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http://www.fahim-kawsar.net/papers/Kawsar.SoCEUSAI2005.Camera.pdf

https://www.aka.fi/sv/om-akademin/nyheter-och-press/Pressmeddelanden/2011/Ubik-datateknik-underlattar-vardagen-for-aldre-med-minnesstorningar/

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http://digitalmedia-bremen.de/en/project/the-aesthetics-of-amplified-everyday-artifacts/

http://firstmonday.org/article/view/3036/2567

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Explorations of the relations we have and would like to have with technology in everyday life.

Brief
Digital technologies have an immense impact on the artifacts we, as a society, produce. Artifacts become more complex, more precise, more interactive, more connected, more in number, more ... everything. In other words, we amplify our artifacts. Our everyday experiences are more and more mediated by ›amplified artifacts‹[1], while these artifacts increasingly yield an unprecedented expressiveness, far beyond function and appearence. They become multi-facetted. Still we choose to evaluate them by their functionality, efficiency and effectiveness. It is time to take a step back from this technocratic point of view, slow down, take a deep breath and have an impartial look on our artifacts. We will find that they are more than tools, we are more than users and that we need less solutions but more engaging situations. There is a huge design potential for interesting artifacts and meaningful interactions and relations right in front of us. Exploring and understanding it will greatly enrich the repertoire of all things digital.›Things can be useful beyond their function. Things become useful when they are meaningful.‹To better understand the complexity and the multi-facetted nature of our artifacts we propose an egocentric experimental design approach in which we emphasise aspects other than beauty and function. We will start to observe ourselves, our everyday life and identify relevant situations. We will conceive and build artifacts with a poetic, narrative, critical, optimistic, nonsense, or playful perspective in mind. We will live with these artifacts to experience and document them in an everyday context. We will debate and rationalise the relevance of these artifacts and the approach in general.
Project Results

During the course of the master project, we explored the relations we have and would like to have with technology in everyday life, particularly at home. From these reflections, we developed object prototypes and video scenarios that highlight specific types of augmentation through technology. Data objects, Sportive Objects and Crowd Sourced Objects were the types of augmentations we explored.

What potential stories would arise if we live with these objects?

Manifesto

We Like: Artifacts that go with us, NOT things to follow.
We Like: Technology to be MORE PRESENT.
Screens are not the only solution.
We Like: Physical movement.
We believe: experimentation leads to creativity.
We Like: Artifacts that make us FEEL RELEVANT. NOT obsolete humans.
Anxiety is something we have deliberately put inside machines.
We don't like to reduce time, but make it meaningful.
SHARING with an object is sharing with a CHAIN OF PEOPLE.

We illustrated the above with a series of objects. Below is a selection of these objects:

Sportive Objects

Augmentation of objects using human body energy.
While electronic devices help us fullfil everyday tasks faster and more accurate, their design sometimes forgets that meaningful interactions require ›exchange‹ and time. Mapping out the patterns of body behavior at home, several ideas of energy exchange emerged, making the time with electronic devices more meaningful or even more difficult.

Sportive Object No. 7

A chair for making a pause from the computer and exercise.

[vimeo 33175016]

Technical Principle: Arduino controlled magnetic valve, potentiometer and time display

Sportive Object No. 2

A living room table with a sportive playfulness that generates light using kinetic energy.

Technical Principle: Dynamo generator, LEDs, custom-made circuit boards

Object Design: Eliana Corredor

Sportive Object No. 9

A T-shirt patch that enables to trade physical work-out time for internet download time.

Technical Principles: Thermoelectric generator, thermochromatic paint

Object Design: Eliana Corredor

Data Objects

Augmentation of objects that display from the internet or other data sources in a tangible, non GUI-based way. In the process of becoming digital we have disregarded the space we inhabit. The everyday domestic space takes an important role in our data collecting. We want to build objects that are connected to the user on a personal level. One can access data sources through a living space.

Data Object No. 4

A printer that accesses RSS-feeds and other flows of data in realtime and prints them onto a physical piece of paper.

[vimeo 63952206]

Technical Principle: Hacked printer

Object Design: Juan Pablo Solano
Video Direction: Fridolin Bach

Data Object No. 5

A lamp that slides up or down according to the data that it is programmed to visualize, become more or less functional and useful in doing so.

Technical Principle: Arduino controlled servo motors, processing in communication with Internet

Object Design: Juan Pablo Solano

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The Aesthetics of Amplified Everyday Artifacts - Digital Media Bremen

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Explorations of the relations we have and would like to have with technology in everyday life. Brief Digital technologies have an immense impact on the artifacts we, as a society, produce. Artifacts become more complex, more precise, more interactive, more connected, more in number, more ... everything.

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Everyday digital artifacts

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En hemmamiljö under morgontimmarna hos Viktoria. Viktoria bor ensam i ett parhus strax utanför Göteborg. Då Viktoria arbetar inne i centrala Göteborg använder hon sig av kollektivtrafik varje dag eftersom det oftast flyter på smidigare än att ta egen bil in i morgonruset. Det är en solig vårdag och vädret på tv avslöjar att dagen kommer bjuda på växlande molnighet med risk för lokala skurar fram emot eftermiddagen.

***

Morgontimmarna blir många gånger stressiga, och tillsammans med morgontrötthet är det bäddat för glömska och misstag.

Viktoria är morgontrött och varje dag när klockan ringer snoozar hon ett par minuter. Detta gör att hon ofta får lite begränsad tid på morgonen innan hon måste gå ut till transporten som ska ta henne till arbetet. Även om Viktoria ställer klockan lite tidigare känns det alltid som om det är något som drygar ut tiden för henne.

De flesta morgnar ser likadana ut för Viktoria. Hon vaknar och snoozar ett par minuter. Sedan går hon upp och masar sig iväg till badrummet. Hon tar en snabb dusch för att vakna till och därefter ställer hon sig vid spegeln för att göra sig ordning för arbetsdagen. Här rinner ofta tiden iväg för Viktoria och hon behöver skynda sig in i sovrummet för att ta på sig kläder innan hon går ner för trappan och in i köket. Innan Viktoria riktigt vaknat till behöver hon sin frukost och morgonkaffe. Under tiden hon gör ordning kaffe och frukost slår hon på teven i bakgrunden. På teven berättar en meteorolog om dagens väder men Viktoria lyssnar ofta med ett halvt öra då hon måste hålla koll på klockan så hon inte blir sen. Transporten är bokad till samma tid varje morgon men ibland händer det att den kommer lite tidigare eller sent. Därav är det viktigt att hon är ute i god tid.

När Viktoria dricker sitt kaffe kommer hon på att hon glömt sätta på sig sin klocka som ligger i badrummet och hon måste gå upp för trappan igen för att hämta den. I samma veva börjar hon packa ihop sin väska och ser så att hon får med sig allt. Viktoria slänger en blick på klockan och ser att hon måste skynda sig ut om hon ska vara säker på att hinna med transporten. Hon tar sin väska och går ner för trappan och in i köket för att stänga av teven. Sedan går hon ut i hallen men kommer precis på innan hon ska ut genom dörren att hon inte kommer ihåg om hon stängde av kaffekokaren. Hon går snabbt in igen för att se efter. Kaffekokaren är avstängd och hennes halvuppdruckna kaffekopp står kvar på bordet. Viktoria larmar för ytterdörren och kommer ut precis i tid för transporten som idag var exakt i tid.

På väg till arbetet passar Viktoria på att läsa dagens nyheter och ser där att det finns risk för regn under eftermiddagen. Attans! Hon skulle tagit med sig sitt paraply. Senare på resans gång hoppar en kollega till Viktoria på och de planerar den kommande arbetsdagen tillsammans. Väl framme hoppar de av och samtalar för fullt om ett spännande projekt. Viktoria glömmer nästan sin väska ombord där hon har alla nycklar och viktiga tillhörigheter. En annan passagerare ropar efter henne att hon glömt sin väska så Viktoria hann få med sig väskan innan hon klev av.

Efter arbetsdagens slut måste Viktoria boka en ny transport eller ta transporter som går efter fasta tider hem. Hon kan inte boka regelbunden transport hem då arbetsdagarna kan skilja sig åt och det är svårt att passa exakta tider. Viktoria bestämmer sig för att ta en transport efter fasta tider hem trots att hon inte tycker om att åka med så mycket andra människor omkring sig. Den här turen tar även lite extra lång tid eftersom de gör många stopp på vägen. Transporten åker inte lika nära Viktorias hem heller och i lag av all jävlighet så börjar det självklart regna när Viktoria ska gå hem från transporten.

När hon kommer hem är hon lagom blöt och paraplyet möter henne i dörren. Lätt irriterad över att hon glömde paraplyet går Viktoria in i köket där hon får börja sin eftermiddag med att plocka undan disken efter frukosten eftersom hon inte hann med det i morse.

| Antal misstag | 2
| Antal glömska | 4

Reducera onödig tid på morgonen genom att hjälpa Viktoria komma ihåg vad hon behöver inför resan, påminna henne när klockan börjar ticka och meddela om transporten är i tid eller ej.

***

Viktoria gör misstag och är glömsk på morgonen vilket kan hända de bästa. Därför springer tiden iväg när hon måste ta och upp och ner för trappan flera gånger när hon glömt något. Morgonkaffet är viktigt för Viktoria och hon tycker om den lugna stund hon kan få när hon dricker sitt kaffe. Då hade hon även hunnit titta på vädret och chansen att hon kommit ihåg paraplyet är större. Det hade till och med kunnat resultera i att Viktoria kom hem mindre irriterad och framför allt torr.

Med det här kan vi se att det inte bara är direkt resan som är viktigt för en god upplevelse utan det är flera faktorer omkring som spelar in. Viktoria behöver ha en lugn och stabil start på dagen för att hon ska må bra. Först och främst behöver hon komma upp i tid istället för att snooza. Det kan dock vara svårt att få till men det finns flera olika lösningar på väckning, exempelvis med ljus och ljud men även vibration och så vidare. Därefter behöver Viktoria påminnas om tiden när hon står vid spegeln och gör sig ordning. I köket är det en fördel om kaffet redan är klart så hon kan ta sitt kaffe direkt till frukosten utan att behöva vänta och hålla reda på flera saker samtidigt.
Vid det här laget borde även transporten vara i en sådan position att de kan meddela om exakt när den kommer. På så sätt behöver inte Viktoria oroa sig för att vara varken för sen eller för tidig. Det är inget kul att stå ute och vänta i onödan om det är kallt och blåsigt exempelvis. Hon borde även bli påmind om vädret innan hon går ut genom dörren så att hon inte glömmer paraplyet ifall det behövs. Det kan dock bli irriterande att alltid bli påmind om hon till exempel har regnjacka istället för paraply. Det här skulle kunna lösas med röststyrning. När hon tittar på vädret kan Viktoria säga rakt ut att ”påminn mig om paraplyet innan jag går” och när hon står i dörren påminner en digital artefakt om att hon vill ha med sig paraplyet. På så sätt behåller även användaren en stor del kontroll och de digitala artefakterna kan kommunicera på användarens begäran. Det ligger i linje med idéerna inom ubik datateknik där digitala artefakter kommunicerar i bakgrunden, men samtidigt på användarens begäran för att användaren fortfarande ska stå i kontroll.

Automatisering är dock till fördel i andra situationer så som att kaffekokaren redan har kokat klart kaffet när Viktoria kommer ned till köket. Detta kan göras genom att kaffekokaren kommunicerar med när väckarklockan stängs av eller när duschen sätts igång. På så sätt kommer Viktoria förhoppningsvis att ha mer tid över så hon hinner plocka undan sin disk efter frukosten och slipper vara det första hon ser när hon senare kommer hem. De digitala artefakterna kan hela tiden berätta om hur mycket tid hon har kvar innan hon går ut. Och för transportens del kan den meddelas om att Viktoria är på väg så att den väntar in henne, eller om Viktoria skulle vara väldigt sen så kan transporten skicka en annan transport för att inte de andra passagerarna ska bli sena.

När Viktoria sedan ska gå ut genom dörren och larmar så stängs alla digitala artefakter av så Viktoria kan vara säker på att kaffekokaren inte står kvar på medan hon åker iväg till arbetet. Där påminns hon även om exempelvis paraply förutsatt att hon har bett om det.

***

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Jag bestämde mig för att sätta designkonceptet i ett "pattern language" likt det som beskriver Promenade.

Det kommer inte att använda de "språk" som finns i "pattern language" eftersom jag inte har tillgång till dessa. Utan syftet med den här övningen är skapa en förståelse för miljön och hur tjänsten kan passas in i den. Med miljö syftar jag till den kontext som tjänsten ska användas i, personen som använder tjänsten och de digitala artefakternas kommunikation sinsimellan.

För att få bättre förståelse valde jag att genomföra ett scenario själv från det att jag vaknar av väckarklockan till det att jag går ut genom dörren och in i ett fordon. Genom att genomföra detta ökade min förståelse för kontexten och påminde mig om bland annat morgontrötthet och glömska.

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Enligt Brown (2009, 69) samlas först information ihop i en syntes vilket sedan analyseras för att finna värdefulla mönster. För att hitta värdefulla mönster har en metod där skissandet tagit stor del använts. Att skissa för att utforska designrymd och idéer är en metod som ofta används i designsyften för att hitta mönster, generera nya idéer och finna röda trådar (Brown 2009, 80).

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Djupare brainstorming kring spegel och chip

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Djupare brainstorming kring spegel och chip

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Med hjälp av brainstorming och skisser kunde kommunikationen mellan spegel och chip undersökas djupare för att visualisera hur en bokning av transport kan se ut.

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I sökningar efter inspiration på Google upptäcktes begreppet ubik datateknik, vilket handlar om att flera digitala artefakter kommunicerar med varandra. Detta begrepp undersöktes ytterligare.

En forskningsartikel relevant till transport och ubik datateknik hittades med sökning på "ubik datateknik" i Google Scholar.

https://dash.harvard.edu/bitstream/handle/1/26563634/ok-ubicomp04.pdf?sequence=1

Designkonceptet Opportunity Knocks är baserat på den teknik som fanns tillgänglig då, och för att utveckla det här konceptet används ett chip i handen. Det kan liknas vid sensorn i Opportunity Knocks. Istället för att bluetooth kommunicerar med mobilen kommer chippet i handen att kommunicera med omgivande digitala artefakter för att uppnå önskat mål av användaren.

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Utforskande av hur de olika objekten kan kommunicera med varandra i syfte att stödja ett transportsammanhang.

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Divergent tänkande blir konvergent tänkande och mönster eftersöks. I delprov 1 undersöktes olika objekt som kan bli smarta digitala artefakter och kommunicera med varandra. I delprov 2 undersöks hur utvalda objekt skulle kunna kommunicera med varandra. Objekten väljs ut beroende på hur trovärdigt det är att de kommer att vara en del av det vardagliga livet även om 25 år.

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Elon Musk wants to blast you from New York to London in 29 minutes.

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A Low-cost Transparent Electric Field Sensor for 3DInteraction on Mobile Devices

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A Low-cost Transparent Electric Field Sensor for 3DInteraction on Mobile Devices

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3D gestikuleringar i samband med smartphones och andra liknande artefakt.

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https://www.ericsson.com/spotlight/industries/our-industries/transport/the-future-of-transport Traffic congestion is an increasing problem in metropolitan and urban environments across the world, as cities struggle with the need to free up more space for people. On-demand mobility services and last minute mile solutions are needed, such as the first 5G enable autonomous shuttle buses which are being tested in a real-world environment in Kista, Sweden.

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What a driverless world could look like | Wanis Kabbaj

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Action Program Smart Mobility 2016-2018.pdf

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Scientists have invented a "breakthrough" technology they say will help heal wounds, blood vessels, nerves and damaged organs.

The technology, called Tissue Nanotransfection (TNT) uses nanotechnology to turn skin cells into a range of other types of cell that can be used to repair damaged tissues.

The cells are converted by a small microchip, similar in size to a penny, which injects genetic code into skin cells, transforming them into other types of cell.

The chip is simply placed onto the skin and can begin to create new specialised cells in "less than a second", scientists said.

The researchers, from Ohio State University, turned skin cells from mice and pigs into blood vessel cells and nerve cells. After a week, the new cells formed new blood vessels and nerve tissue.

In one experiment, a badly damaged mouse leg was saved by the technology creating new blood vessels in tissue that had previously been lacking blood flow.

Another test involved injecting new nerve cells into a mouse's brain to enable it to recover from a stroke.

"This is difficult to imagine, but it is achievable, successfully working about 98 per cent of the time," said Dr. Chandan Sen, one of the joint leaders of the study. "With this technology, we can convert skin cells into elements of any organ with just one touch. This process only takes less than a second and is non-invasive, and then you're off. The chip does not stay with you, and the reprogramming of the cell starts."

The technology could see cells grown on a human patient's skin and then injected into their body to treat conditions such as Parkinson's disease, Alzheimers, nerve damage and strokes.

It is the body's own cells that are being converted, so the immune system does not attack them and therefore there is no need for immunosuppressant drugs.

Some treatments already involve converting cells in laboratory conditions before injecting them back into the patient, but this is the first time cells have been reprogrammed within the body.

Scientists said the procedure is non-invasive and does not require a laboratory, meaning it could be used in hospitals and GP surgeries. It simply involves the chip being placed on the skin and a light electrical current applied, which patients barely feel.

The research was published in the journal Nature Nanotechnology.

"By using our novel nanochip technology, injured or compromised organs can be replaced," said Dr Sen. "We have shown that skin is a fertile land where we can grow the elements of any organ that is declining,"

Trials to test the technology in humans are being planned for next year.

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'Breakthrough' microchip helps heals wounds and damaged organs

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Scientists have invented a "breakthrough" technology they say will help heal wounds, blood vessels, nerves and damaged organs. The technology, called Tissue Nanotransfection (TNT) uses nanotechnology to turn skin cells into a range of other types of cell that can be used to repair damaged tissues.

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Watch how emerging technologies could help transform the way we get things done in a highly inter-connected and information rich future.

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What will the world be like in another 5 to 10 years? Microsoft is answering that question with a new installment in its "Productivity Future Vision" video series.

The elaborate, highly produced video shows jaw-dropping technologies like a SCUBA mask that annotates the sea with 3D holograms, a multipart bracelet that joins together to become a communications device, and interactive, flexible displays that automatically "rehydrate" with information specific to the people using them.

Watch the full video above. Microsoft explains the principles behind the vision on this site, describing how emerging technologies will help people collaborate more easily, live smarter, and experience "friction-free creativity" and "fluid mobility."

The company is already headed in some of these directions, with products including its HoloLens "blended reality" headset, unveiled by the company last month. And with Skype, the company has a foundation, at least, for many of the telepresence scenarios envisioned in the video.

Previous installments in the Productivity Future Vision series were released in 2008 and 2011. Microsoft has historically made these videos to help give its customers, particularly in the corporate world, an idea of how it sees the future, providing a better sense for what they could be getting into long term when they make bets on the company's technology.

Hear from Microsoft CEO Satya Nadella, Starbucks CEO Kevin Johnson, Instacart CEO Apoorva Mehta, Amazon Alexa & Echo VP Toni Reid, Washington State Attorney General Bob Ferguson, Fred Hutchinson Cancer Research Center president Dr. Gary Gilliland and many other leading innovators at the 6th annual GeekWire Summit, taking place Oct. 9-11 in Seattle. Tickets on sale here.

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Microsoft's mind-blowing vision of the future: 3D holograms, smart surfaces, next-gen wearables, and 'fluid mobility'

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What will the world be like in another 5 to 10 years? Microsoft is answering that question with a new installment in its "Productivity Future Vision" video series.

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BMW Shows Off Hologram Interior, Self-Driving 5 Series at CES

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The Consumer Electronics Show is a place to get creative, and BMW has done it again this year. The "BMW i Inside Future sculpture" is a glimpse into the world of automotive holograms, and a 5 Series prototype is taking to the roads to show off its autonomous driving and parking capabilities.

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A number of social, economic, and technological trends will work together to disrupt mobility, potentially creating three new urban models by 2030.

To view a city from above is to observe a world in motion. Trains carry people to and from work; taxis circulate in abstract patterns; trucks deliver goods and carry away garbage; pedestrians hustle down city blocks; cyclists zip through traffic. Mobility is the lifeblood of our cities and essential for urban life.

Yet, our desire for mobility has consequences: cities can be noisy, congested, and prone to smog. Far too many urban residents spend hours stuck in traffic; no one can escape airborne pollution. Mobility is also a critical economic factor, both in its own right and as the means of providing the goods and services that are the foundation of economic life. Finally, mobility matters to people, whether this is getting to work or school with ease, visiting friends and relatives, or simply exploring one's surroundings. In relatively few places, however, does the reality of what is available match the public's aspirations for safe, clean, reliable, and affordable ways to get from A to B -and back again.

We believe, however, that the way people move around the urban environment is primed for dramatic change. Already, new business models, as illustrated by organizations such as Uber and Didi Chuxing, are changing traditional mobility patterns. Technological innovations in the form of electrification, connectivity, and autonomy are on the horizon. Increasing urbanization and the growth of "megacities" with more than ten million people provide the conditions for change.

What, then, will be the future of urban mobility? A new report, An integrated perspective on the future of mobility, a collaboration between Bloomberg New Energy Finance and McKinsey, seeks to answer that question. To do so, it explores how a number of existing social, economic, and technological trends will work together to disrupt mobility at the local level.

The result is a radically different future based around three models of advanced urban mobility that are achievable by 2030. Inevitably, individual cities will make different decisions, based on specific local conditions, and go in different directions-and, globally, mobility systems in 2030 will on average look very much like they do today.

Yet there is a cluster of some 50 urban areas that could lead the way toward one of the three advanced-mobility models. These areas have the potential to demonstrate the profound effects of mobility innovation on everything from power systems to the use of public space, while simultaneously introducing a new city dynamism.

The mobility systems of the future are likely to be very different from what exists in most of the world today. The individual traveler is at the heart of this evolution, so consumers will need to be open to adopting new technologies and services. However, both the public and private sectors will have roles to play in paving the way.

The value of an integrated perspective

Numerous trends, ranging from energy decentralization to the Internet of Things, are likely to come together to create drastic changes in mobility systems over the next 10 to 15 years.

Predicting the future is perilous. In this case, however, two factors point us in this direction. First, several key mobility trends-electrification, shared mobility, and autonomy-are poised to take off. The costs of a lithium-ion battery pack fell 65 percent from 2010 to 2015, and they are expected to drop below $100 per kilowatt-hour over the next decade. Car-sharing and ride-hailing services are already at work in hundreds of cities around the world, enabled by smartphones and backed by substantial venture capital. An array of established automotive and technology companies, as well as intriguing start-ups like nuTonomy and Zoox, are testing self-driving capabilities, with the aim of providing door-to-door travel, with no human intervention required.

Second, and just as important, trends in related areas reinforce one another. Urbanization is expected to increase average city density by 30 percent over the next 15 years, stretching existing systems as demand rises. Urban planners and residents are putting livability and sustainability higher on their agendas. Increased connectivity is opening the door to multiple shared-mobility options and could also help to smooth traffic flows.

Looked at in isolation, each trend is significant. Their combined impact, however, will prove to be truly powerful. For example, more shared mobility could boost electric-vehicle (EV) sales because shared vehicles are used more intensively, improving the economics of ownership. In turn, higher EV production could accelerate innovation and reduce the cost of batteries. That opens up applications in adjacent systems, such as distributed storage. And the plummeting cost of distributed power generation could improve the greenhouse-gas abatement potential of EVs, because they would get more of their juice from low-carbon sources. In these and other cases, there is a powerful dynamic of mutual reinforcement at work. It's not just one oar in the water-but lots of them, all pulling in the same direction.

The future of mobility in three models

Today, a small number of cities, such as Amsterdam, Singapore, and Stockholm, are singled out as having effective mobility. With varying degrees of emphasis, they have efficient public transit, encourage cycling and walking, and have managed to limit congestion and pollution. By 2030, we expect a number of additional systems to be at the leading edge of the next phase of advanced mobility.

In broad terms, the best will combine shared mobility, autonomy, and electrification with integrated energy systems, public transport, and infrastructure. In specific terms, cities will navigate these possibilities differently. Local conditions-such as population density, wealth, the state of road and public-transit infrastructure, pollution and congestion levels, and local governance capabilities-will determine what changes occur, and how quickly.

For the near future in cities leading the advance, we envision three mobility trajectories, with trends such as sharing, autonomous driving, and electrification all moving forward at a different pace. Each is suited to a specific type of metropolitan area, whether it be a dense developed city, a suburban sprawl, or an emerging metropolis.

Clean and Shared. Delhi, Mexico City, and Mumbai are examples of densely populated metropolitan areas in developing countries. They are all experiencing rapid urbanization, and they all suffer from congestion and poor air quality. For cities like these, the widespread use of self-driving cars may not be an option in the short or medium term, because of poor infrastructure, interference from pedestrians, a variety of vehicles on the road, and a lack of clear adherence to traffic regulations. The approach most likely to apply is a shift to cleaner transport, in the form of EVs, while also limiting private car ownership, optimizing shared mobility, and expanding public transit. In conjunction with some connectivity and autonomy, traffic flows and safety could be enhanced. According to our research, if relevant Asian cities move toward this model, by 2030 shared vehicles could account for almost half of passenger miles due to a combination of greater utilization and more passengers per trip.

Private Autonomy. There are many cities around the world where development and commuting patterns have increased sprawl significantly. In such cities, having a car is all but essential. That will likely remain the case for the foreseeable future. However, there are genuine costs to this way of life; congestion in Los Angeles costs the city an estimated $23 billion per year.

To do better, we envision consumers in these cities embracing new vehicle technologies, such as self-driving and electric vehicles. Dedicated road space, for example, could be allocated to self-driving vehicles. Connectivity could make it easier to implement demand-driven congestion charges, which could increase road capacity while limiting new construction. Car sharing and ride hailing could emerge as complementary options but would not replace the private car on a large scale.

There is a possible drawback to this scenario: with lower marginal costs to travel an extra mile in an EV, and without requiring a driver's attention thanks to autonomy, the demand for mobility could increase and thus add to congestion. Passenger miles traveled could grow 25 percent by 2030, with the majority attributable to additional autonomous travel in private vehicles.

Rolling along: Bicycles, mobility, and the future of cities Read the article

Seamless Mobility. This is the most radical departure from today's reality. In the near term, it is likeliest to emerge in densely populated, high-income cities such as Chicago, Hong Kong, London, and Singapore.

In this system, mobility is predominantly door to door and on demand. Travelers have many clean, cheap, and flexible ways to get around, and the boundaries among private, shared, and public transport are blurred. Mobility is delivered through a combination of self-driving, shared vehicles, with high-quality public transit as the backbone. EVs become far more common, spurred by economics, consumer interest, incentives, and the creation of low-emission zones. And all this is enabled through the use of smart software platforms that manage multimodal traffic flows and deliver mobility as a service.

In a seamless-mobility system, people would potentially travel more-likely by 20 to 50 percent-because it is cheap and easy. However, the number of cars would likely remain the same or decline, due to the high level of sharing and significantly higher utilization. EVs could account for as many as two-thirds of vehicles on the road, while those capable of self-driving may exceed 40 percent.

Knock-on effects

Combined, these three models could apply to around 50 urban areas globally-representing some 500 million people-but the majority of cities are expected to develop more incrementally. Cities are most prone to accelerated uptake based on a ranking of metrics, including income, population, government effectiveness, level of public-transit development, congestion, and pollution. Each model can deliver significant benefits, such as saving time, reducing congestion, and improving air quality. We quantified the possible cumulative societal benefits of each model until 2030: $2,800 per person for Clean and Shared, mostly in the form of improved safety; $3,300 for Private Autonomy (boosting 2030 GDP by 0.9 percent); and $7,400 per person for Seamless Mobility (boosting 2030 GDP by 3.9 percent).

To take full advantage of these benefits and avoid the pitfalls, the public and private sectors would need to work together, while city officials would need to be willing to reconsider how they conduct their own business. For example, sharing and autonomy could cannibalize public-transport systems, and cities may consider whether it makes sense to partially shift ownership to private shared-mobility providers. Governments may also want to rewrite fuel and power taxation and to use the opportunity of connectivity to revisit how infrastructure is priced.

These new mobility models will also require a number of sectors to do some hard thinking in order to find new opportunities-and to avoid some major risks. In the power sector, for example, EVs could represent 3 percent of electricity demand globally, and nearly 4 percent in Europe, by 2030. Differentiated time-of-use rates and investments in charging infrastructure could help utilities to mitigate negative grid effects from EV charging. EVs could also play a role in reducing curtailment as solar-photovoltaic and offshore-wind generation increase.

The automotive sector faces a future that could be fundamentally different from its past and may need to consider moving from using a pure product-ownership model toward providing a range of transportation services. EVs, of course, are a direct threat to the internal-combustion engine. Gasoline retailers should be thinking through how to further monetize current assets and how to capture future value through new propositions around convenience retail, the connected car, fleet services, and electric charging. For tech companies, the three mobility models offer a world of opportunity. As the use of connectivity and autonomy increases, so, too, does the need for sensors and software. The data generated could be highly valuable in and of itself.

Moving into the future

In cities from Tokyo to Vancouver, the reality of changing mobility is already apparent. More shifts are coming. These changes will allow people to travel more efficiently, more cheaply, more often, and in different ways. But the future is not set, and there is a strong role for the public and private sectors to help avoid pitfalls associated with increased congestion, air-quality concerns, and other potential negative outcomes.

To best capture the benefits, the public and private sector-at a local and global level-need to prepare for the future, not wait for it. Governments may want to anticipate these new mobility models by crafting regulations consistent with consumer-friendly technological developments that also promote larger public goals, such as clean air and reduced congestion. They need to think ahead, with regard to both replacing the possible loss of fuel-tax revenue and reviewing their connection with the private sector. Strong partnerships that make it easy to blend public transit and private mobility will likely produce the best solutions.

Why does this matter? Because getting mobility right could be a significant competitive advantage for cities. This shift can help clear the air of pollution and reduce traffic deaths. It is an opportunity to improve the quality of life-day in, day out-for billions of people.

Download the full report on which this article is based, An integrated perspective on the future of mobility (PDF-19,792KB). For more on this topic, please visit mobilityofthefuture.com.

About the author(s)
Eric Hannon is a partner in McKinsey's Frankfurt office, and Surya Ramkumar is a partner in the Amsterdam office; Colin McKerracher is head of advanced transport with Bloomberg New Energy Finance, where Itamar Orlandi is the head of applied research.

We wish to thank coauthorsShannon Bouton, Stefan Knupfer, Detlev Mohr, Timo Möller, Eric Morden, Jan Tijs Nijssen, Swarna Ramanathan, Christer Tryggestad, and Michael Wilshire for their contributions to this article.

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An integrated perspective on the future of mobility

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A number of social, economic, and technological trends will work together to disrupt mobility, potentially creating three new urban models by 2030. To view a city from above is to observe a world in motion. Trains carry people to and from work; taxis circulate in abstract patterns; trucks deliver goods and carry away garbage; pedestrians hustle down city blocks; cyclists zip through traffic.

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The fact that many residences and businesses are situated farther than an easy walking distance to a transit station is known as the last mile problem. Rapid transit solutions such as trains (light rail, heavy rail, and commuter rail) and buses are often used together to increase a region's public transit coverage, but because they stop only every mile on average, geographically, most locations in an urban area are beyond an easy walking distance to a station.

This problem is a barrier to better utilization of a rapid transit network.

The Problem of Walking the Last Mile

People are often surprised by how long rapid transit riders are willing to walk to a station. The generally accepted rule of thumb has been that people will walk 1/4 mile to a local bus stop. But the truth is, people are usually willing to walk up to a mile to a rapid transit station. Note, however, that you can't just draw a circle with a mile radius around a station and conclude that all locations within that circle are within walking distance. Noncontiguous street networks and cul-de-sacs can mean that even though you might be within one mile of a station as the crow flies, you are more than a mile in walking distance from that station.

Transit planners face the task of facilitating pedestrian access to transit stations. They typically see two challenges. The first is making sure that the access points are pedestrian-friendly.

Nobody wants to walk along a desolate highway with a speed limit of 45 mph. One solution is building segregated bicycle/pedestrian paths. Second, pedestrians need good wayfinding along the access points. Notable in this regard is central Washington, D.C., which features many road signs that advise people of the direction and distance of the nearest Metro station.

One aspect of pedestrian access that is often overlooked is the actual entrance to the station. In an attempt to value-engineer to save money, many recent rapid transit projects in North America, particularly projects with underground stations, have built stations with only one entrance. Having only one entrance means that over half the passengers using that station are likely to have to cross at least one and possibly two major streets to enter it. If the traffic light cycle is long, they might wait five minutes just to get from one side of the intersection to the station on the opposite side. Certainly, having at least two entrances to any station is key to pedestrian access.

Solutions for Bike Riders

Using a bicycle is an excellent way to traverse the last mile from the station, but given space constraints, bringing bikes on the trains themselves is not feasible. Providing secure bike parking at the station is imperative, and providing easy bike rental for cyclists to use at their destinations is also important. While bike parking has long been present at many rapid transit stations, bike rental has increased in recent years, with several cities installing bike-rental stations near popular destinations, including rail stations.

Making Local Bus Routes Better

One way in which the last mile problem is overcome is via local bus. In fact, in Toronto, the success of its subway system is due to the large number of connections the subway makes with local bus routes. To provide a viable solution to the last mile problem, local bus services must meet three conditions:

1. Local buses serving the station must be frequent. For distances of under five miles, transit is only a viable option if the average waiting time for a bus is very short, preferably 10 minutes or less. Even so, if local buses are to be used to carry rapid transit passengers that last mile, then they should operate at a minimum of every 20 minutes.

2. Connecting fares should be low. Toronto, for example, gives free transfers between the bus and the subway, and most passengers use both. In the East San Francisco Bay region, transferring between local buses operated by AC Transit and trains operated by BART is expensive (although less costly than paying two separate fares). Not surprisingly, not many passengers use both.

The connection between the bus and the train must be easy, both spatially and time-wise. A given is to avoid the situation like in Melbourne, in which buses would leave the train station two minutes before the train arrived. Spatially, an attached off-street bus bay is much better than having the buses stop on nearby streets.

Discourage Driving

The least desirable way to bridge the last mile is via automobile, either via "kiss and ride" drop-off locations or park-and-ride lots. Any area dedicated to car infrastructure leaves less room for transit-oriented development and the construction of buildings that act as trip generators. However, in low-density suburban areas, the only realistic option may be to arrive at a station by car, so park-and-ride lots will continue to be necessary.

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The fact that many residences and businesses are situated farther than an easy walking distance to a transit station is known as the last mile problem.

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Where Robot Cars (Robocars) Can Really Take Us

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People have dreamed of cars that drive themselves for decades. Now, thanks to a contest sponsored by the U.S. military and further work by companies like Google, Volkwagon and Volvo, they are much closer to becoming reality than many people realize.

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The MGC3030 and MGC3130 are the world's first electrical near-field (E-field) 3D gesture controllers. Based on Microchip's patented GestIC® technology, they enable user gesture detection and motion tracking. Interaction with devices is as simple and intuitive as a wave of the hand. The MGC controller family enables single-chip gesture solutions, with no host processing needed for embedded applications.

GestIC Technology Benefits

True single-chip gesture solution for embedded usage

From 0 (touch) to 20 cm detection range

Very low-power design

No detection blind spots

No ambient influences (light/sound)

Usage of thin, low-cost sensing electrodes, e.g. standard PCB

Requires no openings in the housing

Highest gesture detection reliability

Active noise handling

44-115 kHz carrier frequency no RF interference

Typical Applications

Notebooks/PC peripherals (e.g. the 3DTouchPad from Microchip)

Audio products

White goods/appliances/air conditioning control

Home automation

Light switches

Industrial/medical switches

Electronic readers

Game controllers

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The MGC3030 and MGC3130 are the world's first electrical near-field (E-field) 3D gesture controllers. Based on Microchip's patented GestIC® technology, they enable user gesture detection and motion tracking. Interaction with devices is as simple and intuitive as a wave of the hand. The MGC controller family enables single-chip gesture solutions, with no host processing needed for embedded applications.

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Framtidens mobilskärmar

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A couple of months ago, cinema camera maker RED made the surprise announcement that it was working on a smartphone, and the even more surprising announcement that said phone would have a "holographic" display. What RED did not announce, however, is what that technology actually involves, even as the $1,195 Hydrogen One phone went up for pre-order essentially sight unseen.

Well, now we have an answer: RED's screen technology comes from an exclusive partnership with a startup called Leia Inc. (Yes, like the princess.) Leia describes itself as "the leading provider of lightfield holographic display solutions for mobile," and was founded in 2014 as a spin-off from HP's research labs. RED has made an undisclosed strategic investment in Leia as part of the partnership.

So, how does the tech work? It's impossible to show it off on a regular screen, of course, so here's Leia's description:

Leia leverages recent breakthroughs in Nano-Photonic design and manufacturing to provide a complete lightfield "holographic" display solution for mobile devices, through proprietary hardware and software. The Silicon Valley firm commercializes LCD-based mobile screens able to synthesize lightfield holographic content while preserving the normal operation of the display.

And here's a concept video from a couple of years ago:

The idea is that the screen projects 3D objects that you can view from different angles based on your physical position. For example, a mapping application could theoretically look like a little model of a city with buildings poking out of the screen. You'd then be able to interact with the objects "above" the display through hover gestures enabled by Leia's partnership with Synaptics.

The technology works through diffraction, producing a lightfield illumination with a layer of nanostructures added to a conventional LCD. Leia claims this "diffractive lightfield backlighting" layer doesn't significantly compromise the display's quality, battery consumption, or thickness for non-holographic use.

Prototype "definitely wasn't perfect," says MKBHD

How well does this work in practice? Very few people know for sure. One is YouTuber and noted RED shooter Marques Brownlee, who checked out a few Hydrogen One prototypes last month. Brownlee, better known as MKBHD, said he was "pretty impressed" by the display, but that it "definitely wasn't perfect" with some stuttering and light bleed issues. You can get an idea of what he's talking about in the video below of a Leia display prototype demonstrated in May (without the benefit of seeing it in 3D, of course):

RED president Jarred Land says Brad Pitt and David Fincher are also impressed, for whatever that's worth.

Even if the tech works great, though - and that's a big if - RED and Leia will need to have a credible array of content lined up for the Hydrogen One if the screen is to be anything more than a gimmick. "The Hydrogen program will feature stunning holographic content and 3D sound for movie viewing, interactive gaming, social messaging and mixed reality," according to RED's statement today, but it's not clear where any of that is going to come from.

Still, the Hydrogen One continues to be one of the more intriguing devices on the horizon, and RED can't be faulted on ambition. We'll see how its holographic vision shakes out when the phone launches in the first half of 2018, which might represent a delay from RED's previous language of "early 2018."

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RED finally reveals what its 'holographic' phone screen actually is

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A couple of months ago, cinema camera maker RED made the surprise announcement that it was working on a smartphone, and the even more surprising announcement that said phone would have a "holographic" display. What RED did not announce, however, is what that technology actually involves, even as the $1,195 Hydrogen One phone went up for pre-order essentially sight unseen.

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Div användningsområden för implantat/micorchip

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A few years ago, I perched on the edge of my bed in a tiny flat, breathing in a cloud of acetone fumes, using a scalpel to pick at the corner of an electronic travel card. More than 10 million Londoners use these Oyster cards to ride the city's public transport network. I had decided to dissect mine. After letting the card sit in pink nail polish remover for a week, the plastic had softened enough that I could peel apart the layers. Buried inside was a tiny microchip attached to a fine copper wire: the radio frequency identification (RFID) chip.

My goal was to bury the chip under my skin, so that the machine barriers at the entrance to the Underground would fly open with a wave of my hand, as if I was some kind of technological wizard. But although I had the chip and an ex-Royal Marines medic willing to do the surgery, I failed to get my hands on the high-grade silicone I'd need to coat the chip to prevent my body reacting against it. Since then, people have used the technique I helped popularise to put liberated Oyster chips in bracelets, rings, magic wands, even fruit, but the prize for first London transport cyborg is still up for grabs.

The person who does will find themselves inducted into the community of "grinders" - hobbyists who modify their own body with technological improvements. Just as you might find petrol heads poring over an engine, or hackers tinkering away at software code, grinders dream up ways to tweak their own bodies. One of the most popular upgrades is to implant a microchip under the skin, usually in the soft webbing between the thumb and forefinger.

Take Amal Graafstra, a self-described "adventure technologist" and founder of biohacking company Dangerous Things in Seattle, Washington. He is a double implantee - he has a microchip in each hand.

In his right hand is a re-writable chip, the same kind used in Oyster travel cards, which can be used to store small amounts of data. By pressing his hand to his phone, information can be downloaded from his body or uploaded into it. The left contains a simple identity number that can be scanned to unlock his front door, log into his computer or even start a motorbike (see video, below).

This month at the Transhuman Visions conference in San Francisco, Graafstra set up an "implantation station" offering attendees the chance to be chipped at $50 a time. Using a large needle designed for microchipping pets, Graafstra injected a glass-coated RFID tag the size of a rice grain into each volunteer. By the end of the day Graafstra had created 15 new cyborgs.

For other people, though, the idea of implanting themselves with microchips may conjure up spectres of surveillance and totalitarian control. "Every Hollywood movie has told them that implants are for tracking people," says Graafsta. "People don't get that it's the same exact technology as the card in your wallet. When someone uses a credit card, wireless or not, they are tracked because several other corporations know who they are, when they purchased, how much they spent, and where they spent it."

Yet if that's true, what's the point of implanting it? Graafstra and his fellow cyborgs could just as easily use a chip inside plastic wallet to store data, and a key to open his front door or start a motorbike. "Yes, basically you've taken an RFID access card normally stored in a pants pocket and moved it to a skin pocket," admits Graafstra. Still, there are some advantages: one benefit is that you'll never lose the chip, and it makes physical theft impossible - at least unless a thief is prepared for some gruesome surgery.

Graafsta also points out that embedding the chip under the skin reduces the distance that it can be read with a scanner, making it more secure. When it's in your arm or hand, there's less chance someone can surreptitiously scan your details, by sweeping a card reader nearby.

Ultimately, implanted microchips offer a way to make your physical body machine-readable. Currently, there is no single standard of communicating with the machines that underpin society - from building access panels to ATMs - but an endless diversity of identification systems: magnetic strips, passwords, PIN numbers, security questions, and dongles. All of these are attempts to bridge the divide between your digital and physical identity, and if you forget or lose them, you are suddenly cut off from your bank account, your gym, your ride home, your proof of ID, and more. An implanted chip, by contrast, could act as our universal identity token for navigating the machine-regulated world.

Yet to work, such a chip would need to be truly universal and account for potential obsolescence. My own flirtation with implanted technology came to an end when I moved away from London, making an Oyster-equipped hand pointless. Even with a return to London on the cards, I'm thinking twice about returning to my project, since Oyster cards are being phased out.

Such a development may actually be a cause for optimism for implant enthusiasts, however, because instead of Oyster cards, London's transport authority is allowing people to ride the subways and buses using bank cards. It marks the beginnings of a slow move toward a world where everything will be accessed from a single RFID microchip. If that day comes, I can't think of a safer place to keep it than inside my own body.
If you would like to comment on this, or anything else you have seen on Future, head over to our or page, or message us on .

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A few years ago, I perched on the edge of my bed in a tiny flat, breathing in a cloud of acetone fumes, using a scalpel to pick at the corner of an electronic travel card. More than 10 million Londoners use these Oyster cards to ride the city's public transport network.

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Future scenarios for self-drivingvehicles in Sweden

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Future scenarios for self-drivingvehicles in Sweden

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I texten kan vi lära oss om olika scenarion med självkörande fordon i kontext hur det ser ut specifikt i Sverige. Scenariona som beskrivs i avhandlingen är skrivna med utsikt att självkärnande fordon börjar tillverkas under 2030.

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En mobil lösning för att följa en närståendes hjärt- och andningsrytm på avstånd. Personen i fråga behöver inte vara uppkopplad mot en maskin utan produkten mäter frekvenserna även från andra sidan rummet. Närstående kan sedan följa rytmen via en app. Även användbart inom sjukvården då att patienterna kan slippa vara uppkopplade mot en apparat dygnet runt.

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This device can detect heart and respiratory rate from across the room

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Det svenska företaget Epicenter erbjöd sina anställda att få ett microchip vilket skulle kunna ersätta bland annat identifikationshandlingar. Handlingar som kan användas för att öppna dörrar, med chippet räcker det att vifta med handen framför för att dörren ska öppna sig. Chippet gör mobila handlingar smidigare, som beskriver ovan går processen att öppna en dörr snabbt och smidigt utan att användaren i fråga behöva rota efter rätt handling i väskan. Ett sådant chip kan även vara användbart vid exempelvis tunnelbana, instämpling och betalning med bankkort.
https://epicenterstockholm.com/

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The syringe slides in between the thumb and index finger. Then, with a click, a microchip is injected in the employee's hand. Another "cyborg" is created.

What could pass for a dystopian vision of the workplace is almost routine at the Swedish startup hub Epicenter. The company offers to implant its workers and startup members with microchips the size of grains of rice that function as swipe cards: to open doors, operate printers, or buy smoothies with a wave of the hand.

The injections have become so popular that workers at Epicenter hold parties for those willing to get implanted.

"The biggest benefit I think is convenience," said Patrick Mesterton, co-founder and CEO of Epicenter. As a demonstration, he unlocks a door by merely waving near it. "It basically replaces a lot of things you have, other communication devices, whether it be credit cards or keys."

The technology in itself is not new. Such chips are used as virtual collar plates for pets. Companies use them to track deliveries. It's just never been used to tag employees on a broad scale before. Epicenter and a handful of other companies are the first to make chip implants broadly available.

And as with most new technologies, it raises security and privacy issues. While biologically safe, the data generated by the chips can show how often an employee comes to work or what they buy. Unlike company swipe cards or smartphones, which can generate the same data, a person cannot easily separate themselves from the chip.

"Of course, putting things into your body is quite a big step to do and it was even for me at first," said Mr Mesterton, remembering how he initially had had doubts.

"But then on the other hand, I mean, people have been implanting things into their body, like pacemakers and stuff to control your heart," he said. "That's a way, way more serious thing than having a small chip that can actually communicate with devices."

Epicenter, which is home to more than 100 companies and some 2,000 workers, began implanting workers in January 2015. Now, about 150 workers have them. A company based in Belgium also offers its employees such implants, and there are isolated cases around the world where tech enthusiasts have tried this out in recent years.

The small implants use near field communication (NFC) technology, the same as in contactless credit cards or mobile payments. When activated by a reader a few centimetres away, a small amount of data flows between the two devices via electromagnetic waves. The implants are "passive", meaning they contain information that other devices can read, but cannot read information themselves.

Ben Libberton, a microbiologist at Stockholm's Karolinska Institute, says hackers could conceivably gain huge swathes of information from embedded microchips. The ethical dilemmas will become bigger the more sophisticated the microchips become.

"The data that you could possibly get from a chip that is embedded in your body is a lot different from the data that you can get from a smartphone," he says. "Conceptually you could get data about your health, you could get data about your whereabouts, how often you're working, how long you're working, if you're taking toilet breaks and things like that."

Libberton said that if such data is collected, the big question remains of what happens to it, who uses it, and for what purpose.

So far, Epicenter's group of cyborgs doesn't seem too concerned.

"People ask me; 'Are you chipped?' and I say; 'Yes, why not,"' said Fredric Kaijser, 47, the chief experience officer at Epicenter. "And they all get excited about privacy issues and what that means and so forth. And for me it's just a matter of I like to try new things and just see it as more of an enabler and what that would bring into the future."

The implants have become so popular that Epicenter workers stage monthly events where attendees have the option of being "chipped" for free.

That means visits from self-described "body hacker" Jowan Osterlund from Biohax Sweden who performs the "operation".

He injects the implants - using pre-loaded syringes - into the fleshy area of the hand, just next to the thumb. The process lasts a few seconds, and more often than not there are no screams and barely a drop of blood. "The next step for electronics is to move into the body," he says.

Sandra Haglof, 25, who works for Eventomatic, an events company that works with Epicenter, has had three piercings before, and her left hand barely shakes as Osterlund injects the small chip.

"I want to be part of the future," she laughs.
Associated Press
Reuse content

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Swedish company implanting microchips into its employees

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The syringe slides in between the thumb and index finger. Then, with a click, a microchip is injected in the employee's hand. Another "cyborg" is created. What could pass for a dystopian vision of the workplace is almost routine at the Swedish startup hub Epicenter.

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Virtual Reality Therapy av Romano, Daniela M

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Virtual Reality Therapy av Romano, Daniela M

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Artikeln handlar om hur VR kan användas inom terapin där användaren utsätts för exempelvis en fobi under kontrollerade former. I artikeln beskrivs även fördelen med att VR är mobil i sig och kan tas med till kunderna i deras hem vid behov.

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Click this link to open the selected resource in a new window.

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Uber är en numera välkänd tjänst som ursprungligen kommer från San Francisco. De ger privatpersoner möjlighet att arbeta extra som taxi samtidigt som kunderna får hög tillgänglighet av on-demand transportering. Uber planerar nu att ta ett steg extra och utveckla flygande bilar som anses vara möjligt att genomföra år 2020.

"I think 2020 is realistic for a vehicle that is not replacing an airplane but replacing a car," says Richard Pat Anderson, director of the Flight Research Center at Embry-Riddle Aeronautical University.

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Uber is more than fly-curious about taking ridesharing to the air. The company announced Tuesday that it plans to roll out a network of flying cars in Dallas-Fort Worth and, of course, Dubai by 2020.

If that sounds ambitious, you possess a basic understanding of the challenges involved here. The kind of aircraft Uber envisions shuttling customers through the air-electric, with vertical takeoff and landing capability, and capable of flying 100 miles in just 40 minutes-don't exist yet. Nor does the infrastructure to support them. The FAA, an agency not known for speed, must ensure these aircraft meet all federal safety regulations and figure out where and how they fit into a complex air traffic control system.

Instead of cracking those problems on its own, Uber plans to punt. It hopes to play the role of a catalyst, spurring manufacturers to build the aircraft, the FAA to figure out the regulations, and cities to wave them in. Company CEO Travis Kalanick apparently wants to play the role of Elon Musk, who came up with the idea for hyperloop and is letting everyone else figure out how to make it work. The reward for playing Kalanick's game? Accessing Uber's 55 million monthly active riders in nearly 600 cities worldwide.

And here's the crazy part: Uber could make it happen. "I think 2020 is realistic for a vehicle that is not replacing an airplane but replacing a car," says Richard Pat Anderson, director of the Flight Research Center at Embry-Riddle Aeronautical University. A purely electric aircraft might remain elusive, but a serial hybrid setup-where the aircraft carries a fuel-burning turbine to keep the juice flowing, much like the Chevrolet Volt -could work.

At its "Uber Elevate" summit Tuesday, the company announced a series of partnerships to start figuring this out. It has joined real estate companies Hillwood Properties in Texas and Dubai Holding in the UAE to identify locations for "vertiports" and get them built. Chargepoint, which operates 34,000 electric vehicle charging spots in North America and Australia, will design, develop, and deploy the infrastructure needed to keep the aircraft going. In a white paper Uber published in October, the company estimated it would need 1,000 aircraft and 83 vertiports, with 12 charging spots apiece, to serve three or four cities.

More importantly, Uber has signed deals with five companies that are developing electric vertical takeoff and landing aircraft: Pentagon-backed Aurora Flight Sciences, electric plane maker Pipistrel, Bell Helicopter, Embraer, and small plane maker Mooney. If they bow out or fail to deliver, others can take their place. Germany's Lilium just proved its funky electric aircraft can fly. China's eHang plans to launch people-carrying drones in Dubai this summer. And Google founder Larry Page just revealed his flying car prototype, though it looks more at home in Skymall than the sky.

As for the cities, no surprise Dubai is interested. The city's general attitude towards tech is, "Looks shiny, we're in!" It wants to equip firefighters with jet packs, and it will be home to one of the first hyperloop tracks. Flying cars clearly fit right in. But it doesn't hold a monopoly on the future. Texas wants in, too.

"This program is revolutionary and future-oriented, which is why Fort Worth is a perfect partner to base the Elevate pilot," Mayor Betsy Price said in an email. Just don't expect the city to be doing much lifting. "The burden to overcoming the various hurdles (FAA, air traffic control ...) will rest mostly on Uber in this exciting pilot."

The players here have one big advantage. In recent months, the FAA has been more open to certifying new technologies,. That's part of its consensus-based standards system, where the private market draws up the rules, and the FAA says yay or nay. "They're trying to accelerate this," says Anderson. But the agency can only move so fast. "Three years is optimistic."

That doesn't mean the runway's clear just yet. Whoever operates these flying cars will need to negotiate already congested airspace. And then there's the economic question: Can you build a novel kind of aircraft and keep it full of paying passengers without going broke?

Whatever the answers, Uber likely sees another benefit to the blue sky thinking: It's a nice way to distract from all the problems it's having on the ground, from its legal fight with Google's Waymo to the latest accusation it keeps tabs on riders who have deleted its app. But hey, if Uber can finally get you that flying car, maybe you'll be ready to forgive and fly.

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Uber is more than fly-curious about taking ridesharing to the air. The company announced Tuesday that it plans to roll out a network of flying cars in Dallas-Fort Worth and, of course, Dubai by 2020. If that sounds ambitious, you possess a basic understanding of the challenges involved here.

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I Dubai kommer invånare och besökare att ges möjligheten att transportera sig från a till b i en drönare. Drönarna rymmer en person per resa. Resan sker utan förare och användaren trycker bara in önskad destination så tar drönaren sin passagerare dit. Drönarna klarar av att flyga resor upp till 30 min och har en toppfart på 100km/h.

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The " Future City" is about to add another space-age service you won't find anywhere else in the world: autonomous passenger drones.

Dubai's much-hyped autonomous aerial taxi (AAT) service, which made waves back in February when it was announced as part of its World Government Summit, is finally, officially on track. The city's Roads and Transport Authority (RTA) just announced a new testing schedule for the program and signed a new a new deal with German aviation company Volocopter, which will provide the aircraft for the program.

The autonomous drone taxis will fly passengers on predetermined routes throughout the city, serving as more of a sky shuttle service than a true go-anywhere taxi. The test period will start sometime during the fourth quarter of this year, and the RTA expects to continue on a trial basis for about five years until the proper legislation is in place for a bigger expansion.

The first version of the air taxi project used the Ehang 184, a 500-pound, single-seat passenger drone. The Dubai RTA didn't say why it was now switching to Volocopter aircraft but touted the company's reputation for safety. The craft that will be used in the trials, the Volocopter 2X, is a two-seater, which could give it the edge over the smaller single-passenger Ehang.

The crafts are fully electric, with 18 rotors and nine independent battery systems that can pick up the slack to keep the craft in the air if anything fails mid-flight. Volocopter claims the quick-charge battery can be fully juiced in as little as 40 minutes for a max flight time of about 30 minutes. That's at the standard cruising speed of 50 km/h (around 30 mph) and a top speed of 100 km/h (about 62 mph).

The project was originally slated to begin next month, but the RTA pushed the trial period to the fourth quarter of the year to make sure the system is truly ready before the crafts take to the air. The RTA said it's working closely with the Dubai Civil Aviation Authority to iron out legislative and operational guidelines, along with more exact standards for potential taxi service operators to have all the pieces in place before the "commercial and official operation" of the AATs.

This is just the start for flying taxis, with companies like Airbus rolling out their own projects - but Dubai is ahead of the curve. The city is lined up as one of the first two targets for Uber's flying car initiative, with plans to have a working prototype and possibly even passenger flights as part of Dubai's Expo 2020 event.

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Dubai's self-flying taxis are primed for takeoff later this year

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The " Future City" is about to add another space-age service you won't find anywhere else in the world: autonomous passenger drones. Dubai's much-hyped autonomous aerial taxi (AAT) service, which made waves back in February when it was announced as part of its World Government Summit, is finally, officially on track.

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En video som visar fortsatta steg i utvecklingen av VRs möjligheter. Konceptet går att jämföra med dagens laserdome, men långt mer digitalt utvecklat. Den här typen av VR bjuder in till mer komplexa upplevelser där användaren måste delta med hela kroppen och fysiskt rör sig i den virtuella världen.

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Ghostbusters: Dimension Hyper-Reality Gameplay Trailer - THE VOID

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In Ghostbusters: Dimension, guests step into the world of Ghostbusters and encounter paranormal characters, which they must catch and trap before time runs out. Get a taste of the world's first hyper-reality experience in this gameplay trailer. Ghostbusters: Dimension is the first public hyper-reality experience created by THE VOID in partnership with Sony Pictures and Ghost Corps.

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Boken Skinned handlar om ett scenario som skulle kunna liknas vid WBE. Boken handlar om en tjej som dör i en olycka men hennes föräldrar bestämmer sig för att placera henne i en mekanisk kropp istället för att låta henne dö.
https://en.wikipedia.org/wiki/Skinned_(novel)

Även spelet SOMA går i samma tema. I SOMA får vi möta en digital räddning av världen som inte gick helt enligt planerna. Jag vill inte avslöja för mycket ut i fall att det är någon som vill uppleva spelets historia själv.
http://somagame.com/info.html

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Transportering i moduler som alternativ till exempelvis kollektivtrafik. Användaren har möjlighet at optimera sin resa även under färd med till exempel toalett och café.

"Next will be usable as a versatile personal car,

or its stock can be bought by a public transportationcompany to optimize it, or by companies to put theirbusiness in motion.

This will create a dynamic, physical internet of mobility.

A Next mobility unified Ecosystem."

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Future modular road transportation system of self-driving vehicles.

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I korta drag innebär WBE möjligheten att skapa en digital version av den mänskliga hjärnan. Ett syfte som beskrivs i texten är möjligheten att förlänga livet även efter vår biologiska död då vi kan göra en digital avbild av vår hjärna via vilken vi sedan kan nå flera kroppar eller former. Det ger oss också möjlighet att utforska nya områden som tidigare varit omöjligt, då behovet som vår biologiska kropp har av att andas inte längre är av betydelse.