","wordCount":39},{"id":17499703,"type":"image","dateCreated":"2026-03-09T00:00:00+02:00","author":{"name":"Ekraanipilt / Kaido Einama"},"imageType":0,"sources":{"square":{"xxsmall":"https://f8.pmo.ee/_KY6PzEiE3U6FWIeFVmA3QiyrQ4=/50×50/smart/nginx/o/2026/03/09/17499703t1hcc21.jpg","xsmall":"https://f8.pmo.ee/w1PQHx2mcBRkw1APG96z1gyayXM=/155×155/smart/nginx/o/2026/03/09/17499703t1hcc21.jpg","medium":"https://f8.pmo.ee/aooPR6_mMyEymOQZiHqCl8hjBdo=/650×650/smart/nginx/o/2026/03/09/17499703t1hcc21.jpg","large":"https://f8.pmo.ee/mb69a0nvGOegeFKUmZrgQXtjtL0=/1080×1080/smart/nginx/o/2026/03/09/17499703t1hcc21.jpg"},"portrait":{"small":"https://f8.pmo.ee/0KDPHylrEE2g1JsHhqmqz18KiJs=/270×480/smart/nginx/o/2026/03/09/17499703t1hcc21.jpg","medium":"https://f8.pmo.ee/dOS-VixvpmlLGeDJtsXODIwdNlY=/540×960/smart/nginx/o/2026/03/09/17499703t1hcc21.jpg","large":"https://f8.pmo.ee/SBiyNziMPzMA1_4_FEihSMSYtW4=/1080×1920/smart/nginx/o/2026/03/09/17499703t1hcc21.jpg","butterfly":"https://f8.pmo.ee/ok5XplYbuD8VImrPLM-2zwK8CXc=/1080×0/smart/nginx/o/2026/03/09/17499703t1hcc21.jpg"},"landscape":{"xxsmall":"https://f8.pmo.ee/EMuA6MTmyumd8GfH5Iq8YEDn-gc=/0x50/smart/nginx/o/2026/03/09/17499703t1hcc21.jpg","xsmall":"https://f8.pmo.ee/J3EAcssZ1PNtgBelS5nYFaLALzk=/0x155/smart/nginx/o/2026/03/09/17499703t1hcc21.jpg","small":"https://f8.pmo.ee/pJIX0UOUp2eTFDUKLTLjavtycUA=/480×270/smart/nginx/o/2026/03/09/17499703t1hcc21.jpg","medium":"https://f8.pmo.ee/g0F93Ag-LPL1HGjVlFP-oo8F1lc=/960×540/smart/nginx/o/2026/03/09/17499703t1hcc21.jpg","large":"https://f8.pmo.ee/sz7mytCN0pqPrNIr5GKv2FZQMGQ=/1920×1080/smart/nginx/o/2026/03/09/17499703t1hcc21.jpg","branding":"https://f8.pmo.ee/FFBVRmIkgmO1wVeKRql3-8u4u4I=/0x60/smart/nginx/o/2026/03/09/17499703t1hcc21.jpg","tvnetTraffic":"https://f8.pmo.ee/OvEIrO3mBG8QnnhRDWxFrRs1BJk=/140×93/smart/nginx/o/2026/03/09/17499703t1hcc21.jpg","pmTv":"https://f8.pmo.ee/eXCWyqQ4yglvaOxu8WKWAvnNwRA=/538×422/smart/nginx/o/2026/03/09/17499703t1hcc21.jpg","pmTv2":"https://f8.pmo.ee/Y3oAMqt7eUERS_9_DopkzlHscBU=/525×500/smart/nginx/o/2026/03/09/17499703t1hcc21.jpg"}},"title":{"et":"Kokkusaamiseks tuleb äpi noole järgi liikuda pealevõtmise kohta.","ru":"Kokkusaamiseks tuleb äpi noole järgi liikuda pealevõtmise kohta.","en":"Kokkusaamiseks tuleb äpi noole järgi liikuda pealevõtmise kohta.","lv":"Kokkusaamiseks tuleb äpi noole järgi liikuda pealevõtmise kohta."},"meta":{"isEmbedded":true,"alignment":"wider"},"terms":[],"thumbor":{"host":"f8.pmo.ee","path":"nginx/o/2026/03/09/17499703t1hcc21.jpg"},"html":"

Kokkusaamiseks tuleb äpi noole järgi liikuda pealevõtmise kohta.

Ekraanipilt / Kaido Einama

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Kui meil saab tellida takso pea iga maja ette ning suuremates keskustes, näiteks Ülemistel võid valida, millise sissepääsu juurde tahad, siis Waymoga San Francisco kesklinnas nii lihtsalt asi ei käi. Parkimiskohti on napilt ja iga peatus ummistab vaatamata laiadele tänavatele liiklust, sest tänavate ääred on kõik täis pargitud.

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Sellepärast on Waymol kindlad pealevõtu kohad. Õnneks äpp hakkab kohe sinu asukohast lähima suunas noolega juhatama, aga pilvelõhkujate vahel on GPS-levi teinekord väga kehv ja see osuti hüppab juhuslikes suundades. Õnneks aega on, veerand tundi, et 4 minuti kaugusel asuvasse kohtumispaika navigeerida.

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Oodata tulebki enam-vähem 18 minutit, kui nurga tagant ilmub välja minu Waymo. Kuidas neid ära tunda?

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Selgub, et äpist saab oma autole panna mõnetähelise «nime». Minu kõrval sisenevad ilmselt Aasia turistid kohvritega oma Li nime kandvasse autosse, minu oma on plafoonil anonüümselt AA-nimeline, kuna ma ei taibanud enne vaikimisi nime ära muuta. Vaikimisi nimed pannakse siiski automaatselt nii, et kaks sama nimega liikurit lähestikku ei satuks.

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Robotakso on kohal. Pealevõtmiseks tuli minna ühte kõrvaltänavasse, kus oli ruumi parkimiseks.

Kaido Einama

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Äpist saab ukse lahti ja avar nahkistmetega Jaguar on tõeliselt mugav. istuda võib ka «juhi» kõrvale, kuid roolil on hoiatussildid: mitte näppida!

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Sõit algab sujuvalt ja kõhklusteta sööstab robot tihedasse liikluskeerisesse nagu vana kala. Nii armatuurlaualt kui tagaistmete juures olevalt ekraanilt võib näha seda, mida masin näeb: lidaripilt kujutab läheduses liikuvaid autosid, jalakäijaid, liiklusmärke ja foore. Zooxi robotaksos näiteks seda lisainfot pole.

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Käed tuleb roboti roolist eemal hoida.

Kaido Einama

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Esimene sõit möödub alguses kõikvõimalike hoiatuste ja õpetuste ärakuulamisega, mida taksos teha tohib ja mida mitte.

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Kui aega jääb, võib kohe ka oma telefoni äpi kaudu autoga ühendada, et näiteks lemmikmuusikat lasta.

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Selline vaade avaneb robotaksos sõidu ajal tagaistmelt. Rool teeb oma tööd üksi.

Kaido Einama

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Kokku 20 minutit kestnud sõit kulgeb vahejuhtumiteta, lastes punase tule ajal joostes tänavat ületavad jalakäijad ilusti läbi isegi signaali andmata ning arvestades teiste Waymo taksodega.

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Näiteks foori tagant hakkab minu masin liikuma täpselt sama kiiresti kui ees olev Waymo, vabastades niimoodi ristmiku kiiremini kui inimautojuhid. Äärmisest reast keskmisse minnes leitakse aga sujuvalt vahe teiste autode vahel, et ümber reastuda.

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Waymo ekraanidelt saab näha seda, mida masin näeb.

Kaido Einama

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Zoox: öine tõld ootab!

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Novembris San Franciscos alustanud Zoox on Ränioru pealinnas vähem levinud ning võtab pardale vaid kutsetega. Kutseid olevat siiski üsna lihtne saada.

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Kohalik tehnoloogiastartupi asutaja Andre Nakkurt oli just äsja kutse saanud ja nii me esimest korda San Franciscos selle «tõlla» sisse istumegi.

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Zooxi «tõld» ootas samuti veidi eemal tellimiskohast ja pani maha enne kohalejõudmist, kuna see teenus pole kogu linnas levinud ja on tasuta saadaval vaid kutsetega.

Kaido Einama

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Kui Las Vegases sõidab Zoox nagu marsruut-takso kindlate peatustega kindlate hotellide vahel, siis nüüd saame valida sihtkoha «leviala» ääres sellele aadressile lähimas kohas, kuhu tahame jõuda. Päris kesklinna Zoox ei vii ning peale võtab nagu Waymogi kindlaksmääratud kohast. Sinna on meil jalutada viis minutit, robotakso lubab samuti oodata viis minutit, enne kui tellimuse tühistab.

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Zoox pole sõites nii mugav kui Waymo Jaguar, kuid sellesse on kõige mugavam sisse istuda, mis käib nagu väikesesse bussi. Uksed avanevad kahele poole, veidi kummardud ja valid ühe vastastikustest istmetest, kus saab neli inimest istuda näod vastamisi nagu tõllas.

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Ekraan on pisike ja iga istuja kõrval käetoe sees, näidates elementaarseid asju: aega kohalejõudmiseks, muusika ja kliima juhtimise nuppu ning kellaaega. Siingi saab äpist oma telefoni sidudes autos oma muusikat lasta. Meile pandi mängima igati sobiv Kraftwerki «We are the robots».

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Sõit kulgeb ladusalt ja hoogsalt, robot ei kohku ära ka väikese ummiku ees, kus on vasakpöördeks inimjuhitud autode vahele kitsas pilu jäetud. Masin pressib sinna vahele ja jääb ootama, kuni vastu sõitjaid enam pole. Kiirendab Zoox ehk pisut ettevaatlikumalt kui Waymo.

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Tesla: räägi reisisaatjaga

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Tesla kogemusest rääkis Andre Nakkurt: just hiljuti sai ta sõita Cybercabiga, mis tegelikult on tavaline Tesla Model Y. Spetsiaalselt ehitatud rooli ja pedaalideta Cybercab alles saabub tänavatele kevadel või suvel.

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Tesla Model Y-ga robotaksosõit sarnaneb kõige rohkem tavalisele, sest keegi istub roolis, ehkki rooli ei katsu.

kaader videost / Andre Nakkurt

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Kui Waymo ja Zooxiga sõidad uhkes üksinduses, siis Teslaga tuleb kaasa reisisaatja. Tema ülesandeks pole juhtida isegi siis, kui midagi juhtub. Ta võib vaid abi kutsuda, kui vaja või juhib keegi eemalt auto turvaliselt hädaolukorrast välja.

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Mõnes linnas istub saatja juhi kõrvalistmel, San Franciscos aga juhi-istmel rooli taga, käed rüpes. Rool keerab end ise. Sõit käib vaid kaamerate abiga, lidareid Teslal pole. See tähendab, et masin «näeb» vähem, aga kuna täielik isejuhtimine (Full Self Drive ehk FSD) on juba ammu katsetatud ning kasutusel era-autodes, siis tehisaru saab sellega linnatingimustes üsna hästi hakkama. Kõige turvalisemaks loetakse siiski erinevatest anduritest-kaameratest pungil Waymot, mida näitab ka statistika.

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Kas lobisevad nahkvestides taksojuhid ongi ajalugu?

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Kui varem pidid taksosse istudes olema teadmatuses, kes seekord roolis istub, kas unine pendeldaja, võõrkeelne sõidujagaja või vanakooli nahkvestis lobiseja, siis vähemalt kahes tulevikutaksos oled sa üksi, peagi ka kolmandas. Kas see ongi tulevik? Euroopas pidid siiski sõidujagajad ning taksojuhid oluliselt vähem palka saama, mis tähendab, et robotid jõuavad siia nende tööd ära võtma hiljem. Samuti võib meil siin olla takistuseks kole ilm ja kitsad teeolud.

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Kuid tulevik on mõnes linnas juba kohal ning ilmselt ongi vaid aja küsimus, kui see mujale jõuab.

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San Francisco asfaldi vallutamise nimel heitlevad praegu kolm põhitegijat: Waymo, Zoox ja Tesla. Kuigi eesmärk on kõigil sama – toimetada reisija punktist A punkti B ilma inimese sekkumiseta, on nende tehnoloogiline lähenemine erinev kui öö ja päev.

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Waymo juhita taksosid on tänaval mõnikord nii tihedalt, et need sõidavad üksteise järel. Kiirendatakse ja pidurdatakse sünkroonis.

Kaido Einama

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Waymo (Google´i Alphabeti tütarfirma) on hetkel selle seltskonna «vana tegija» ning turu kõige küpsem sõitja. Nende modifitseeritud Jaguar I-PACE maasturid on varustatud tõelise sensorite arsenaliga: 29 kaamerat, 4–5 LiDAR-seadet ja 6 radarit tagavad 360-kraadise vaatevälja kuni 500 meetri raadiuses. Waymo usaldab «kõikenägevat silma», mis ei jäta midagi juhuse hooleks, olles efektiivne igasuguse ilmaga.

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Zoox (Amazoni tütarfirma) on aga valinud täiesti teise tee. Nende sõiduk ei ole üldse auto selle tavapärases tähenduses, vaid sümmeetriline «kapsel» (pod), millel puuduvad rool ja pedaalid. Tänu neljarattajuhtimisele võib Zoox sõita mõlemas suunas – polegi vaja tagurdada, vaid lihtsalt muuta liikumissuunda. Sensorid on paigutatud kõigisse nurkadesse, pakkudes kattuvat vaatevälja kuni 150 meetri ulatuses.

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Tesla eesotsas Elon Muskiga panustab aga askeetlikule visionääri-lähenemisele. Nende süsteem tugineb peamiselt kaameratel ja tehisintellektil (AI5 riistvara), eirates kulukaid LiDAR-seadmeid. Teslas usutakse, et kui inimene saab sõitmisega hakkama vaid kahe silma abil, peaks seda suutma ka auto. peagi tänavatele jõudev «Cybercab« on kaheistmeline liblikustega kupee, mis laeb end juhtmevabalt ja lubab umbes 480-kilomeetrist sõiduulatust. Praegu aga opereeritakse tänavalegaalsete Tesla Model Y autodega, mis on küll täielikult isejuhtivad, kuid rooli taga või kõrvalistmel istub inimesest reisisaatja. Põhjuseks olevat ohutus ja kergem lubade saamine tänavasõiduks.

","wordCount":83},{"type":"htmlElement","html":"

Kuidas pääseda pardale?

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Euroopa ränduril, kes satub San Franciscot nautima, tasub teada, et niisama oma mobiiliga neid masinaid kinni ei püüa. See on eksklusiivne klubi, kuhu sisenemiseks peab nutitelefoni konto olema eelseadistatud Ameerika jaoks.

","wordCount":31},{"type":"htmlElement","html":"

• Waymo on kõige kättesaadavam: tõmba äpp, sisesta (Ameerika) andmed ja telli sõit. Hinnad on hetkel umbes 5,28 €/km kohta, mis on krõbedam kui Uber, kuid tehnoloogia arenguga liigub hind allapoole. Vaja läheb USA kontot, krediitkaarti ja telefoninumbrit.
• Zoox nõuab rohkem kannatust. Hetkel pakutakse tasuta sõite «Zoox Explorers» programmi raames valitud linnaosades (SoMa, Mission), kuid see eeldab kutset. Tasuliseks ja laiemalt kättesaadavaks muutub teenus San Franciscos alles 2026. aasta teises pooles.
• Tesla robotakso teenus kasutab hetkel veel Model Y mudeleid ja on samuti saadaval piiratud kasutajagrupile kutsetega. Päris «Cybercab« seeriatootmine peaks algama 2026. aasta aprillis. Kui oled väljavalitute hulgas, saad sõita tunduvalt odavamalt kui Waymoga: 3,25 dollarit (2,8 eurot) alustustasu pluss üks dollar miili kohta.

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Ettevaatlik hiilija vs enesekindel tormaja

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Nende masinate iseloom on sama erinev kui nende välimus. Waymo on liikluses kui ettevaatlik autokooli õpilane – kasutab detailseid kaarte ja prognoosib teiste liiklejate käitumist sekundi murdosa vältel. See on end ära tasunud: Waymo põhjustab 86–90% vähem varakahju nõudeid kui inimjuhid.

","wordCount":39},{"type":"htmlElement","html":"

Zoox on aga «linnaelu häkker». Tänu neljarattajuhtimisele manööverdab see kitsastes kohtades, kus tavaline auto jääks hätta. Siiski on ette tulnud tarkvaralisi tagasikutsumisi, kuna masin kippus ootamatult pidurdama, ehmatades tagasõitjaid.

","wordCount":29},{"type":"htmlElement","html":"

Tesla FSD (Full Self-Driving) tarkvara on seevastu agressiivsem ja andmepõhisem. Kuigi Tesla väidab, et nende süsteem on 30 korda ohutum kui inimene, näitab statistika, et nende robotaksod satuvad õnnetustesse Waymost sagedamini, kuid on veidi hoolikamad keskmine inimjuht.

","wordCount":36},{"type":"htmlElement","html":"

Kuidas edeneb isejuhtiva transpordi areng Eestis?

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Eestis arendab üsnagi Zooxile sarnanevaid «tõllakujulisi» juhita autosid Auwe Tech, kuid ettevõtte nõukogu esimehe Taavi Rõivase sõnul nad otseselt robotaksode valdkonnas ei konkureeri: «Auve Techi teise põlvkonna autonoomsed sõidukid MiCa sõidavad igapäevaselt avatud liikluses nii Jaapanis, Lähis-Idas, Ameerika Ühendriikides kui Euroopas ning on mõeldud kasutamiseks nii-öelda «viimase miili» teenusena. Jaapanis oleme paarikümne väikelinnades opereeriva sõidukiga oma nišis juba turuliider.»

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Eestis arendatud isejuhtiv ühistransport on ka USA-s juba kohal. MiCa alustas opereerimist Floridas West Palm Beachi kesklinnas, kuid pakub robotakso asemel n-ö «viimase miili» teenust.

Guident Corp

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MiCa on autonoomne sõiduk ja teeb otsused tänaval ise, telemonitooring saab vajadusel toetada. Enamik riike soovib Rõivase sõnul praegu veel, et autonoomsel sõidul kasutataks kaasa sõitvat turvaoperaatorit, aga see muutub lähema paari aasta jooksul. Suletud territooriumidel, näiteks lennujaamades, on juba praegu võimalik sõita ilma turvaoperaatorita.

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Kogemus Eesti kliimas annab MiCale eelise vihma ja lumega. «Lidarite ja kaamerate kombinatsiooni kasutaval sõidukil on halva ilmaga eelised vaid kaameraid kasutavate sõidukite ees,» selgitab Rõivas.

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Eestis on MiCa avatud teedel sõitnud juba aastaid nii Tallinnas, Tartus, Viimsis, Rae vallas, Harku vallas kui mujal. Üks MiCa teenindab Tallinna Lennujaamas Magnetic MRO-d.

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Bolti jaoks on isejuhtivad autod ja robotaksod loogiline jätk arengus. Euroopa suur autokontsern Stellantis tahab selleks pakkuda sobivat mobiilsusplatvormi.

Stellantis

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Tehnoloogiaettevõte Bolt on samuti valmistumas autonoomsete sõidukite pilootprojektide käivitamiseks mitmes linnas juba sel aastal ning annab lähiajal teada ka esimesed asukohad.

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«Eesti on meie radaril ja ka siin käib ettevalmistav töö, kuid esimesed piloodid toimuvad tõenäoliselt suurematel turgudel. Samas on selge, et autonoomne takso jõuab Eestisse juba lähiaastatel,» annab Bolti president Jevgeni Kabanov lootust, «teeme koostööd Pony.ai ja Stellantisega, et tuua autonoomsed sõidukid Bolti platvormile.»

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Kuna autonoomsete sõidukite tasuvus sõltub suuresti tööjõukuludest, siis jõuavad robotaksod kõigepealt nendele turgudele, kus juhtidega seotud kulud kõrgemad: USA-sse ja Lääne-Euroopasse.

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Euroopa regulatsioonid on autonoomsete sõidukite osas Kabanovi sõnul tõepoolest märgatavalt rangemad kui USA-s või Hiinas ning see aeglustab robotaksode turule jõudmist: «Praegu pole Euroopas veel laialdaselt saadaval sõidukeid, mida oleks lihtne autonoomseks kasutuseks kohandada, mistõttu võib suurem skaleerimine võtta veel umbes kolm aastat.»

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Transpordiameti sõidukite tehnoosakonna juhataja Jürgo Vahtra sõnul on peamine takistus isejuhtivate taksode tulekul liiklusseadus, mis hetkel nõuab inimjuhti, kuid riik on leidnud võimalused, et oleks võimalik avalikel teedel katsesõite teha: «Pilootprojekti raames tuleb esmalt teha isejuhtiva sõiduki katsetused kinnisel territooriumil, kus sõiduk peab suutma demonstreerida peamisi võimekusi ohutuks liiklemiseks. Peale seda saab sõiduki lubada koos turvajuhiga liiklusesse. Asjaoludest sõltuvalt võtab katsetuste periood enne liiklusesse lubamist 3-6 kuud.»

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Samuti mõjutab ilmastik väga palju, lisab Vahtra: «Lumi katab teemärgistusi, mis raskendab liiklusolukorra hindamist lisaks haardeteguri vähenemisele, millega tuleb samuti arvestada. Kõik asjaolud, mis raskendavad nägemist, nagu vihm, udu, pori, langevad lehed jne tekitavad võltshäiringuid. Kõigi nende olukordadega peab tehnoloogia õppima toime tulema, mistõttu on ka vaja reaalsetes olukordades isejuhtivatel sõidukitel liigelda. Samas peab see olema ohutu.»

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Kus robotaksod San Franciscos liiguvad?

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Waymo katab ligi 670 ruutkilomeetrit, ulatudes kuni San Jose´ni, kuid väldib endiselt teatud järske künkaid ja keerulisi ehitustoone.

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Zoox piirdub hetkel veel väiksemate kõrvaliste kvartalitega, kuid plaanib kiiret laienemist.

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Tesla testib oma süsteeme peamiselt Austinis ja San Francisco lahe piirkonnas, kuid maanteedele ned veel robotakso režiimis tavaliselt ei roni (mõned kiirtee lõigud on siiski juba levipiirkonnas).

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Me kuuleme pidevalt uudiseid robotaksodest ja isejuhtivatest autodest, aga kõik need tunduvad kuidagi kaugena, ju siis kuskil katsetatakse tulevikulahendusi. Eestiski on olnud juhita sõidukite teste. Kuid Ränioru pealinnas San Franciscos pole see enam mingi eksperiment. Tänavad on eriti just õhtusel ajal üle ujutatud juhita taksodega, mida pakuvad juba kolm firmat. Proovisin neist kaks järgi, kolmanda muljeid vahendas kohalik eestlane.

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