they are part of a higher-order relation, but it does allow functions to match, even if they are not part of such a relation. It allows functions to match because they indirectly refer to entities and thus should be treated like relations that involve no entities. However, as next section shows, the intern rules assign lower weights to matches between functions than to matches between relations. The reason SME does not match attributes is because it is trying to create connected knowledge based on relationships and thus satisfy the systematicity principle. For example, if both a clock and a car have inputgear attributes, SME will not mark them as similar. If it did, it would be making a match between the clock and car based on their appearance — not on the relationships between them. When the additional predicates in p3 and p4 are functions, the results from matching p3 and p4 are similar to the results from p1 and p2 except there is an additional match between gear and circuit and the values for the match hypotheses between (inputgear gear) and (switch circuit), and (secondgear gear) and (div10 circuit), are lower. The next section describes the reason for this in more detail. If the inputgear, secondgear, switch, and div10 are attributes instead of entities, SME does not find matches between any of the attributes. It finds matches only between the transmit predicates and between torque and signal. Additionally, the structural-evaluation scores for the remaining two matches decrease. In order to get the two predicates to match, p3 would need to be replaced by p5, which is demonstrated below. transmit torque (inputgear gear) (div10 gear) (p5) Since the true-analogy rule set identifies that the div10 attributes are the same between p5 and p4 and because the div10 attributes are both part of the higher-relation match between torque and signal, SME makes a match between (div10 gear) and (div10 circuit) — which leads to a match between gear and circuit. Being part of a higher-order match is a requiremen
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
DARPA Grand Challenge
The DARPA Grand Challenge is a prize competition for American autonomous vehicles, funded by the Defense Advanced Research Projects Agency, the most prominent research organization of the United States Department of Defense. Congress has authorized DARPA to award cash prizes to further DARPA's mission to sponsor revolutionary, high-payoff research that bridges the gap between fundamental discoveries and military use. The initial DARPA Grand Challenge in 2004 was created to spur the development of technologies needed to create the first fully autonomous ground vehicles capable of completing a substantial off-road course within a limited time. The third event, the DARPA Urban Challenge in 2007, extended the initial Challenge to autonomous operation in a mock urban environment. The 2012 DARPA Robotics Challenge, focused on autonomous emergency-maintenance robots, and new Challenges are still being conceived. The DARPA Subterranean Challenge was tasked with building robotic teams to autonomously map, navigate, and search subterranean environments. Such teams could be useful in exploring hazardous areas and in search and rescue. In addition to the challenges in autonomous technology, DARPA has also conducted prize competitions in other areas of technology. == History and background == Fully autonomous vehicles have been an international pursuit for many years, from endeavors in Japan (starting in 1977), Germany (Ernst Dickmanns and VaMP), Italy (the ARGO Project), the European Union (EUREKA Prometheus Project), the United States of America, and other countries. DARPA funded the development of the first fully autonomous robot beginning in 1966 with the Shakey the robot project at Stanford Research Institute, now SRI International. The first autonomous ground vehicle capable of driving on and off roads was developed by DARPA as part of the Strategic Computing Initiative beginning in 1984 leading to demonstrations of autonomous navigation by the Autonomous Land Vehicle and the Navlab. The Grand Challenge was the first long distance competition for driverless cars in the world; other research efforts in the field of driverless cars take a more traditional commercial or academic approach. The U.S. Congress authorized DARPA to offer prize money ($1 million) for the first Grand Challenge to facilitate robotic development, with the ultimate goal of making one-third of ground military forces autonomous by 2015. Following the 2004 event, Dr. Tony Tether, the director of DARPA, announced that the prize money had been increased to $2 million for the next event, which was claimed on October 9, 2005. The first, second and third places in the 2007 Urban Challenge received $2 million, $1 million, and $500,000, respectively. 14 new teams have qualified in year 2015. The competition was open to teams and organizations from around the world, as long as there was at least one U.S. citizen on the roster. Teams have participated from high schools, universities, businesses and other organizations. More than 100 teams registered in the first year, bringing a wide variety of technological skills to the race. In the second year, 195 teams from 36 U.S. states and 4 foreign countries entered the race. == 2004 Grand Challenge == The first competition of the DARPA Grand Challenge was held on March 13, 2004 in the Mojave Desert region of the United States, along a 150-mile (240 km) route that follows along the path of Interstate 15 from just before Barstow, California to just past the California–Nevada border in Primm. None of the robot vehicles finished the route. Carnegie Mellon University's Red Team and car Sandstorm (a converted Humvee) traveled the farthest distance, completing 11.78 km (7.32 mi) of the course before getting hung up on a rock after making a switchback turn. No winner was declared, and the cash prize was not given. Therefore, a second DARPA Grand Challenge event was scheduled for 2005. == 2005 Grand Challenge == The second competition of the DARPA Grand Challenge began at 6:40 am on October 8, 2005. All but one of the 23 finalists in the 2005 race surpassed the 11.78 km (7.32 mi) distance completed by the best vehicle in the 2004 race. Five vehicles successfully completed the 212 km (132 mi) course: Vehicles in the 2005 race passed through three narrow tunnels and negotiated more than 100 sharp left and right turns. The race concluded through Beer Bottle Pass, a winding mountain pass with a sheer drop-off on one side and a rock face on the other. Although the 2004 course required more elevation gain and some very sharp switchbacks (Daggett Ridge) were required near the beginning of the route, the course had far fewer curves and generally wider roads than the 2005 course. The natural rivalry between the teams from Stanford and Carnegie Mellon (Sebastian Thrun, head of the Stanford team was previously a faculty member at Carnegie Mellon and colleague of Red Whittaker, head of the CMU team) was played out during the race. Mechanical problems plagued H1ghlander before it was passed by Stanley. Gray Team's entry was a miracle in itself, as the team from the suburbs of New Orleans was caught in Hurricane Katrina a few short weeks before the race. The fifth finisher, Terramax, a 30,000 pound entry from Oshkosh Truck, finished on the second day. The huge truck spent the night idling on the course, but was particularly nimble in carefully picking its way down the narrow roads of Beer Bottle Pass. == 2007 Urban Challenge == The third competition of the DARPA Grand Challenge, known as the "Urban Challenge", took place on November 3, 2007 at the site of the now-closed George Air Force Base (currently used as Southern California Logistics Airport), in Victorville, California (Google map). The course involved a 96 km (60 mi) urban area course, to be completed in less than 6 hours. Rules included obeying all traffic regulations while negotiating with other traffic and obstacles and merging into traffic. Unlike previous challenges, the 2007 Urban Challenge organizers divided competitors into two "tracks", A and B. All Track A and Track B teams were part of the same competition circuit, but the teams chosen for the Track A program received US $1 million in funding. These 11 teams largely represented major universities and large corporate interests such as CMU teaming with GM as Tartan Racing, Stanford teaming with Volkswagen, Virginia Tech teaming with TORC Robotics as VictorTango, Oshkosh Truck, Honeywell, Raytheon, Caltech, Autonomous Solutions, Cornell University, and MIT. One of the few independent entries in Track A was the Golem Group. DARPA has not publicly explained the rationale behind the selection of Track A teams. Teams were given maps sparsely charting the waypoints that defined the competition courses. At least one team, Tartan Racing, enhanced the maps through the insertion of additional extrapolated waypoints for improved navigation. A debriefing paper published by Team Jefferson illustrates graphically the contrast between the course map it was given by DARPA and the course map used by Tartan Racing. Tartan Racing claimed the $2 million prize with their vehicle "Boss", a Chevy Tahoe. The second-place finisher earning the $1 million prize was the Stanford Racing Team with their entry "Junior", a 2006 Volkswagen Passat. Coming in third place was team VictorTango, winning the $500,000 prize with their 2005 Ford Escape hybrid, "Odin". MIT placed 4th, with Cornell University and University of Pennsylvania/Lehigh University also completing the course. The six teams that successfully finished the entire course: While the 2004 and 2005 events were more physically challenging for the vehicles, the robots operated in isolation and only encountered other vehicles on the course when attempting to pass. The Urban Challenge required designers to build vehicles able to obey all traffic laws while they detect and avoid other robots on the course. This is a particular challenge for vehicle software, as vehicles must make "intelligent" decisions in real time based on the actions of other vehicles. Other than previous autonomous vehicle efforts that focused on structured situations such as highway driving with little interaction between the vehicles, this competition operated in a more cluttered urban environment and required the cars to perform sophisticated interactions with each other, such as maintaining precedence at a 4-way stop intersection. == 2012 Robotics Challenge == The DARPA Robotics Challenge is an ongoing competition focusing on humanoid robotics. The primary goal of the program is to develop ground robotic capabilities to execute complex tasks in dangerous, degraded, human-engineered environments. It launched in October 2012, and hosted the Virtual Robotics Competition in June 2013. Two more competitions are planned: the DRC Trials in December 2013, and the DRC Finals in December 2014. Unlike prior Challenges, the construction of the "vehicles" w
NASA AI Assisted-Air Quality Monitoring Project
The NASA Expert-System Ion Trap Mass Spectrometer (ES-ITMS) Project was a public-private partnership to develop an artificial intelligence assisted, air quality monitoring system and was qualified for use on the Space Shuttle. The partnership was also the first cost and intellectual property shared public-partnership implemented by NASA, which used the commercial Research and Development Limited Partnership (RDLP) model that had been adopted by the Reagan Administration for Department of Defense semiconductor development, and recommended for use by NASA for space commercialization. The project partners included NASA, the University of Florida and Finnigan MAT Corporation, was organized and administered by the NASA Joint Enterprise Institute (subsequently NASA Joint Sponsored Program) and ran from 1988 through 1990. The partnership concluded final testing in 1991, generating four patents, expert system software and application protocol reports. The system was space qualified for use on the Shuttle and elements of the ES-ITMS system were integrated into the product Improvements for Finnigan MAT corporation. The success of the partnership lead NASA to create a pilot program to develop partnership business models as an ongoing management practice. == Purpose and objectives == The need to monitor air quality in confined spaces represented an increasing challenge for NASA's planned space missions and private sector facility managers facing the increased scrutiny of possible air contaminants. Up to the early 1980's, air quality monitors generally required large spaces and human technicians to interpret readings. This created a need for miniaturized air quality monitors that could generate reliable and accurate analytic results without on-site technician presence. NASA initiated projects to develop..."mobile and/or portable mass spectrometers" that evaluated the "tradeoff between instrumentation capabilities and space, weight and power considerations." NASA selected a "commercial ITMS instrument capable of generating electron ionization, chemical ionization and mass spectrometry data", to develop a linked expert system to accomplish analysis without human intervention. The commercial instrumentation was from Finnigan MAT corporation while the scientific expertise to support expert system development was available at the University of Florida. The project managers at NASA Ames created a single, integrated project using the RDLP model with objectives to: Develop AI/expert system software for instrument control (NASA's role) Expand sensitivity, selectivity and speed of the spectrometer (Univ Florida role) Expand the spectrometer analytic capability and automate the screening (Finnigan role) == Membership == The partnership included seven specialists from five member organizations: Federal Government National Aeronautics and Space Administration (NASA) NASA Ames Research Center (ARC) NASA Kennedy Space Center (KSC) Commercial Finnigan MAT Corporation (Thermo-Fisher Scientific) TGS Technology, Inc. Research Management University of Florida == Organization, management and administration == The technical project was organized into two development teams, one located in at the NASA Ames Research Center covering expert systems and analytic capabilities and one in Florida covering improved sensitivity and testing. The partnership management and administration was provided by a non-profit, partnership support organization: the Joint Enterprise Institute operating through San Francisco State University Foundation (SFSUF) with a NASA employee liaison, Syed Shariq. == Public-private partnership == The partnership structure was as a prototype test of a pilot NASA program to develop public-private partnership business models. The pilot program was known as the NASA Joint Sponsored Research Program (JSRP), which operated as the NASA Joint Enterprise Institute between 1988 and 1991. The partnership was the first public-private, research and development partnership implemented by NASA in response to national policy shifts to increase technology transfer and space commercialization. The partnership structure included a two year technology development and testing plan that cost $610,000, of which NASA funded $310,000, Finnigan $175,000 and the University of Florida $95,000. == Results and commercialization == The project generated patents (4), software (2) and application protocol reports (8). NASA gained use of the patents and jointly development software while Finnigan received commercial utilization rights. The results were commercialized within eighteen months of project completion. == Recognition == NASA recognized the project as a space qualified instrument. Its achievements were reported to the NASA Administrator, directly leading to establishment of the agency-wide Joint Sponsored Research Program.
Shyster (expert system)
SHYSTER is a legal expert system developed at the Australian National University in Canberra in 1993. It was written as the doctoral dissertation of James Popple under the supervision of Robin Stanton, Roger Clarke, Peter Drahos, and Malcolm Newey. A full technical report of the expert system, and a book further detailing its development and testing have also been published. SHYSTER emphasises its pragmatic approach, and posits that a legal expert system need not be based upon a complex model of legal reasoning in order to produce useful advice. Although SHYSTER attempts to model the way in which lawyers argue with cases, it does not attempt to model the way in which lawyers decide which cases to use in those arguments. SHYSTER is of a general design, permitting its operation in different legal domains. It was designed to provide advice in areas of case law that have been specified by a legal expert using a bespoke specification language. Its knowledge of the law is acquired, and represented, as information about cases. It produces its advice by examining, and arguing about, the similarities and differences between cases. It derives its name from Shyster: a slang word for someone who acts in a disreputable, unethical, or unscrupulous way, especially in the practice of law and politics. == Methods == SHYSTER is a specific example of a general category of legal expert systems, broadly defined as systems that make use of artificial intelligence (AI) techniques to solve legal problems. Legal AI systems can be divided into two categories: legal retrieval systems and legal analysis systems. SHYSTER belongs to the latter category of legal analysis systems. Legal analysis systems can be further subdivided into two categories: judgment machines and legal expert systems. SHYSTER again belongs to the latter category of legal expert systems. A legal expert system, as Popple uses the term, is a system capable of performing at a level expected of a lawyer: "AI systems which merely assist a lawyer in coming to legal conclusions or preparing legal arguments are not here considered to be legal expert systems; a legal expert system must exhibit some legal expertise itself." Designed to operate in more than one legal domain, and be of specific use to the common law of Australia, SHYSTER accounts for statute law, case law, and the doctrine of precedent in areas of private law. Whilst it accommodates statute law, it is primarily a case-based system, in contradistinction to rule-based systems like MYCIN. More specifically, it was designed in a manner enabling it to be linked with a rule-based system to form a hybrid system. Although case-based reasoning possesses an advantage over rule-based systems by the elimination of complex semantic networks, it suffers from intractable theoretical obstacles: without some further theory it cannot be predicted what features of a case will turn out to be relevant. Users of SHYSTER therefore require some legal expertise. Richard Susskind argues that "jurisprudence can and ought to supply the models of law and legal reasoning that are required for computerized [sic] implementation in the process of building all expert systems in law". Popple, however, believes jurisprudence is of limited value to developers of legal expert systems. He posits that a lawyer must have a model of the law (maybe unarticulated) which includes assumptions about the nature of law and legal reasoning, but that model need not rest on basic philosophical foundations. It may be a pragmatic model, developed through experience within the legal system. Many lawyers perform their work with little or no jurisprudential knowledge, and there is no evidence to suggest that they are worse, or better, at their jobs than lawyers well-versed in jurisprudence. The fact that many lawyers have mastered the process of legal reasoning, without having been immersed in jurisprudence, suggests that it may indeed be possible to develop legal expert systems of good quality without jurisprudential insight. As a pragmatic legal expert system SHYSTER is the embodiment of this belief. A further example of SHYSTER’s pragmatism is its simple knowledge representation structure. This structure was designed to facilitate specification of different areas of case law using a specification language. Areas of case law are specified in terms of the cases and attributes of importance in those areas. SHYSTER weights its attributes and checks for dependence between them. In order to choose cases upon which to construct its opinions, SHYSTER calculates distances between cases and uses these distances to determine which of the leading cases are nearest to the instant case. To this end SHYSTER can be seen to adopt and expand upon nearest neighbor search methods used in pattern recognition. These nearest cases are used to produce an argument (based on similarities and differences between the cases) about the likely outcome in the instant case. This argument relies on the doctrine of precedent; it assumes that the instant case will be decided the same way as was the nearest case. SHYSTER then uses information about these nearest cases to construct a report. The report that SHYSTER generates makes a prediction and justifies that prediction by reference only to cases and their similarities and differences: the calculations that SHYSTER performs in coming to its opinion do not appear in that opinion. Safeguards are employed to warn users if SHYSTER doubts the veracity of its advice. == Results == SHYSTER was tested in four different and disparate areas of case law. Four specifications were written, each representing an area of Australian law: an aspect of the law of trover; the meaning of "authorization [sic]" in copyright law of Australia; the categorisation of employment contracts; and the implication of natural justice in administrative decision-making. SHYSTER was evaluated under five headings: its usefulness, its generality, the quality of its advice, its limitations, and possible enhancements that could be made to it. Despite its simple knowledge representation structure, it has shown itself capable of producing good advice, and its simple structure has facilitated the specification of different areas of law. Appreciating the difficulties encountered by legal expert systems developers in adequately representing legal knowledge can assist in appreciating the shortcomings of digital rights management technologies. Some academics believe future digital rights management systems may become sophisticated enough to permit exceptions to copyright law. To this end SHYSTER's attempt to model "authorization [sic]" in the Copyright Act can be viewed as pioneering work in this field. The term "authorization [sic]" is undefined in the Copyright Act. Consequently, a number of cases have been before the courts seeking answers as to what conduct amounts to authorisation. The main contexts in which the issue has arisen are analogous to permitted exceptions to copyright currently prevented by most digital rights management technologies: "home taping of recorded materials, photocopying in educational institutions and performing works in public". When applied to one case concerning compact cassettes, SHYSTER successfully agreed that Amstrad did not authorise the infringement. 'shyster-myci'n Popple highlighted the most obvious avenue of future research using SHYSTER as the development of a rule-based system, and the linking together of that rule-based system with the existing case-based system to form a hybrid system. This intention was eventually realised by Thomas O’Callaghan, the creator of SHYSTER-MYCIN: a hybrid legal expert system first presented at ICAIL '03, 24–28 June 2003 in Edinburgh, Scotland. MYCIN is an existing medical expert system, which was adapted for use with SHYSTER. MYCIN’s controversial "certainty factor" is not used in SHYSTER-MYCIN. The reason for this is the difficulty in scientifically establishing how certain a fact is in a legal domain. The rule-based approach of the MYCIN part is used to reason with the provisions of an Act of Parliament only. This hybrid system enables the case-based system (SHYSTER) to determine open textured concepts when required by the rule-based system (MYCIN). The ultimate conclusion of this joint endeavour is that a hybrid approach is preferred in the creation of legal expert systems where "it is appropriate to use rule-based reasoning when dealing with statutes, and…case-based reasoning when dealing with cases".