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Omvärldsanalys – Automatiserade fordon
http://nyhetsbrev.viktoria.se/detta-har-hant-under-sommaren-del-ii/

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The IDEAL - Exempel från populärkulturen

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The IDEAL - Exempel från populärkulturen

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Minst 3 exempel från populärkulturen, dagspress, film, litteratur etc i förhållande till begreppet mobilitet

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Driverless buses
http://www.dailymail.co.uk/sciencetech/article-4774580/Driverless-buses-roads-Estonia-s-capital.html?utm_content=bufferbeb57&utm_medium=social&utm_source=twitter.com&utm_campaign=buffer

Molntjänster
https://news.microsoft.com/2017/07/18/baidu-and-microsoft-join-forces-in-the-intelligent-cloud-to-advance-autonomous-driving/

NVIDIA
https://translate.google.se/translate?sl=pl&tl=sv&js=y&prev=_t&hl=sv&ie=UTF-8&u=https%3A%2F%2Fblogs.nvidia.com%2Fblog%2F2017%2F07%2F27%2Fautonomous-vehicle-development-now-speedier-with-nvidia-drive-px-on-wheels%2F&edit-text=&act=url
+
https://blogs.nvidia.com/blog/2017/08/16/autonomous-truck-startup-tusimple/

http://news.stanford.edu/2017/07/21/new-camera-improve-robot-vision-virtual-reality/
Stanfordforskarna: Forskarna ser också att detta används i autonoma fordon och ökad och virtuell verklighetsteknik.

3M - 3M hjälper nu biltillverkare genom att dölja dolda meddelanden i trafikskyltar som endast självkörande bilar kan läsa.

http://www.businessinsider.com/3m-hides-tech-in-sides-to-help-general-motors-self-driving-cars-2017-8?ReillyBrennanFoT&r=US&IR=T&IR=T

Problemet med självkörande bilar är människor
https://translate.google.se/translate?sl=en&tl=sv&js=y&prev=_t&hl=sv&ie=UTF-8&u=https%3A%2F%2Fspectrum.ieee.org%2Ftransportation%2Fself-driving%2Fthe-big-problem-with-selfdriving-cars-is-people&edit-text=&act=url

Indien vägrar självkörande bilar
https://readwrite.com/2017/07/30/india-ban-self-driving-tl1/amp/

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Doyen of style: the exterior design
The Audi A8 is stylistically defining - it signals the dawning of a new design era for the entire brand. The front end with the wide, upright Singleframe grille and the fluid, muscular body symbolize sporty elegance, sophistication and progressive status. The new A8 delivers on the promise made by the Audi prologue design study. The luxury sedan possesses a powerful presence - whether in the 5.17 meter (17.0 ft) standard version or the A8 L, which has a 13 centimeter (5.1 in) longer wheelbase.

The Audi brand is renowned worldwide for sports appeal, lightweight construction and quattro permanent all-wheel drive - and the design of the new A8 conveys these values. The balanced proportions emphasize all four wheels in equal measure. Muscular shapes above the wheel arches give visual expression to the quattro drive. Viewed side-on, the upright front end combined with the gently inclined rear create visual tension. The flagship model proclaims its identity both day and night, drawing on both the striking HD Matrix LED headlights with Audi laser lighting, and the LED light strip combined with OLED technology rear lights. These produce unique light animations as the driver approaches and leaves the car.

Luxury lounge: the interior
Freedom is the defining design feature with a new luxury slant. This explains the A8's resemblance to a lavish, spacious lounge. Compared to the predecessor model, it has grown substantially in length in both body versions.

The range of equipment and materials is extensive, with every detail radiating superlative bespoke quality - from the perforation in the seat upholstery to the electrically opened and closed shutters on the air vents.

The classiest seat in the new Audi flagship model is in the rear right - the optional relaxation seat in the A8 L that comes with four different adjustment options and a footrest. In this seat, the passenger can warm and massage the soles of their feet on a unit with multiple settings incorporated into the back of the front-passenger seat. The new comfort head restraints complete the experience. The rear passengers can also control an array of functions such as ambient lighting, the new HD Matrix reading lights and seat massage, plus make private phone calls, via a separate operating unit. The rear seat remote, with its OLED display as large as a smartphone, is a removable unit housed in the center armrest.

Fingertip response: the controls
The luxury sedan's interior deliberately adopts a reductive design; the interior architecture is clear and with a strictly horizontal orientation. Audi carries its high quality standards into the digital age with a radically new operating concept. It does away with the familiar rotary pushbutton and touchpad of the predecessor model. The instrument panel is kept largely clear of buttons and switches. At its center is a 10.1-inch touchscreen display which, when off, blends almost invisibly into the high-gloss black surround thanks to its black-panel look.

The user interface appears as soon as the car is opened. The driver controls the Infotainment system with fingertip control on the large display. They can use a second touchscreen display on the center tunnel console to access the air conditioning and comfort functions as well as make text inputs. When the driver activates a function in the upper or lower display, they hear and feel a click by way of confirmation. The glass-look operating buttons respond in the same way. The combination of acoustic and tactile feedback along with the use of common touch gestures such as swiping make the new MMI touch response especially safe, intuitive and quick to use.

The A8 can also engage in intelligent conversation. The driver can activate an array of functions in the automobile using a new, natural form of voice control. Information on destinations and media is either available on board or is delivered from the cloud at LTE speed. The extensive Audi connect range also includes traffic sign recognition and hazard information - innovative car-to-X services that draw on the swarm intelligence of the Audi fleet.

The extensively optimized navigation is another new feature: It is self-learning, based on the route just driven. This provides the driver with intelligent search suggestions. The map also incorporates highly detailed 3D models of major European cities.

World premiere: the pilot-driving Audi A8
The new A8 is the first production automobile to have been developed specially for Level 3 automated driving. The Audi AI traffic jam pilot takes charge of driving in slow-moving traffic at up to 60 km/h (37.3 mph) on freeways and highways where a physical barrier separates the two carriageways. The system is activated using the AI button on the center console.

Because traffic jam pilot is capable of handling the full driving task - acceleration, steering and braking - when certain conditions are met, drivers can take their hands off the steering wheel until the car requires manual driver control again. This takeover request occurs before the system nears the limits of its capabilities.

From a technical perspective the traffic jam pilot is revolutionary. During piloted driving, a central driver assistance controller (zFAS) now permanently computes an image of the surroundings by merging the sensor data. As well as the radar sensors, a front camera and the ultrasonic sensors, Audi is the first car manufacturer also to use a laser scanner. The introduction of the Audi AI traffic jam pilot means the statutory framework will need to be clarified in each individual market, along with the country-specific definition of the application and testing of the system. The brand's high quality standards are equally applicable in the realm of highly automated driving. In addition, a range of approval procedures and their corresponding timescales will need to be observed worldwide. Audi will therefore be adopting a step-by-step approach to the introduction of the traffic jam pilot in production models.

The Audi AI remote parking pilot and the Audi AI remote garage pilot autonomously steer the A8 into and out of a parking space or a garage, while the maneuver is monitored by the driver. The driver need not be sitting in the car. They start the appropriate system from their smartphone using the new myAudi app. To monitor the parking maneuver, they hold the Audi AI button pressed to watch a live display from the car's 360 degree cameras on their device.

New dimension: the suspension
With a whole package of innovations, the suspension revisits the very limits of what is physically possible. One such innovation is dynamic all-wheel steering, which combines direct, sporty steering with unshakable stability. The steering ratio for the front wheels varies as a function of speed; the rear wheels are turned in or against the direction of steering depending on the speed range. The car's handling becomes even more dynamic and precise with the sport differential. This actively distributes the drive torque between the rear wheels, complementing the quattro permanent all-wheel drive that is now standard in the new A8.

The second new technology, Audi AI active suspension, is a fully active suspension system. Depending on the driver's wishes and the driving situation, it is capable of raising or lowering each wheel separately with electric actuators. This flexibility imparts the driving characteristic with huge latitude - ranging from the smooth ride comfort of a classic luxury sedan to the dynamism of a sports car. In combination with pre sense 360°, the car is raised with lighting speed if there is an impending lateral collision, reducing the potential consequences of the accident for all occupants.

This highly innovative suspension system obtains the energy it requires from a 48-volt electrical system. Audi now for the first time fits it as the primary electrical system in all model versions of the A8. In conjunction with the advanced air suspension for the A8, the innovative suspension concept delivers an utterly new driving experience.

Mild hybrid and e-tron: the drives
The new A8 starts out in the German market with two extensively reengineered V6 turbo engines: a 3.0 TDI and a 3.0 TFSI. The diesel develops 210 kW (286 hp), and the gasoline version 250 kW (340 hp). Two eight-cylinder versions - a 4.0 TDI with 320 kW (435 hp) and a 4.0 TFSI with 338 kW (460 hp) - will follow slightly later. The exclusive top engine version is the W12 with a displacement of 6.0 liters. (These vehicles are not yet on sale. They do not yet have type approval and are therefore not subject to Directive 1999/94/EC.)

All five engines operate in conjunction with a belt alternator starter (BAS), which is the nerve center of the 48-volt electrical system. This mild hybrid technology (MHEV, mild hybrid electric vehicle) enables the car to coast with the engine switched off, and to restart smoothly. It also has an extended start/stop function and an energy recovery output of up to 12 kW. The combined effect of these measures is to bring down the fuel consumption of the already efficient engines even further - by as much as 0.7 liters (0.2 US gal) per 100 kilometers (62.1 mi) in real driving conditions.

The A8 L e-tron quattro with its powerful plug-in hybrid drive will follow at a later date (This vehicle is not yet on sale. It does not yet have type approval and is therefore not subject to Directive 1999/94/EC.): Its 3.0 TFSI and the powerful electric motor achieve 330 kW (449 hp) of system power and 700 Nm (516.3 lb-ft) of system torque. The lithium-ion battery stores enough power for about 50 kilometers (31.1 mi) of electric driving. It can optionally be charged by Audi Wireless Charging. A pad in the garage floor transfers the power inductively to a receiver coil in the automobile with a power output of 3.6 kW.

The new Audi A8 and A8 L are being built at the Neckarsulm site and will appear on the German market in late fall 2017. The starting price for the A8 is EUR 90,600, with the A8 L starting at EUR 94,100.
More information on the new Audi A8 is available in the Audi Media Center at:
www.audi-mediacenter.com/de/pressemappen/audi-a8 and in the new Audi Encounter Technology Magazine at: audi-encounter.com.

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The new Audi A8: future of the luxury class

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Today is where the future begins in the luxury class: The new Audi A8 makes its world debut at the Audi Summit in Barcelona. In its fourth generation, the flagship model again provides the benchmark for Vorsprung durch Technik - with a new design language, an innovative touchscreen operating concept and a systematically electrified drive.

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Minst tre designreferenser; alltså tre designföretag/designers som på ett intressant sätt arbetar med lösningar inom området, eller på andra sätt kan vara inspirerande i förhållande till begreppet

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En framgångsrik användarupplevelse kommer att leda till att OEMs kan hantera hela ekosystemet. Covisint kan hjälpa till genom att tillhandahålla en centraliserad IoT-plattform som säkert identifierar, verifierar och ansluter användare, enheter och information, med flexibilitet för snabb marknadsföringslösningar.

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Monetizing Telematics

The automotive market is transforming to an economy-of-services, subscriber-based revenue models and positive ownership experiences. The connected vehicle provides a wide array of data to help OEMs make better decisions, improve safety, and increase proﬁtability. OEMs are looking for a competitive edge while delivering on customer expectations of value added services.

Telematics facilitates the passage of data from the IoT-edge to the Cloud, which is fundamental to building connected vehicle solutions that enhance the user experience, unlock value, and bring insights to light. However, OEMs must be able to manage multiple stakeholders and desperate systems, while providing a secured data environment. Covisint can help OEMs build telematics-based solutions securely managing the connected vehicle ecosystems, and provide an open-development IoT Platform enabling rapid prototyping, development and integration of telematics services.

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Securing and managing the connected vehicle ecosystem Transform the ownership experience with one cloud platform. Mobility-as-a-Service Usage-based Insurance Monetizing Telematics Over-the-Air Updates Hyundai securely connects owners to their vehicles - driving customer intimacy Covisint enables Hyundai to rapidly build new connected

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The (Advanced Technologies Group) at Uber is shaping the future of driverless transportation. Earlier this year, the Data Visualization Team -which uses visualization for exploration, inspection, debugging and exposition of data-partnered with the ATG to improve how its self-driving vehicles (cars and trucks) interpret and perceive the world around them.

Using some of the latest web-based visualization technologies, the ATG Visualization team built a platform that enables engineers and operators across ATG to quickly inspect, debug, and explore information collected from offline and online testing. This is critical for ensuring that users of this technology understand issues quickly, iterate fast, and increase productivity across a wide range of ever-evolving use cases. There was also a need for a simpler visual language and UX design to convey all of the detailed, technical information to operators and engineers.

In this article, we describe how our Data Visualization team built this platform and explore the challenges of combining complex and diverse datasets into a reusable and performant web component.

Choosing the web

There are many interesting discussions around why the Web might be the right platform to build our self-driving car visualization platform. We turned to the Web for the following reasons:

1. Fast cycle of iteration. On the Web, it is quick and easy to develop and deploy features incrementally. If a user wants the latest version of a product, they only need to refresh the browser's page as opposed to downloading and installing a new app.

2. Flexibility and shareability. Since the Web is hardware-agnostic, anyone, anywhere is able to work on the platform using any operating system-in fact, the browser becomes the operating system. Moving this system to the web bridged any team-wide OS divides and opened up the possibility of scaling the team beyond ATG headquarters in Pittsburgh. On the Web, reporting and diagnosing an incident is only one URL click away.

3. Collaboration and customization. As a fast-evolving technology, self-driving vehicles never cease to produce new datasets, metrics, or use cases. New services and endpoints are added all the time. Each team at ATG has unique visualization and data generation needs. As such, they need to be able to customize their experiences. HTML5 and JavaScript are tested and trusted tools for creating custom UI on the fly, and are easily integrated into other infrastructure and task management systems.

Uniting diverse data sources

To understand the decisions made by an autonomous vehicle, a large amount of data is required to recreate the context around a trip. This includes maps that are preprocessed and vehicle logs that are generated at runtime.

Maps describe the connectivity and constraints of roads in a city. On top of what is available via Uber's proprietary web-based map, maps for self-driving vehicles contain a lot more details. For example, high-resolution scans of the ground surface, lane boundaries and types, turn and speed limits, and crosswalks-basically any other relevant map information.

Vehicle logs describe what the vehicle is doing, what it sees, and how it acts. Three critical stages from algorithms are run based on sensor data: perception (measuring), prediction (forecasting), and motion planning (acting). In order to successfully operate, a vehicle needs to be able to the activity around it through its sensors. Based on that information, it can where these objects will be in the near future, which will provide enough information to properly its next move (think: changing lanes or stopping at a stop sign).

Working with our self-driving engineers, we experimented and formalized a system of visual metaphors to represent complex data. The system offers realistic representation for environmental elements such as cars, ground imagery, lane markers, and signs which enable operators and engineers to anchor their understanding of the vehicle's surroundings.

To help engineers peek into alternative decisions or time slices from the future, the system also offers abstract representation for algorithmically generated information such as object classification, prediction, planning, and lookaheads by way of color and geometric coding.

One of the biggest challenges of bringing these data sources together into one unified view is dealing with disparate geospatial coordinates. Different services offer models for using different coordinate systems: some in latitude/longitude, some in the Universal Transverse Mercator coordinate system (UTM), some relative to an absolute world position, and others yet relative to the position and orientation of the vehicle. Furthermore, all the positions are updated at high frequency during playback by being sampled multiple times a second. To convert these coordinates efficiently and project them accurately, we delegated the heavy-lifting to our GPU.

Rendering performant 3D scenes with WebGL

Uber's Visualization Team maintains a suite of frameworks for web-based large scale data visualization, including react-map-gl and . These frameworks leverage the GPU capacities in the browser to display millions of geometries at a high frame rate. If visualization is interpreted as mapping from the "bit" (data structure) to the "pixel" (graphics)-essentially applying the same transformation on millions of inputs-the GPU is naturally the ideal venue, as it is designed to perform the same task repeatedly in parallel.

Ultimately, performance is the deterministic success factor for this collaboration. ATG engineers and vehicle operators need the vehicle logs to play in real time and smoothly manipulate the camera and select objects in a scene. This is where our advanced deck.gl data visualization framework comes into play.

The latest release of deck.gl features numerous performance optimizations and graphic features that are driven by use cases originating from our work with ATG. Each layer in the deck.gl context renders a data source into a given look, either mesh (ground surfaces and cars), paths (lanes and trajectories), extruded polygons (other objects on the road), or point clouds (3D objects without current semantic meaning). Each layer can also specify their own coordinate system, while sharing the same camera view. A typical log snippet renders 60-100 layers at 30-50 frames per second.

Given the rapid pace of ATG's development, having the right products for Uber's self-driving engineers is key for our growth. We are excited to architect the future of transportation with driverless vehicles; are you onboard?

If mapping self-driving technologies interests you, consider applying for on Uber's Data Visualization Team. To learn more in person, attend our upcoming discussing this and other amazing visualization work in our Seattle Engineering office on 8/31.
Xiaoji Chen is a software engineer on the Uber Data Visualization team.

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Engineering Uber's Self-Driving Car Visualization Platform for the Web

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The (Advanced Technologies Group) at Uber is shaping the future of driverless transportation. Earlier this year, the Data Visualization Team -which uses visualization for exploration, inspection, debugging and exposition of data-partnered with the ATG to improve how its self-driving vehicles (cars and trucks) interpret and perceive the world around them.

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Intressanta frågeställningar inför framtiden.

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Autopilot Full Self-Driving Hardware (Neighborhood Long)

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Take a ride in a Tesla with Full Self-Driving Hardware.

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Iron Man 3 Featurette - Tech (2013) - Robert Downey Jr. Movie HD

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Subscribe to TRAILERS: http://bit.ly/sxaw6h Subscribe to COMING SOON: http://bit.ly/H2vZUn Like us on FACEBOOK: http://goo.gl/dHs73 Follow us on TWITTER: http://bit.ly/1ghOWmt Iron Man 3 Featurette - Tech (2013) - Robert Downey Jr. Movie HD Tony Stark uses his ingenuity to fight those who destroyed his private world and soon goes up against his most powerful enemy yet: the Mandarin.

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Transportation- related ideas and inventions in science fiction

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Att fysiskt transporteras utan att behöva sätta sig i ett transportmedel

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The Star Trek Transporter, or the more classical way, "Beam me up Scotty". Scenes are from Star Trek TOS, TNG and Voyager, enojoy. watch the extended version here: http://www.youtube.com/watch?v=KhODlALRGoA

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Fifth Element Taxi Chase with music by cheb khaled

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True, real and ideal… designing for purpose, delivering with impact by Harriet Wakelam

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Harriet Wakelams keynote at DrupalSouth 2015 in Melbourne

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User Experience with Increasing Levels of Vehicle Automation: Overview of the Challenges and Opportunities as Vehicles Progress from Partial to High Automation

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User Experience with Increasing Levels of Vehicle Automation: Overview of the Challenges and Opportunities as Vehicles Progress from Partial to High Automation

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Part of the Human-Computer Interaction Series book series (HCIS)

Abstract

The long awaited arrival of automated driving technology has the automotive industry perched on the precipice of radical change when it comes to the design of vehicle interiors and user experience. Recently, much thinking and many vehicle concepts have been devoted to demonstrating how vehicle interiors might change when vehicles reach full automation, where a human driver is neither required nor in some cases, even allowed to control the vehicle. However, looking more near term across all global market segments, we will likely see an increasing number of vehicles with widely varying automation capabilities emerging simultaneously. Any system short of full automation will still require driver control in some set of situations, and some fully automated vehicles will still allow driver control when desired. While it is unlikely that the basic seating arrangement, steering wheel, and pedals will be radically altered in this emerging segment of partial to highly automated vehicles, it is quite clear that the overall user experience during automated driving will need to evolve. Drivers will not be content to hold the steering wheel and stare at the road waiting for what may be a very infrequent request to take-over driving. The chapter presents the research conducted to develop the Valeo Mobius® Intuitive Driving solution for providing an embedded digital experience, even in lower levels of automation, and all while still promoting both shorter transition response times and better transition quality when emergency situations call for a transition from automated to manual control.

Keywords

Automate Driving Lane Change Human Machine Interface Vehicle Miles Travel Human Driver

These keywords were added by machine and not by the authors. This process is experimental and the keywords may be updated as the learning algorithm improves.

This is a preview of subscription content, log in to check access.

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User Experience with Increasing Levels of Vehicle Automation: Overview of the Challenges and Opportunities as Vehicles Progress from Partial to High Automation

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Part of the Human-Computer Interaction Series book series (HCIS) The long awaited arrival of automated driving technology has the automotive industry perched on the precipice of radical change when it comes to the design of vehicle interiors and user experience.

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Öppna i ett nytt fönster (innehållet laddades inte korrekt)

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Driversless automated cars - cars in the future

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Driversless automated cars - cars in the future

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"The future isn't what it used to be" is one of the many popular aphorisms by Yogi Berra, the legendary American baseball player who passed away on 22nd of the last month. RIP. While reading this in the newspaper, a futuristic thought flashed my mind.

"The future isn't what it used to be" is one of the many popular aphorisms by Yogi Berra, the legendary American baseball player who passed away on 22nd of the last month. RIP. While reading this in the newspaper, a futuristic thought flashed my mind.

The future in which I am interested now is of the driver-less cars.

Self driving car google

Adam Fisher from Popular Mechanics points out, "In our self-driving future, not only traffic jams become a thing of the past, every stoplight would also be green." Pretty amazing! Believe it or not but there is a very real possibility that your driving license will too become a thing of the past!! Moreover going by the rate at which things are banned, there will be a future where human driven cars will also be banned.

According to a self-driving auto expert, three things are required to turn a regular car into an automated one. 1st is GPS, 2nd is a system to recognize dynamic conditions on the roads and the 3rd is a way to turn the information from the other 2 systems into action on your ride. For a car to be completely automated, its systems must be tied together using a software, and supplemented with a set of sensors. If the map provides a static view of the world, the sensor system will provide a dynamic fill in to that map. Sophisticated algorithms are needed to process all the information. Much is being talked about the D-cars nowadays, not only on social platforms but also on various news channels. It seems the future is near. Very near

The D-cars have been in the pages of science fiction since the early 1930s. They are even part of today's cult sci-fi movies, like "I, Robot" and "Minority Report". I am waiting to see the new version of the "Bat mobile" in the upcoming film "Superman v/s Batman".

Self driving car google

Driverless cars could possibly lead to reduced number of road accidents. Automated speed control will allow higher speed limits leading to swifter journey. These cars would never fall asleep and never experience road rage. Think of any fault a human can make, chances are it will never happen with a D-car. For normal people, D-cars may seem like a bit of a luxury. But remember, today's luxury is tomorrow's necessity. The people who would actually find it useful and empowering are those who are unable to drive due to disability, illness or age.

However, there are 2 sides to every coin. Can a D-car see a child of a wage worker/laborer left on the footpath as is seen commonly on the busy Indian roads? Will it call an ambulance if you had a sudden heart attack? Google claims that its software has been taught "how to differentiate between a cyclist and another vehicle." Moreover, it can interpret hand signals and respond appropriately. This all will be made possible using the celebrated IoT concept. But wireless connection will make us vulnerable to hackers sitting miles away using ordinary internet connection. We need to come up with cyber security measures and regularity schemes that can handle an autonomous system.

Automatic google car

Google is very publicly working on self-driving systems. Back home, Mahindra Group is all set to join this elite league of Google, Tesla, BMW and Audi. Several other companies are also working quietly on this idea. Mahindra Reva has submitted proof of concepts for D-cars in UK and Singapore. It has around 2000 electric cars on Indian roads today, each with more than 100 sensors attached. However the company rightly feels that our roads are too crowded to test such cars at the moment. Moreover, we will need government legislation to change before any autonomous vehicle hits our roads.

Finally, I think that the future is very much automated and connected. And this technology is coming and going to stay. Whether we like it or not. "As with most technological advances, once we can do it, we will do it" reminds Sarah E from The Week. What do you think?

Don't forget to share this on facebook and twitter and with every one else.
Thank you for reading this post. Ask your questions in comment section.

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MindxMaster: Driversless automated cars - cars in the future

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"The future isn't what it used to be" is one of the many popular aphorisms by Yogi Berra, the legendary American baseball player who passed away on 22nd of the last month. RIP. While reading this in the newspaper, a futuristic thought flashed my mind.

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Two big exclusive scoops and a smaller headline in the autonomous vehicle world today.

The New York Times got five sources at the notoriously secretive Apple self-driving car effort (Project Titan) to open up about the successes and failures of the project. It sounds like Apple has gone through similar debates as most other self-driving car efforts (build Level 3 features or jump straight to Level 4? have a steering wheel or not? focus on retrofitting existing vehicles or build a new vehicle from the ground up?).

Things seemed to go sideways for a while, but apparently the project is back on a growth trajectory. It will be exciting to see what Apple eventually launches.

"The car project ran into trouble, said the five people familiar with it, dogged by its size and by the lack of a clearly defined vision of what Apple wanted in a vehicle. Team members complained of shifting priorities and arbitrary or unrealistic deadlines."

Uber has self-driving cars on the streets of Toronto now, although they're being driven by humans in "mapping mode" for the moment. If Uber does pull the trigger on self-driving mode - which it expects to do later this year - that will give it test vehicles in Pittsburgh, Phoenix, San Francisco, and Toronto, which might be a wider geographic spread than even Waymo.

"The cars aren't available for rides: they will be conducting mapping tasks. Uber says it hopes to test the cars in autonomous mode by the end of 2017."

The Atlantic scored a big scoop that might justly be titled, "Inside Waymo's Secret Worlds" [plural].

The first world is Waymo's physical testing facility at the old Castle Air Force Base, in California's central valley. The article talks about a city with streets but no buildings, designed specifically for testing self-driving cars. When Waymo runs into a particularly sticky driving situation, they just pave a version of the streets on their test facility and run their cars through that scenario over and over and over again.

"We pull up to a large, two-lane roundabout. In the center, there is a circle of white fencing. "This roundabout was specifically installed after we experienced a multilane roundabout in Austin, Texas," Villegas says. "We initially had a single-lane roundabout and were like, 'Oh, we've got it. We've got it covered.' And then we encountered a multi-lane and were like, 'Horse of a different color! Thanks, Texas.' So, we installed this bad boy.""

The second world is Waymo's internal simulation engine, named Carcraft. What started as a playback tool for sensor data has morphed into a simulation engine that allows Waymo to "drive" billions of miles per year.

"Once they have the basic structure of a scenario, they can test all the important variations it contains. So, imagine, for a four-way stop, you might want to test the arrival times of the various cars and pedestrians and bicyclists, how long they stop for, how fast they are moving, and whatever else. They simply put in reasonable ranges for those values and then the software creates and runs all the combinations of those scenarios."

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Headlines from Google, Uber, and Waymo - Self-Driving Cars - Medium

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Two big exclusive scoops and a smaller headline in the autonomous vehicle world today. The New York Times got five sources at the notoriously secretive Apple self-driving car effort (Project Titan) to open up about the successes and failures of the project.

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Making driverless cars safe for people on foot

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Making driverless cars safe for people on foot

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Is it safe to cross? Duke Humans and Anatomy Lab, CC BY-ND

Right now, there are two ways to be safe crossing a road: Wait until no cars are close by, so there's enough time to make it to the other side of the street - or communicate with oncoming drivers. As the number of pedestrian deaths on U.S. roads climbs, up 25 percent since 2010 to more than 5,000 people in 2015, the dawn of driverless cars offers the promise of improving that sad safety record.

Whether we're at a crosswalk, a traffic light or just walking out in the middle of the road, we've learned since we were young that it's important to make eye contact with the drivers of approaching cars. But that's not going to be possible with autonomous cars. Even if there's someone sitting in what would be the driver's seat, that person will be a passenger, with little - or perhaps no - control over how the car behaves. And that passenger may also be catching up on work, watching a movie or dozing off, paying no attention to what's up ahead.

People and cars will need to communicate in some other way. With no universally agreed on method for doing this, my own research, and that of a number of tech companies, automobile manufacturers and startups, is exploring using different types of visual signals - akin, perhaps, to a driver waving a person across the street or flashing the car's headlights to signal their yielding the right of way. Doing that turns out to be quite complicated.

Driverless car

Part of the problem depends on how people respond when they realize an autonomous car is approaching: Scholars at Virginia Tech Transportation Institute and the University of California at San Diego recently made news by operating vehicles on public roads with drivers carefully disguised so the cars - actually human-driven - appear to be driverless. A team I'm part of at Duke University's Humans and Autonomy Lab, is also investigating how driverless cars will communicate with pedestrians.

S Rock/Shutterstock.com

Despite federal guidelines on stationary pedestrian traffic signals in today's transportation world, there are no standards for vehicle-to-pedestrian communications at the moment. Establishing them will be important: Common crossing signals at intersections around the country make both pedestrians and drivers safer. But we don't yet know what methods are most effective.

A sign on the roof or the front bumper - or somewhere in between - could light up, but what would it say? Would it need to communicate in multiple languages, or should people agree on a standard nontext symbol, like those in airports, so anyone could understand? What about playing a sound - would the car speak, or play a musical code? Whatever the signal, it has to be understandable across different age groups, education levels and locations.

What should signs look like?

Presenting a text-based phrase like " safe to cross " may work for a single pedestrian crossing in front of a single car on a two-lane road. But there are many more complicated scenarios: When crossing a four-lane road, does "safe to cross" mean a car isn't approaching in the next lane? When multiple pedestrians are crossing from opposite sides of the street, to which of them is the car's "safe to cross" message directed?

The appearance of these signs is also important. If a message like "safe to cross" is to be read clearly at 100 feet - the standard for our current stationary crossing signals - the letters will need to be at least six inches high. That would require putting them on a screen nearly four feet wide. If they're on moving vehicles, the messages would likely need to be even larger.

Of course, a sign is useless if nobody looks at it. That's a concern raised by a study we completed last year, in which we compared different types of displays on the front of a van that we disguised to look as if it had no human driver. We found that only 12 percent of pedestrians used the displays to help them decide when to cross. Most people relied on their old crossing strategies, like evaluating the speed and distance of oncoming vehicles to make sure they would have time to cross.

As human-driven cars become less common, labs like ours - and those in Virginia and California - will continue studying how pedestrians respond, so we can better ensure everyone's safety. Those efforts are likely to mean more people encounter a car driven by a scientist dressed as a car seat.

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Making driverless cars safe for people on foot

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Right now, there are two ways to be safe crossing a road: Wait until no cars are close by, so there's enough time to make it to the other side of the street - or communicate with oncoming drivers. As the number of pedestrian deaths on U.S.

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Toyota releases their vision for not-too-distant future vehicle called Toyota Fun-Vii which redefines the way people, cars, and society are connected. Mobility definitely can change the world. You can personalize this vehicle by changing the exterior or interior as easy as downloading an application. The whole body can be used as a display space, from advertisement, announcement, information to your own personal messages, the body color and content are changeable at your will.

Designer : Toyota

Like we said above, even the whole Toyota Fun-Vii interior also functions as display space. Choose different themes of your interior based on your mood at the moment, the futuristic navigation system blends perfectly into the interior through out the use of augmented reality. Remembering Minority Report movie? This navigation virtual helper provides the passengers and drivers with driving information and guidance through a vocal interface.

The network system installed in this futuristic vehicle will ensure all you software versions for the vehicle's drive, control and multimedia system always up to date.

Toyota Fun-Vii can link to other vehicles and infrastructure within its surrounding, in this way, this vehicle can detect other potentially hazardous vehicles, such as vehicles in blind spots. Passengers can also connect with other friends who might be driving nearby.

Toyota Fun-Vii brings out the theme of "Fun to Drive, Again" to many people again through out this fresh design proposal.

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Toyota Fun-Vii Concept Features Augmented Reality Technology and Futuristic Navigation System

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Toyota releases their vision for not-too-distant future vehicle called Toyota Fun-Vii which redefines the way people, cars, and society are connected. Mobility definitely can change the world. You can personalize this vehicle by changing the exterior or interior as easy as downloading an application.

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Milton Keynes has announced plans to deploy a driverless public transport system. 100 pods will be introduced to the town alongside an accompanying smartphone app that can be used to book and pay for journeys.

Each pod will have enough space for two passengers and luggage and will travel up to speeds of 12mph. The pods are powered by electronic motors and will initially be given their own lanes, though there are plans to remove these once residents have become accustomed to the technology.

The pods will be used to ferry passengers between the train station and shopping centres and offices a mile away. Each journey will cost £2, with the project expected to generate £1m of revenue in the first year, and costing a total of £65 million.

"Driverless cars are another invention that has the potential to generate the kind of high-skilled jobs we want Britain to be famous for, as well as cutting congestion and pollution and improving road safety," said business secretary Vince cable.

Cable announced the plans alongside a £75m fund to "make and test low carbon technologies" in the UK, commenting that "by 2050, very few - if any - new cars will be powered solely by the traditional internal combustion engines, so it is important that the UK car industry is at the cutting edge of low carbon technologies."

Twenty trial pods will be introduced in 2015 with steering wheels or joysticks to control them. The full, driverless system will hit the streets later in 2017. The vehicle to be employed has yet to be confirmed, but one in consideration is the EN-V Pride, an urban electric concept car developed by General Motors and Segway (see below for a video).

"It's a great initiative and we are being as supportive as we can be at the moment to overcome a number of regulating hurdles," said John Bint, Milton Keynes Council's cabinet member for transport and highways, told a local paper.

Bint believes that the system will ease parking problems and pollution in the city, but notes that as the pod is neither a nor a taxi the council needs to "work out how it's going to be permitted."

"It will continue to boost the reputation as a centre for innovation and it will contribute to local transport needs by completing the jigsaw of our transport system.

"At the moment we have a great service for long distance travel to MK, but when you get here we need a localised system that can get you from the train station or home to an office or shop without the pollution or parking issues that come with cars and taxis."

The pods have been designed by Ultra Global, a company that previously installed a system of driverless pods in Heathrow's Terminal 5. The pods transport 800 passengers each between the terminal's car park and its main entrance and consists of 21 vehicles operating on a 3.8 kilometer 'guideway'. The system was installed in 2011 and has since carried more than 700,000 passengers.

Unlike the T5 Heathrow pods, the planned scheme in Milton Keynes will have no guideway, and will instead use a combination of GPS, high definition cameras and ultrasonic sensors to navigate and avoid pedestrians, similar to the technology used in self-driving cars. They will also include large touchscreens that allow passengers to browse the internet or check their emails.

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Milton Keynes introducing driverless public transport pods by 2017

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Milton Keynes has announced plans to deploy a driverless public transport system. 100 pods will be introduced to the town alongside an accompanying smartphone app that can be used to book and pay for journeys. Each pod will have enough space for two passengers and luggage and will travel up to speeds of 12mph.

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If you make it to Dubai this summer, you might have the chance to catch a brand new type of self-driving vehicle. One that flies.

At today's World Government Summit, the head of the city's Roads & Transportation Agency, Mattar al-Tayer, announced plans to introduce a passenger-carrying drone service. The one-person drones could be ferrying commuters between predetermined checkpoints by July; the agency showed off the vehicle at an event, according to an APreport.

"This is not only a model," al-Tayer said. "We have actually experimented with this vehicle flying in Dubai's skies."

The drone itself is the EHang 184, a Chinese-made all-electric drone that first debuted at CES 2016 and has also conducted flight tests in Las Vegas last summer. It's a 500-pound personal aircraft, with room for one passenger weighing up to 100 kilograms (220 pounds) and a small suitcase in a separate compartment.

The EHang 184 can fly about 50 kilometers (31 miles) on a single charge, hitting top speeds of up to 160 kph (100 mph).

For the proposed Dubai taxi service, the drones would be piloted and monitored from a "remote command center." The service could offer flights within an area of 40-50 kilometers, with a typical cruising speed of around 100 km/h (62 mph).

Beyond the promo video and a Roads & Transportation Agency statement obtained by the AP, which said the craft "had been examined by the Dubai Civil Aviation Authority and was controlled through 4G mobile internet," details on the plan are scarce. We reached out to EHang reps for comment, and will update this story upon receiving a response.

EHang isn't the only name in the "flying car" game, but it looks to be the furthest along. Airbus is also looking to have a passenger drone in the air by the end of the year - but that craft isn't even projected to be ready for a manned demo like EHang's until at least 2020. Uber has posted a conceptual white paper and hired a former NASA engineer to head up its efforts, while Google co-founder Larry Page is rumored to be experimenting with some kind of super-secret design through his startup Zee.Aero.

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Passenger drones will start flying for real in summer 2017

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If you make it to Dubai this summer, you might have the chance to catch a brand new type of self-driving vehicle. One that flies. At today's World Government Summit, the head of the city's Roads & Transportation Agency, Mattar al-Tayer, announced plans to introduce a passenger-carrying drone service.

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Carmakers have always designed vehicles for individual drivers and families, not groups of strangers. That could pose a problem going forward. In fact, it already has. Look at the tensions that arose when services like Uber transformed personal rides into public transport. (Lack of privacy, for starters, driver mix-ups for another.) The advent of self-driving cars-vehicles for which codified user interfaces and social norms have yet to emerge-will only complicate matters further. As ride-sharing becomes more popular and autonomous vehicles more capable, one thing becomes clear: Society needs a new kind of car.

A new project from acclaimed design firm Ideo presents one of the most compelling visions to date of an autonomous, ride-sharing future. It places the car at the center of a new marketplace, one where owners of an autonomous vehicle can toggle between ride sharing, car sharing, and private use. Drivers can choose to ride solo or offset the cost of their car by picking up passengers or renting it to others. The passengers, too, can reduce the price of their trips by agreeing to run errands for the owner.

Ideo's concept envisions what happens when private vehicles become a public resource. "We're encouraging car manufacturers to start thinking about this notion of designed interiors that facilitate really seamless sharing," says Danny Stillion, a partner at Ideo, who leads the Future of Automobility project.

The futuristic minivan is a glassy four-seater designed to shuttle multiple passengers who may or may not know each other. Riders can book a seat in advance and set it to social or private mode. Privacy mode activates noise cancellation technology, while social mode triggers acoustic enhancements that makes it easier to hear your fellow passengers. Each seat functions as a discrete environment. "Right now by default it's a shared experience," Stillion says. "We think vehicle manufacturers will rise to the occasion and provide some choice."

Looking beyond privacy, Ideo imagined ways to make the riding experience as seamless as possible. It designed the doors to open and close automatically, to ease entry and exit. Lighting beneath each seat ensures riders don't forget their belongings when they leave. A screen on the front of the car can display passenger information during pickup, to make finding an unfamiliar car less of a hassle.

We can imagine a world in a not-too-distant future where transportation becomes a utility.

Daniela Rus

Some aspects of Ideo's concept are already a reality, or will be soon. Uber and Lyft transformed carpooling into a business model. Volvo is experimenting with using car trunks as delivery drop-off points. Last July, Elon Musk shared his grand plan for a shared fleet that would allow Tesla owners to make money off their cars when they're not driving themselves. And there's no shortage of startups that let you rent a total stranger's car for a couple hours. "We can imagine a world in a not-too-distant future where transportation becomes a utility," says Daniela Rus, a researcher at MIT who studies ride-sharing.

But ride-sharing won't eclipse individual ownership anytime soon. That's why studios like Ideo are imagining systems that cater to both realities. It's reasonable to assume that design details the company describes in its project-seats that function like individual pods, storage compartments in the front and rear of the vehicle, visors that transform into projection screens-are in line with suggestions Ideo is making to clients like Ford and Lincoln. "One of the things that is going on in general in the automotive community is a new focus on the in-vehicle experience," says Wendy Ju, executive director of interaction design research at Stanford. "This is being driven on one front from concern about Google and Apple entering the automobile space, and on another from concerns over new mobility models from Zipcar, Lyft or Uber."

Ideo's concept is an idealistic vision of that future, but it's one Stillion believes is rooted in possibility. "You may not see this happen overnight, but you'll definitely see gradual progression toward some of the things we're provoking," he says.

Ultimately, Ideo's concept is just that-a provocation. It's hard to look at it and not wonder what happens to public transportation as it becomes easier and cheaper to ride in someone else's car. How do you handle insurance when the average person becomes a professional driver? Will new forms of mobility change the way our cities, buildings, and parking lots are designed? Ideo's concepts don't solve these problems, but they present a framework that car manufacturers, policy makers, drivers, and riders can use to answer them.

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A Fascinating Glimpse at How We'll All Carpool in 2027

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Carmakers have always designed vehicles for individual drivers and families, not groups of strangers. That could pose a problem going forward. In fact, it already has. Look at the tensions that arose when services like Uber transformed personal rides into public transport. (Lack of privacy, for starters, driver mix-ups for another.)

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A new transportation system for efficient and sustainable cities ... 

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A new transportation system for efficient and sustainable cities ... 

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Ett steg närmre åt självkörande bilar har vi tagit men kanske inte nått ända hit :) eller åtminstone så är designen en aning annorlunda tror jag.

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One of my favorite parts in the season premier, plus the race I should upload soon. No one has them uploaded, so I'm gonna upload it I take no credit for the Knight Rider Season Premiere it belongs to NBC, Universal Studios and its rightful owner(s), All Rights Reserved.

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Framtida forskning om människors riskbeteende

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Framtida forskning om människors riskbeteende

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På tre och ett halvt år ska forskarna inom den nya satsningen SimuSafe utveckla system som ger självkörande fordon förmågan att identifiera mänskliga medtrafikanters riskbeteenden.

SimuSafe är ett i internationellt projekt, där Mälardalens högskola (DH) ansvarar för en del som handlar om så kallad intelligent dataanalys. Stora mängder information, som hämtats in från trafikanter via bland annat sensorer och simulatorer, ska analyseras för att kunna upptäcka sammanhang och mönster som kan visa på ett ökat riskbeteende.

Mänskliga körmönster
- Ytterst ska projektet utveckla datorsystem som kan simulera mänskliga beteenden, med hjälp av artificiell intelligens (AI), virtuell verklighet (VR) och andra datavetenskapliga metoder. Systemen ska kunna användas i olika typer av fordon för att öka kunskapen om mänskliga körmönster och beräkna risker.

- Om fordonen kan lära sig räkna ut hur människor kommer agera, kan olyckor förhindras. Det är väldigt svårt att utveckla ett så komplext system på egen hand, men i ett stort projekt som Simusafe blir det möjligt, säger Mobyen Uddin Ahmed.

Mobyen Uddin Ahmed och Shahina Begum arbetar båda som forskare inom inbyggda system vid MDH, och deltar tillsammans med projektledaren Gunnar Widforss i projektet.

Simulerar verkliga trafiksituationer
För att samla in all data görs tester med sammanlagt 801 personer i olika åldrar och länder, varav 90 personer i Sverige. Testerna genomförs såväl på verkliga testbanor, som med hjälp av så kallad virtual reality och med simulatorer. I testerna simuleras verkliga trafiksituationer för att man i dessa ska kunna hämta in data om hur trafikanterna beter sig, som sedan analyseras av arbetsgruppen på MDH.

- Vi har lång erfarenhet av att analysera stora mängder data. Vi har även arbetat mycket och länge med monitorering av människor, alltså insamling av information om fysiska och mentala hälsotillstånd via sensorer. I det här projektet får vi kombinera de två expertområdena, i syfte att utveckla ett system som kan göra verklig skillnad för trafikanter i hela världen, säger Shahina Begum.

SimuSafe

SimuSafe består av sexton partners, såväl universitet som företag och föreningar, från elva länder runt om i världen. Projektet leds av Instituto Tecnológico de Castilla y León i Spanien och finansieras med nära åtta miljoner euro av EU-kommissionen. SimuSafe-projektet har beviljats finansiering från Horizon 2020,EU-kommissionens största program någonsin för att främja forskning och innovation i Europa.

¨
Kontakt: Mobyen Uddin Ahmed, 021-10 73 69, mobyen.ahmed@mdh.se Shahina Begum, 021-10 73 70, shahina.begum@mdh.se Gunnar Widforss, 021-15 17 29, gunnar.widforss@mdh.se

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självkörande artificiell intelligens maskininlärning ai vr virtual reality simulering simuleringar simusafe mälardalens mdh

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Smarta fordon lär sig människors riskbeteende

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Den mänskliga faktorn ligger bakom 90 procent av alla trafikolyckor. Men om fordon kan lära sig identifiera fotgängares, cyklisters och andra förares riskbeteenden, kan det förebygga många olyckor, menar forskare på Mälardalens högskola som utvecklar system som kan simulera mänskligt beteenden med hjälp av bland annat artificiell intelligens och virtuell verklighet.

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Historia, övrigt att kolla upp, vidareutforska

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Autonomous Vehicles: Disengagements, Accidents and Reaction Times

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Autonomous Vehicles: Disengagements, Accidents and Reaction Times

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Behavior mapping är ett utmärkt sätt att förstå samspelet mellan människor och deras miljö, och alltmer lätt att implementera genom användning av mobilteknologi, för att informera utformningen av mellanslag och användningen av mobila och platsbaserade verktyg.

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Huffington post-artikel om städer i framtiden

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Huffington post-artikel om städer i framtiden

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Many predictions for cities of the future have fallen spectacularly flat ― where are our moving sidewalks and zeppelins? But as technology is rapidly integrated into our lives and the built environment, considering the implications for cities in the coming decades is crucial.

The City of Tomorrow: Sensors, Networks, Hackers and the Future of Urban Life, a slim but expansive book published this summer, traces the history of technology's impact on cities to the present and potential future, focusing on transformations in areas like transportation, architecture, labor and energy.

Authors Carlo Ratti and Matthew Claudel, who conduct research at the Massachusetts Institute of Technology Senseable City Laboratory , pointedly refuse to make specific predictions. Instead, they look at how emerging technology could change cities through a practice they call "futurecraft."

Ratti and Claudel say they imagine hypothetical future scenarios and their consequences, and then bring those ideas to the public as a way to accelerate positive technological change ― and hopefully create a better future.

Many of the ideas in The City of Tomorrow rely on the increased data that is making cities "smarter," or using that data to operate more efficiently. For example, t echnology like sensors in lighting grids and transit networks would let infrastructure respond to real-time usage. In the future, sensors, combined with sources like cell phone data, could provide an overwhelming amount of information about a city and its residents.

"Physical space could be laced ubiquitously with nanosensors ― scattered micro devices that are smaller than grains of rice," Ratti and Claudel write about so-called "smart dust."

"Using smartphone-integrated sensing devices, pedestrian commuters could generate data at the human scale, as though a tracer were running through the veins of the cities, showing the urban environment that commuters live in and move through," they continue.

Pervasive data collection and tracking of citizens can also prompt visions of a dystopian future, with concerns about privacy, and how information is used and who owns it. We've already seen how data can be used against residents, such as landlords mining applicants' online history or using cameras to catch tenants violating their lease.

But smarter cities can also be more equitable and sustainable ones, equipping residents with tools to understand and change their environment, Ratti and Claudel argue:

Through your smartphone, you can understand and digest the broader, complex reality of the city. It serves as a control room, revealing urban systems such as transportation, weather and social and interactive media. Understanding these urban dynamics enables people to more effectively (or enjoyably) inhabit the city.

At the Senseable City Lab, they've shown how some of the emerging technologies can have civic benefits: for instance, they've been attaching GPS trackers to everyday garbage and recyclable electronics to see how our trash moves around the country and globe, revealing new information about waste management systems that are largely invisible to citizens.

Ratti and Claudel envision a potential future where new technology ― from individualized heating grids to neighborhood 3D-printing fabrication studios ― "weaves into a tapestry of citizen empowerment."

"The city of tomorrow is the city we build together," the authors told The Huffington Post by email. They continued by elaborating on their thoughts about the problem with smart cities, the changing role of the car and how residents can use technology to improve their communities.

The term "smart city" gets thrown around a lot. Would you change anything about how smart cities are commonly discussed or used as a model?
The term itself, "Smart City," is somewhat over-used, even abused. "Senseable City" is, to us, a better framework to approach urban design and science ― it brings the human side of cities to the foreground. The word senseable has a double meaning; it means "able to sense" and "sensible." The common denominator of all of our projects is that they are focused, first and foremost, on . Technology is an important part of our work (we MIT after all!) but it is only an enabler of the deeper focus on urban life.
I came away from your book with the message that developing technologies could lead to cities that are more democratic, equitable and livable, but that it isn't a certain outcome. How can we make sure technology is used for the civic good rather than at people's expense?
Technology is always neutral ― it can be applied to many different ends, both good and bad. The crucial deciding factor is to enable and respect a discourse about technologies. The only way we can really determine what's best for the city ― for all of us ― is if we arrive at a decision together.

But in order for technologies to be really understood and debated, they need to be prototyped, deployed, and broadly demonstrated. For that reason, we don't only work academically: many of the projects in the book began as an academic or scientific concept, but were then translated into a video, a museum exhibition, or what we call an "urban demo."

The only way we can really determine what's best for the city ― for all of us ― is if we arrive at a decision together. Carlo Ratti and Matthew Claudel

And in some cases, the way we spark public discourse is not necessarily rosy ― with projects that reveal a dystopian future. It is only by outlining those undesirable futures that we can have an informed discussion about we collectively reject a piece of technology, and decide to move forward along a different path.
You write about apps that increase civic participation or allow new ways to use the city ― whether flagging potholes or sharing gas prices by location ― but those can seem like fun add-ons rather than technology that's really transforming cities. How are these individual interventions part of a larger shift?
The larger shift is in pulling more and more citizens into the "city system." Apps like the ones you mention create feedback loops of public participation. Here is a simple example: prior to widespread digital platforms, cities would send out crews after a storm to report all of the fallen trees, and then another team to remove and repair. Today, citizens themselves are a ubiquitous, immediate sensing system, distributed in all corners of the city. Not only is this faster, but individuals also know their neighborhoods intimately and can take action.

This began to happen, for example, after Hurricane Sandy: people organized at lightning speed, using location-based services, and supported their fellow citizens. The social fabric of the city is being more tightly knit, with digital platforms mobilizing a novel form of networked intelligence.
The book discusses how cities were previously "optimized" for cars, yet embracing their technology and integrating it into planning had long-term negative consequences for cities. What are the potential pitfalls in a new era of city optimization, and how can they be avoided?
The city of the 20th century was shaped by the car. That was pretty much a top-down endeavor ― by the time we realized some of its shortcomings, "car city" was a reality. I think that when dealing with today's soft and networked technologies we take a different and more systemic approach ― creating a varied ecosystem and letting people play a role in shaping tomorrow's cities.

What's one of the ways cities are currently using new tools and technology that you find most exciting?
Mobility is rather interesting. Today, Singapore is a city with a long history of innovation in transportation solutions, from [electronic road pricing] to the sophisticated metro network. The island-state is now on the cutting edge of deploying a fleet of self-driving cars.

Self-driving vehicles promise to have a dramatic impact on urban life, because they could blur the distinction between private and public modes of transportation. "Your" car could give you a lift to work in the morning and then, rather than sitting idle in a parking lot, give a lift to someone else in your family ― or, for that matter, to anyone else in your neighborhood, social‐media community, or city.

Some recent papers by MIT show that today's mobility demand of a city such as Singapore could be satisfied by just one‐fifth of the number of cars currently in use. Such reductions in car numbers would dramatically lower the cost of our mobility infrastructure and the embodied energy associated with building and maintaining it. Fewer cars may also mean shorter travel times, less congestion and a smaller environmental impact.

What is your favorite prediction for cities of the future?
All of the failed ones! History is speckled with an amazing lineage of what we can call paleofutures. For some reason, we have always been fascinated with city futures that did not materialize ― from Swiss architect Le Corbusier's Plan Voisin to Fritz Lang's urban dystopia in . These are all important milestones that pivoted the evolution of how we collectively think about cities ― what we expect, demand, hope for and fear.
This interview was lightly edited and condensed.
Kate Abbey-Lambertz covers sustainable cities, housing and inequality. Tips? Feedback? Send an email or follow her on Twitter.

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Cities In The Future Might Track Our Every Movement

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Many predictions for cities of the future have fallen spectacularly flat ― where are our moving sidewalks and zeppelins? But as technology is rapidly integrated into our lives and the built environment, considering the implications for cities in the coming decades is crucial.

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Austin Russell, the founder and CEO of Luminar Technologies, aims to improve the safety of autonomous cars with a single laser

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New LiDAR: Driverless cars are about to get a whole lot better at seeing the world | WIRED

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Austin Russell, the founder and CEO of Luminar Technologies, aims to improve the safety of autonomous cars with a single laser Subscribe to WIRED►► http://po.st/SubscribeWired CONNECT WITH WIRED Web: http://po.st/WiredVideo Twitter: http://po.st/TwitterWired Facebook: http://po.st/FacebookWired Google+: http://po.st/GoogleWired Instagram: http://po.st/InstagramWired Magazine: http://po.st/MagazineWired Newsletter: http://po.st/NewslettersWired ABOUT WIRED WIRED brings you the future as it happens - the people, the trends, the big ideas that will change our lives.

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Tid: 2025, stress att hinna med, tillgänglighet transport.
Fysisk: Transportmedel, självkörande fordon/pod
Bakgrund:
Vara:
Rum:
Digital:
Förgrund:
Person: Alla som idag exkluderas från kommunikation/resande p g a olika faktorer, avsaknad av körkort, funktionsnedsättning, hög ålder, låg ålder, tidspressad.

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Autonomous vehicles were one of the most talked about technologies in 2016. Ever since Tesla, Google and Uber put these vehicles on the consumer trend map - as well as beer deliveries - I've been daydreaming of the day I might own one myself. Unfortunately for me, and the automotive industry, that day might not be coming too soon.

Wired reporter Andy Greenberg chronicled his "real-life" experience driving a hijacked Jeep Cherokee. Andy agreed to be the guinea pig for two St. Louis-based researchers, whom he refers to as "hijackers." While Andy drove the vehicle, the two hijackers experimented with just how far they could hack into the vehicle's computerized system. What started as a hijacking of the vehicle's air conditioning and music ended with a disabled accelerator and a powerless driver.

Andy's exposé highlighted just how easy it can be for a seasoned professional to hack into a car, and it drew national attention among consumers and law makers. Last year the National Highway Transportation Safety Administration (NHTSA) released guidelines stating that automakers should make cybersecurity a priority. While most would agree that the NHTSA is correct in its guidance, there is one major problem: cybersecurity is a never-ending battle. Individuals with enough technical skills, patience and desire to profit will find a way around the latest security barriers.

What's critical in the new world of constantly connected devices, particularly autonomous vehicles, is that we must take a holistic view of cybersecurity that goes beyond more complex encryption.

The vulnerability of connected devices

Assuming that the cybersecurity issues can be resolved in the next few years, autonomous vehicles will become one of the leading contributors to the Internet of Things (IoT). Similar to other IoT devices, like mobile phones and wearable fitness trackers, autonomous vehicles will also generate consumer data that will influence the way businesses, government and other policy makers operate. But like most connected devices in the IoT, the software infrastructures and data generated from autonomous vehicles will also become more exposed to risks.

In fact, Munich Re, the world's second-largest reinsurer, found that 55 percent of corporate risk managers surveyed in a recent study named cybersecurity as their top concern for autonomous vehicles. Even more alarming, 64 percent of companies surveyed say they feel completely unprepared to address cybersecurity.

Solutions and insights generated from location-based data has moved beyond the nice-to-have.

Hackers thrive on vulnerabilities, and they're already starting to take advantage of unprotected autonomous vehicles. In August of last year, hackers were arrested for stealing more than 100 cars in Texas simply by using a computer to unlock and start the vehicles.

Automakers have poured billions of dollars into developing autonomous vehicles, but if they can't keep the cars and their drivers safe, I'll never have one of these vehicles sitting in my garage. While the NHTSA may not have all the answers to addressing cybersecurity threats, automakers may be able to look under the hood of their own vehicles to find a potential solution.

Re-imagining GPS

Devices in the IoT are unique in that they generate a wealth of data, including location-based data. So whether it's your phone, your mobile device or your car, consumers that opt-in for location-based services allow these devices to capture both their movements and what they're doing at each point along their journey.

Autonomous vehicles are utilizing and capturing location-based data, which can be analyzed to identify behaviors like vehicle movement, speed, average drive times or even proximity to other objects, like other vehicles and retail stores, which in return can benefit the consumer.

Location-based data offers consumers and businesses the potential to reveal a great deal of information. Retailers are already leveraging data generated by cars to inform their site selection decisions, and the public sector is using the data for civic improvement and planning projects.

Consumers are also benefiting from the data by being able to route their cars to avoid traffic jams, or reduce their insurance deductibles for their good driving behavior. But the most notable perk from location-based data may also be used to uncover abnormalities in behaviors, which could be used to detect and limit actions taken by hackers.

For example, when a hazard symbol flashes on your dashboard, the data your car generates is telling the system that there is a problem - maybe your tire pressure is low, you need an oil change or there's a door that has not been completely closed. Your vehicle knows how it should operate; if the data suggests it's not running as it should, you're immediately alerted with the hazard light.

Theoretically, the same type of real-time alert infrastructure could help resolve cybersecurity threats and more traditional thefts, which could lead to new or expanded offerings by vehicle monitoring companies like OnStar, UConnect, Blue Link, Ford Synch, etc. If drivers allow these organizations or safety officials to monitor their vehicle's location and have a complete view of typical driving behaviors, officials can be alerted immediately to any behaviors that may stray from expectations - and shut down the vehicle in an emergency situation.

So if an autonomous vehicle is speeding through a residential neighborhood, creeping to a halt on a major interstate or not slowing down as it approaches a red light, officials may be able to override the computerized system, and a potential hacker, to restore the vehicle to a safe-driving state. Alternately, if it is determined that the vehicle is being driven without authorization, the same systems can be used to potentially keep the driver trapped until law enforcement arrive.

By leveraging the existing infrastructures that are in place, automakers can potentially turn up a notch their location-based infrastructure and internal diagnostics - while potentially addressing the cybersecurity and vehicle theft problems.

The future of driverless vehicles

No one has the answer to solving this potentially multi-billion dollar crisis automakers are facing, but I believe an answer might be uncovered by leveraging the location-based infrastructure that is already in place. We live in a world where technology is growing at rapid speeds, and most companies don't have the time or money to reinvent the wheel every time something new is introduced in the market.

Automakers already have the infrastructure in place for capturing and using location-based data, and they've been able to monetize those capabilities with industries that benefit from that data. But the same could apply for the safety of their customers.

Solutions and insights generated from location-based data has moved beyond the nice-to-have - it's a need-to-have to keep drivers safe when they're behind the wheel of an autonomous vehicle.

Featured Image: Bryce Durbin/TechCrunch

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Why a cybersecurity solution for driverless cars may be found under the hood

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Autonomous vehicles were one of the most talked about technologies in 2016. Ever since Tesla, Google and Uber put these vehicles on the consumer trend map - as well as beer deliveries - I've been daydreaming of the day I might own one myself.

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California gives green light to self-driving car tests

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The US state of California is easing its rules for autonomous car testing, by allowing testing of vehicles in which there is no human driver.

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Leverans utan förare snart en verklighet här också?

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Leverans utan förare snart en verklighet här också?

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This Friday, Aug. 24, photo, shows the specially designed delivery car that Ford Motor Co. and Domino's Pizza will use to test self-driving pizza deliveries, at Domino's headquarters in Ann Arbor, Mich. Ford and Domino's are teaming up to test how consumers react if a driverless car delivers their pizzas. The car, which can drive itself but will have a backup driver, lets customers tap in a code and retrieve their pizza from a warming space in the back seat. (AP Photo/Dee-Ann Durbin)

No ring of the doorbell, just a text. No tip for the driver? No problem in this test, where Domino's and Ford are teaming up to see if customers will warm to the idea of pizza delivered by driverless cars.

Starting Wednesday, some pizzas in Domino's hometown of Ann Arbor will arrive in a Ford Fusion outfitted with radars and a camera that is used for autonomous testing. A Ford engineer will be at the wheel, but the front windows have been blacked out so customers won't interact with the driver.

Instead, people will have to come out of their homes and type a four-digit code into a keypad mounted on the car. That will open the rear window and let customers retrieve their order from a heated compartment. The compartment can carry up to four pizzas and five sides, Domino's Pizza Inc. says.

The experiment will help Domino's understand how customers will interact with a self-driving car, says company President Russell Weiner. Will they want the car in their driveway or by the curb? Will they understand how to use the keypad? Will they come outside if it's raining or snowing? Will they put their pizza boxes on top of the car and threaten to mess up its expensive cameras?

"The majority of our questions are about the last 50 feet of the delivery experience," Weiner told reporters last week.

Domino's, which delivers 1 billion pizzas worldwide each year, needs to stay ahead of emerging trends, Weiner says. The test will last six weeks, and the companies say they'll decide afterward what to do next. Domino's is also testing pizza delivery with drones.

Weiner said the company has 100,000 drivers in the U.S. In a driverless world, he said, he could see those employees taking on different roles within the company.

Ford Motor Co., which wants to develop a fully driverless vehicle by 2021, said it needs to understand the kinds of things companies would use that vehicle for. The experiment is a first for Ford. But other companies have seen the potential for food deliveries. Otto, a startup backed by Uber, delivered 50,000 cans of Budweiser beer from a self-driving truck in Colorado last fall.

"We're developing a self-driving car not just for the sake of technology," said Sherif Marakby, Ford's vice president of autonomous and electric vehicles. "There are so many practical things that we need to learn."

Only one car will be deployed in Ann Arbor, and it has a special black-and-white paint job to identify it as a research vehicle.

Customers in the test area will be chosen randomly when they order a pizza, and will get a phone call to confirm they want to participate. If they agree, they'll get a text message letting them know when the vehicle is pulling up and how to retrieve their food.

© 2017 The Associated Press. All rights reserved.

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Delivery without drivers: Domino's, Ford team up for test

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No ring of the doorbell, just a text. No tip for the driver? No problem in this test, where Domino's and Ford are teaming up to see if customers will warm to the idea of pizza delivered by driverless cars.

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For the last few months, Uber's self-driving cars have been prowling the streets of San Francisco, forecasting the inevitable moment when the ride-hailing giant starts inviting passengers to take autonomous trips in the city where it first launched over seven years ago. That moment has finally arrived.

Starting today, anyone in San Francisco who hails an UberX could find themselves in the backseat of a luxury, self-driving Volvo XC90, complete with leather interior, spinning LIDAR sensor, and a trunk full of computing power. It's where I found myself last week, after being invited out to the Bay Area for a sneak peak before the official launch.

With a fine mist in the air, the car drove itself through South of Market with little fanfare, navigating turns and yielding for distracted pedestrians without any human intervention. The car's spinning LIDAR sensor and rooftop camera array definitely elicited a few slack-jawed stares from passersby. There were two Uber employees in the front seats, but it was clear that it was the car, not the humans, that was shepherding me into this strange and uncertain future.

the experience was equal parts thrilling and mundane

As I wrote last September when Uber launched its first self-driving service in Pittsburgh, the experience was equal parts thrilling and mundane: thrilling because of the implications for the future of transportation, and mundane because it was like driving with your overly cautious grandmother. But unlike Pittsburgh, Uber wouldn't let me get behind the wheel, so all of my impressions of the car's self-driving capabilities are from the backseat.

Occasionally, the safety driver would take control, like when he wanted to do something that could be perceived as reckless by a computer but totally normal to a human, like cut across three lanes of traffic. And the car occasionally kicked itself out of autonomy mode, forcing the driver to take the wheel. While Uber says the goal is full autonomy, the company admits the technology is not there yet.

While riding in the car is an uneventful experience, keeping pace with Uber's brazen moves to push autonomy onto the public street is not boring. California has some of the strictest autonomous driving rules in the country, and the state's DMV does not have Uber listed among the companies that have obtained permits to test their vehicles on public roads.

"All of our vehicles are compliant with applicable federal and state laws."

California defines autonomous vehicles as cars that drive "without the active physical control or monitoring of a natural person." Uber says that doesn't apply to its self-driving cars, which can't be driven without a human monitoring from the driver seat. "All of our vehicles are compliant with applicable federal and state laws," a spokesperson said.

In a statement provided to The Verge, the California DMV urged Uber to obtain an autonomous driving permit. "The California DMV encourages the responsible exploration of self-driving cars. We have a permitting process in place to ensure public safety as this technology is being tested. Twenty manufacturers have already obtained permits to test hundreds of cars on California roads. Uber shall do the same."

[Update, December 16th, 6:49AM ET: The California DMV sent a letter to Uber ordering the company to cease its self-driving service until it obtains a permit. This came after a video surfaced showing an Uber self-driving SUV in San Francisco running a red light. Uber blamed a human driver for the traffic infraction but has yet to respond to the DMV's letter.]

But what about the car? The Volvo XC90 is a gorgeous vehicle fit for a family road trip. It was Motor Trend's "SUV of the Year" last year, and has been described by Car and Driveras "a handsome, square-jawed Swede striving to offer more efficiency and safety than its rivals, while adding a dose of Scandinavian flair." It's a fancy way to describe a fancy car, which makes sense when you consider that Uber started out as a luxury service. The company wasn't going to launch a fleet of self-driving Toyota Camrys for its public debut on its own home turf.

Uber inked a deal with Volvo in August to purchase 100 vehicles by the end of the year, with the goal of outfitting them with the ride-hail company's autonomous hardware. The cars are built on Volvo's Scalable Product Architecture, the same platform as its S90 and V90 cars.

The partnership is important to note in light of recent reports that both Apple and Google are retooling their self-driving programs to focus on software rather than vehicle manufacturing. Both tech companies are said to have run into hurdles when trying to build their own cars, as they lack both the experience and supply chain knowledge to mass-produce a vehicle of any kind. Uber's collaboration with Volvo could give it an edge over its competitors.

Uber's collaboration with Volvo could give it an edge

Compared to the Ford Fusions Uber is using in Pittsburgh, the XC90's self-driving technology is more streamlined and integrated into the vehicle. There were only seven cameras, down from 22 on the Fusions. Radar sensors are installed behind the front bumper, rather than protruding off the side of the vehicle like an unsightly boil. But the tech isn't totally unobtrusive: the car still had the spinning LIDAR sensor perched on top to provide a 360-degree laser scan of the environment.

Lior Ron is a jovial Israeli who co-founded Otto, the self-driving truck company acquired by Uber last summer. He now serves as senior director of engineering at Uber's Advanced Technology Group focused on autonomous driving. I spoke to Ron while standing in between an Otto self-driving truck and an Uber self-driving Volvo - a less-than-subtle message about the company's unabashed embrace of autonomous technology.

Ron told me that these vehicles are special because they are "designed from scratch" in collaboration with Volvo. "We picked Volvo because they have such a high safety record," he said, adding that a "couple dozen" would be deployed in San Francisco over the next few months.

Attention human Uber drivers: get your affairs in order

In Pittsburgh, Uber only made its self-driving cars available to a select group of loyal users. In San Francisco, anyone who hails an UberX could find one of the company's self-driving Volvos rolling up to their doorstep. Customers will get a notification on their app that says a self-driving Uber is on the way. And if you're not willing to trust the robots with your life quite yet, you can opt-out and Uber will send you a boring, human-driven vehicle instead. (No offense to all my human Uber drivers. I love y'all, but you may want to start planning for the future.)

The idea is to expose a broader section of the public to Uber's self-driving vehicles in the hopes to diffusing some of the skepticism that still surrounds the technology. That said, Uber doesn't expect to deploy fully autonomous, completely empty vehicles to pick up passengers anytime soon. The technology isn't there yet, nor is the public ready to accept a vision of ghost vehicles roaming the streets at all hours.

"The drive will be self-driven as much as possible, but not all of it," Ron said. "This is about operating and iterating on the technology."

"The drive will be self-driven as much as possible, but not all of it."

Uber launched its self-driving service in Pittsburgh in part because of that city's importance to the field of robotics and automation. It's home to Carnegie Mellon University's Robotics Institute, which Uber pillaged to staff its self-driving division. (Recently, it lost three of its top former-CMU engineers.) But Pittsburgh, with its cobblestone streets and 446 bridges, is also a diverse and complex environment for self-driving cars to navigate.

San Francisco poses a different series of challenges for Uber's self-driving cars, like impossibly steep hills, cable cars, bicyclists, and hordes of smartphone-distracted pedestrians. Plus, as Ron says, San Francisco is home to hundreds of Uber engineers, making the experience of building on and improving the technology that much easier.

Pretty much every automobile and technology company with money to spare is working on self-driving cars, and Uber's isn't so different from the competition. But Uber is the first to make theirs publicly available in the US. (A limited trial of self-driving taxis launched in Singapore a few weeks before Uber kick started its Pittsburgh pilot.) It's a high-risk move for a company known for its devil-may-care attitude toward privacy and regulations.

There have been a handful of high-profile accidents involving self-driving cars, from Google's fender bender with a bus to a fatal crash involving a Tesla in Autopilot mode. With its fleet about to deploy in such a highly visible way, Uber acknowledges that accidents are inevitable. The company says it will be transparent about its scrapes, no matter the severity. That said, the handful of accidents involving self-driving Ubers in Pittsburgh were first disclosed in media reports, not by Uber. There have been a couple of fender benders, and an instance of one vehicle driving the wrong way on a one-way street. No injuries have been reported involving any of Uber's self-driving Ford Fusions.

"It doesn't feel like a publicity stunt for us."

Some of Uber's competitors dismiss the self-driving trials as publicity a stunt designed to bolster the company's reputation as a rule-breaker. The technology is good and getting better, but most companies say they won't make their autonomous vehicles available to the public without a few more years of testing under their belts.

But Uber doesn't see it that way. For the $68 billion company, these trials in Pittsburgh and San Francisco are about a future of mobility, where people choose a self-driving car they can hail with their phone over a personal vehicle in their driveway. "It doesn't feel like a publicity stunt for us," Ron said. "Those cars are real. We're deploying them in a real market.

He added, "The only way for us and everyone else to learn, to be a responsible guardian of the technology, is to actually experience it one the road with users in a thoughtful, safe way. It's the only way to make progress."

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You can hail a self-driving Uber in San Francisco starting today

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For the last few months, Uber's self-driving cars have been prowling the streets of San Francisco, forecasting the inevitable moment when the ride-hailing giant starts inviting passengers to take autonomous trips in the city where it first launched over seven years ago. That moment has finally arrived.

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Uber is expanding its self-driving pilot to San Francisco, giving Bay Area residents the first taste of a driverless future. Anyone who hails an UberX could find themselves in the backseat of one of Uber's self-driving Volvo XC90 SUVs.

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Routing an Autonomous Taxi with Reinforcement Learning

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Space Elevator Connecting Earth To Space Station

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Astrophysicist and science communicator Neil deGrasse Tyson explains on the program NOVA ScienceNow how a Space Elevator could be constructed. You will see that travel from earth to space is possible through a space elevator. This future technology will change our ways by which we go to space.

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THE FLY (1986) 電影原裝預告 THE FLY (1986) Original Theatrical Trailer FULLSCREEN

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Video about the technologies developed in the Non-Hit Car and Truck project. The system described in the video is able to provide a complete 360° view of the environment and perceive any potentially threatening objects that drivers would otherwise not be able to see.

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WHY:
För att lätt, enskilt eller tillsammans, kunna transportera sig mellan olika platser oberoende av andra, oberoende av tid

HOW:
Enskilda självkörande miljövänliga poddar

WHERE:
I städer, men även landsbygd.

WHEN:
Alla tider på dygnet, oberoende av tidtabeller, ej beroende av offentliga kommunikationsmedel. Alla kan beställa eller ha egna poddar

WHAT:

WHO: Alla ska inkluderas, gamla, barn, funktionshindrade, de som ej kan få körkort av olika anledningar.

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Idag kan bara de som har körkort transportera sig med bil, moped, motorcykel osv. För att åka kollektivt måste man passa tider. Självkörande cyklar, poddar, kanske så man kan sätta samma till en större enhet om man är flera att åka. Ska det gå att beställa vilket transportmedel som helst? Cykel, båt, poddar, bilar, lastbil, buss om man är många, hooverboard, motorcykel, drönare, "minikopter" osv.
Miljöaspekten, i framtiden drivs allt av solen så klart.
Platsen som används för dessa poddar om det ska vara verkligt är befintliga vägar än så länge. 2025 är inte så långt borta. Dock är de flytande. All miljöförstöring i form av bildäck som gnids av och förorenar slipper man.

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Om drygt två år kommer 120 så kallade T-Poddar, förarlösa elektriska lastfordon, att köra fram och tillbaka mellan Göteborg och Helsingborg.
- Vi har just tecknat ett avtal med en storkund inom dagligvaruhandeln, säger Robert Falck, VD på Einride som driftar systemet.
På Logistik & Transport berättar han mer om klivet in i framtiden.

Att framtidens transportlösningar rycker allt närmare visas synliga bevis på under Logistik & Transport på Svenska Mässan 7-8 november.

Företaget Einride bildades för bara ett år sedan men håller redan på att rita om kartan rejält. Med sin T-Pod, ett fjärrstyrt lastfordon - förarlöst och eldrivet - öppnar man för effektivare, lönsammare och miljövänligare transporter. VD:n Robert Falck, med en bakgrund på Volvo, ser enorma möjligheter.
- Kan man räkna bort föraren ökar kapaciteten enormt. Samtidigt som säkerheten ökar, vi vill skapa ett transportsystem där vi får ner antalet olyckor med tunga lastbilar.

Redan i november i år börjar Einride drifta sin första installation. Det handlar om tre T-Poddar som ska användas internt, på ett företagsområde. Inom kort inlämnar Einride en ansökan till Transportstyrelsen om tillstånd att få köra på allmän väg, som väntas bli möjligt under våren 2018.
- Vår målsättning är att under 2020 ha 200 poddar i trafik på sträckan Göteborg-Helsingborg, berättar Robert.
- Redan nu har vi täckning för 120 poddar, via ett avtal vi nyligen tecknade med ett av de största företagen inom dagligvaruhandeln.
Han framhåller vinsterna för miljön:
- Bara på den här sträckan sparar vi in koldioxidutsläpp motsvarande 400 000 enkelresor med personbil under ett år.

T-Pod-systemet har blivit internationellt uppmärksammat.
- Vi har fått globalt erkännande för vårt koncept. Det har skrivits runt 1 800 artiklar, bl a en helsida i Washington Post, och vi har nominerats till Edison Awards i USA, säger Robert.

På Logistik & Transport berättar Robert Falck mer om transportlösningen. Självklart kommer också en T-Pod att visas upp.
- Vi hoppas hitta rätt målgrupp på mässan. Ambitionen är förstås att fler ska bli intresserade av vårt koncept, säger han.

Logistik och Transport är Nordens ledande mässa och konferens för logistik- och transportlösningar som årligen arrangeras på Svenska Mässan i Göteborg. Var tredje år utökas mässan med Truck - Nordens största truckmässa, senast var 2015.

Logistik & Transport arrangeras 7-8 november 2017.
> LÄS MER OM LOGISTIK & TRANSPORT För frågor kontakta:
Robert Falck, vd Einride, e-post: robert.falck@einride.eu
Jan Nilsson, affärsansvarig för Logistik & Transport på Svenska Mässan, tel 031-708 86 64,
e-post: jan.nilsson@svenskamassan.se

Svenska Mässan koncernen drivs i stiftelseform och är en av norra Europas största integrerade mötesplatser med ett unikt cityläge i centrala Göteborg. Svenska Mässan har visionen att bli Europas mest attraktiva mötesplats genom att erbjuda den bästa helhetsupplevelsen. Koncernen arbetar framgångsrikt med mässor och möten, hotell, restaurang och underhållning. Varje år välkomnar vi cirka 1,8 miljoner besökare till vår mötesplats. Svenska Mässans huvuduppdrag är att främja näringslivet och årligen genererar koncernen drygt 2,7 miljarder kronor i besöksnäringseffekter till Göteborg. Läs mer på www.svenskamassan.se

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120 förarlösa lastfordon i skytteltrafik på E6

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Om drygt två år kommer 120 så kallade T-Poddar, förarlösa elektriska lastfordon, att köra fram och tillbaka mellan Göteborg och Helsingborg. - Vi har just tecknat ett avtal med en storkund inom dagligvaruhandeln, säger Robert Falck, VD på Einride som driftar systemet. På Logistik & Transport berättar han mer om klivet in i framtiden.

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Personas
Business origami
Litterature research
Behavioral mapping
Body storming

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Hur kan man identifiera ngn som ska åka?

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Hur kan man identifiera ngn som ska åka?

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Lösning för identifikation

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Video on Face Recognition Solutions - NeoFace [NEC official]

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A video on NeoFace which is for access control. It is the world fastest and most accurate face recognition technology Learn about NeoFace®, NEC face recognition technology, and how it can be implemented to build safer cities.

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The Ideal
Transport utan förflyttning. Omgivningen ändras till exakt den plats och den miljö man vill befinna sig i, allt utan att man fysiskt transporteras

The True
Vetenskapliga, baseras på solenergi och miljötänk, utsläpp, det ska vara en låg och hållbar tillverkningsprocess

The Real
Vilka friktioner/problem finns det? Ska vara säkert, face recognition? Självkörande och säker mot krockar osv. Ingen ska kunna ta sig in eller ut utan att ngn validerar. Ska vara personlig och bekväm och det ska finnas valmöjligheter utifrån vem man är, ålder, funktionsnivå osv.

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This is the future of transport. A vehicle with efficiency, security and stability unmatched.

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11 Transportation Innovations You MUST See

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Subscribe to Talltanic http://goo.gl/wgfvrr 6. Mercedes F 015 The Consumer Electronics Show (CES) is held throughout Las Vegas at the beginning of every year and is one of the biggest electronics show in the world. Companies from all over the world meet to show off their latest innovations.

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Jag tänker att många säkert har tänkt på hur vi i vardagen ska transportera oss själv och varor osv. Jag tänker att en vardag är de som arbetar inom kriminalvården och jag undrar om det skulle gå att avgränsa sig inom detta område. MÅNGA transporter sker på diverse sätt och måste ske utifrån ett säkerhetstänk som man inte behöver i vardagen. Frågan är om detta är inom "vardagen" som uppgiften skriver om. För mig är det en sorts vardag då jag arbetar extra inom kriminalvården i en arrest och ser detta alla dagar jag arbetar. Tanken att man skulle konstruera ett koncept för misstänkta/dömda brottslingar, skulle det vara ok att begränsa det till detta?!?

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Tankar om ideal är att omgivningen ändras till det ställe man vill till så man slipper förflytta sig. Även människorna uppenbarar sig på den plats man önskar-

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Baseras på solenergi eller liknande, minskat/inget utsläpp, fokus på miljö, låg tillverkningskostnad osv.

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Självkörande

Beställningsbar on demand

Face recognition

Personlig

Bekväm

Anpassningsbar

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Föreställ dig att du rattar ett lastbilsekipage på 60 ton. Efter att ha lastat gods vid en terminal är du på väg att rulla ut från stadens industriområde med kurs mot en motorväg. Då plingar lastbilens ombordsystem till: "Lastbilskonvoj två kilometer framför dig - vill du ansluta?"
Du klickar ja, kör ut på motorvägen och ser strax lastbilskonvojen där du lägger dig som tvåa i konvojen av fyra lastbilar. Där tar lastbilens autopilot över. Du släpper ratten, plockar fram surfplattan och lutar dig tillbaka för att titta på en film.

Det här scenariet, med en "ledarlastbil" som kommunicerar med bakomliggande självkörande fordon i en konvoj har redan testats på allmän väg och är bara ett par år bort att nå en kommersiell fas. Ändå är bara det ett exempel på den rasande snabba utvecklingen kring smarta transportsystem där trafik- och samhällsinformation trådlöst kopplas ihop med alltmer intelligenta självkörande fordon.

Forskningsledaren Jonas Mårtensson i ITRL:s självkörande konceptbil som om allt går enligt plan så småningom kommer att köra på allmänna gator i Kista, inom ramen för Connected Mobility Arena.

- Både när det gäller fordon och intelligenta transportsystem görs det just nu väldigt mycket satsningar i hela Sverige, berättar Bo Wahlberg, professor i reglerteknik och den som leder KTH:s forskning kring autonomi som samlar runt 50 doktorander och industridoktorander.
- Vi ligger definitivt i framkant men samtidigt flyttas framkanten hela tiden med gigantisk hastighet. Det gäller att man har en stark samverkan mellan industri, samhälle och forskare, och där har vi kommit väldigt långt i Sverige, tillägger han.

KTH:s forskning på området ingår sedan ett drygt år i Sveriges enskilt största forskningsprogram WASP, Wallenberg Autonomous Systems Program.
Med 1,8 miljarder i forskningspengar i ryggen är tanken med programmet att svensk industri och forskning ska ta matchen med Tysklands "industri 4.0" och USA:s "industrial internet" när det gäller hela fältet av automation, där allt fler industri- och samhällssystem ska kopplas upp och bli självstyrande.

Jag tror att utvecklingen med självstyrande bilar kommer att leda till att det blir färre fordon i städerna, fast bättre utnyttjade.

Bo Wahlberg, professor i reglerteknik

Bakom en oansenlig fasad ligger ITRL, Integrated Transport Research Lab, som är hjärtat i KTH:s forskning kring autonoma fordon. Här finns Smart Mobility Lab, som är en högteknologisk modellmiljö där forskarna kan projicera vägbanor på golvet och där självkörande en och en halv meter långa lastbilsmodeller åker tillsammans med animerade fordon i en virtuell miljö.

- Självkörande fordon handlar inte bara att utveckla autopilotfunktioner i privatbilar, som Google, Tesla och Volvo Cars gör med full kraft just nu. Som vi ser det är de intelligenta fordonen bara en av flera komponenter i en effektiv transportlösning. Här inriktar vi oss snarare på systemen och att få självkörande fordon att fungera i en alltmer uppkopplad miljö, säger Bo Wahlberg när han visar runt i lokalerna.

På ITRL står också en märklig konceptbil som med sin öppna ramkonstrukion påminner om en sandloppa. Fast den här elmotordrivna "beach buggyn" är sprängfylld med sensorer. Här finns två laser-radar som scannar av hinder, flera kameror och en så kallad Real Time Kinematic-GPS med en noggrannhet ned på centimetern.

- Vi kallar den RCV, research concept vehicle, och just nu jobbar vi mycket med att få den att kunna köra av sig själv med hjälp av autonoma system. Fast den är inte riktigt gatumässig ännu, säger forskningsledaren Jonas Mårtensson och ler.
Om allt går enligt plan kommer konceptbilen att så småningom köra på allmänna gator i Kista inom ramen för Connected Mobility Arena som är ett initiativ att bygga upp en öppen testbädd för smarta transporter i stadsmiljö.
Tanken är att utforska möjligheterna med självkörande, uppkopplade och inte minst flexibla busslösningar.

Framtidens bussar ska kunna kalkylera sina rutter baserat på geodata, trafikdata och faktisk användning - och de ska finnas tillgängliga när behovet finns snarare än att köra på en bestämd tidtabell.
- I dagens städer har vi en statisk kollektivtrafik. Bussarna går tomma stora delar av dagen och är fulla i rusningstrafik. Men om vi i stället har ett flexibelt system där resenärer kan tala om att 'nu vill jag åka buss från där jag är nu' och bussar som dockar med varandra eller kör i konvojer kan vi få ett smart resursutnyttjande och effektivare flöden i trafiken, säger Bo Wahlberg.

- Jag tror att också att utvecklingen med självstyrande bilar kommer att leda till att det blir färre fordon i städerna, fast bättre utnyttjade.
Fast stadsmiljöer är inte där vi först kommer att få se självkörande fordon. Det är enormt komplext att utveckla system som har att ta hänsyn till oberäkneligt beteende från fotgängare, cyklister och privatbilister. Och samtidigt samverka med system som trafiksignaler och köbildning.

På den självkörande bilens sensorplattform sitter flera kameror och två laser-radar som scannar av hinder i bilens väg.

Däremot är självkörande fordon i avgränsade miljöer som byggarbetsplatser, och framför allt gruvor, bara två till tre år bort, enligt Bo Wahlberg. Forskarna på KTH har varit med om att utveckla system för självkörande gruvlastbilar i samarbete med Scania.
- På fyra år har vi tagit oss från en någorlunda intelligent lastbil till en helt självkörande lastbil som i hög hastighet kan köra med en precision på tjugo centimeter på sidorna. En riktigt skicklig lastbilsförare uppnår en precision på en halvmeter som jämförelse, säger han.

Utvecklingen har kommit så långt att provbilen utan problem kan utföra en uppgift som att hämta och lossa ett gruslass. Den klarar också att på ett säkert sätt hantera hinder på vägen.
Och förarlösa lastbilar på motorvägar är bara ett par år bort, även om det blir en glidande övergång från allt smartare autopiloter till helt självkörande fordon, tror Bo Wahlberg.

- Jag får ofta den omöjliga frågan om när autonoma fordon slår igenom på allvar. Mitt svar är att det inte kommer att gå från ett tillstånd till ett helt annat över en natt. Snarare blir det en gradvis utveckling där man bygger ihop systemen och gör dem smartare och smartare. Frågan är om vi kommer att tillåta vanliga förare på motorvägar - det blir ju säkrare med självkörande bilar.

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Självkörande fordon - för säkerhets skull

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Föreställ dig att du rattar ett lastbilsekipage på 60 ton. Efter att ha lastat gods vid en terminal är du på väg att rulla ut från stadens industriområde med kurs mot en motorväg. Då plingar lastbilens ombordsystem till: "Lastbilskonvoj två kilometer framför dig - vill du ansluta?"

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Stål är den mest använda metallen på jorden. Den är 15 gånger så vanlig i produkter och maskiner som alla andra av jordens metaller tillsammans.

Att Sverige är en liten spelare på den internationella stålmarknaden märks inte. Hälften av världens duplexa rostfria stål, omistligt när broar och lastfartyg tillverkas, görs här.
Likaså ligger Sverige i frontlinjen när det gäller höghållfast stål.

- Det som är speciellt med svensk stålindustri är att den är så nischad. Många av de nya stålsorterna kommer härifrån och vi leder teknikutvecklingen på flera områden. Det är en fullkomlig nödvändighet för att klara sig på marknaden.

Rachel Petersson från England har forskat om stål på institut i 25 år och jobbat fem år i stålindustrin. Sedan tre år tillbaka är hon på branschorganet Jernkontoret, och lika länge har hon varit adjungerad professor på KTH, med inriktning mot stålets korrosionsegenskaper. Stål och rost alltså.

Hon förklarar varför just svensk stålindustri har varit så framgångsrik, medan stålindustrin i hennes hemtrakter, norra England, närmast har försvunnit.

Där, i ståldistriktet kring staden Sheffield, växte hon upp. Merparten av stålindustrin har nu lagts ner eller lösts upp i dimmorna efter internationella sammanslagningar. Där har man inte gjort hemläxan att forska och utveckla sig.

- Väldigt mycket har försvunnit. Sheffield stål hade en stor andel av världens stålproduktion. Men diskussionerna handlar nu om det går att rädda resterna av den engelska stålindustrin. Man har tappat betydligt i konkurrensen.

I Sverige har stålindustrin gått andra vägar. Branschen har accepterat sitt öde, man har insett att man måste satsa där man kan bli bäst. Det var länge sedan svenskt stål kunde pris-konkurrera med bulkstålet från Sydkorea eller Indien.
Men vi kan konkurrera med kvalitet, och med prestanda. Och då måste man forska.

Forskningen kan handla om att utveckla nya legeringar som gör att korrisionsskyddet stärks, som Rachel Pettersson och hennes doktorander gör.

Nu kommer ny teknologi som visar att återanvänt skrot kan återanvändas med samma höga kvalitet som jungfrulig järnmalm.

Rachel Pettersson

Hennes doktorander sysslar bland annat med högtemperatur-applikationer, stål som är inkråmet i förbränningsanläggningar och kraftvärmepannor. Genom bättre material kan man förlänga livslängden i kraftverk, broar och hus.

Rachel Pettersson var själv en försummad industridoktorand. Lämnad åt sig själv och ombedd att återkomma efter fem år när avhandlingen var klar. Sån vill hon inte vara. Hennes egna doktorander vakar hon över.

- Jag vill verkligen slå ett slag för industridoktoranderna. De är viktigt att stödja dem som kombinerar doktorandstudier med jobb, säger hon.

Själv sysslar Rachel Pettersson med sprickbildningar och svetsfogar. Om en bro ska hålla i 100 år eller mer så får den inte spricka eller gå sönder. Det är lika viktigt som att saltvattnet inte äter sig in så att armeringsjärnen sväller och betongen spricker.

Under intervjun, som görs på en parkbänk vid Osqars Backe, tar Rachel Pettersson fram luppen som hon alltid har i sin handväska och synar några metallkonstverk. Hon konstaterar att fogarna visserligen är bra, men en del svarta stänk avslöjar bristerna.

Svetsfogar är särskilt känsliga. Det är svårare att svetsa höghållfasta stål. Just höghållfast stål är ett sätt för världen att kunna minska produktionen av stål. Genom att använda mindre stål men av bättre kvalitet kan byggnader bli lättare.

Taket på Friends Arena är delvis byggt i höghållfast stål. Det väger 13 procent mindre än om det varit byggt i vanligt stål. Det gör att utsläppen av koldioxid i stålproduktion och transporter har blivit 16 procent mindre.

Även lastbilar och anläggningsmaskiner kan byggas lättare och de drar mindre bränsle. Det är ingen tillfällighet att höghållfast stål även kallas "green steel".

Men effekten av höghållfast stål försvinner om det svetsas på fel sätt. Det kan till och med försvagas genom att utmattningsstyrkan minskar. Många som bygger och tillverkar dragfordon och lastbilar drar sig för höghållfast stål. Man tar det säkra för det osäkra och öser på med stora mängder av enklare stål.

Thomas Stenberg är nydisputerad vid avdelningen för fartyg och flyg. Han har utvecklat en metod att säkerställa svetskvaliteten i realtid.
- Det är särskilt viktigt vid höghållfast stål. Idag görs bedömningen delvis manuellt. Det går för långsamt och är helt enkelt inte tillräckligt tillförlitligt, säger han.

Metoden, som Thomas Stenberg började utveckla redan i sitt exjobb, består av en linjelaserscanner som mäter upp den svetsade ytan.
Relevanta kvalitetsparametrar processas via en numerisk algoritm och med hjälp av metoden går det att göra både säkrare och betydligt (tusentals) fler analyser.

Jag har varit med på dragningar där industrin visar något som man menar är nytt, men som kan ha varit känt i 40 år inom akademin. Fast vems är egentligen felet att kunskapen inte kommit ut?

Thomas Stenberg

- Vi hoppas att metoden kommer att finnas på marknaden inom tre år säger Thomas Stenberg, som efter sin disputation kliver ut i industrin för att jobba.

Han ser det närmast som sin plikt att föra ut forskningen till svensk industri. För även om han menar att Sverige ligger långt framme så finns det oerhört mycket att göra i samverkan mellan stålforskningen och industrin.

- Jag har varit med på dragningar där industrin visar något som man menar är nytt, men som kan ha varit känt i 40 år inom akademin. Fast vems är egentligen felet att kunskapen inte kommit ut? säger Thomas Stenberg.

För stålforskning handlar också om att argumentera. Att exakt beräkna vinsterna i att välja en metod framför en annan. Att göra livscykelanalyser som visar på vinsten av att använda höghållfast stål istället för mycket större mängder vanligt bulkstål.

Och så handlar det om återvinning. Stål är ett miljövänligt material, menar Rachel Pettersson. Fördelen är att det går att återanvända. Nästan allt det som Rachel Pettersson och hennes doktorander sysslar med utgår från skrot.

- Nu kommer ny teknologi som visar att återanvänt skrot kan återanvändas med samma höga kvalitet som jungfrulig järnmalm, säger Rachel Pettersson.

Och runt nästa sekelskifte kommer nästan allt stål vi använder att vara samma skrot som bara cirkulerar, spekulerar hon.

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Stål är den mest använda metallen på jorden. Den är 15 gånger så vanlig i produkter och maskiner som alla andra av jordens metaller tillsammans. Att Sverige är en liten spelare på den internationella stålmarknaden märks inte. Hälften av världens duplexa rostfria stål, omistligt när broar och lastfartyg tillverkas, görs här.

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DEBATT. Tekniska genombrott visar att den svenska skogen kan utvecklas till en mängd nya material. En nationell forskningsplattform ska sätta fart på utvecklingen inom skogsnäringen, skriver näringsminister Mikael Damberg, rektorerna på KTH och Chalmers samt företrädare från skogsindustrin.

Tillsammans med regeringen satsar nu universitet och landets sex ledande skogsföretag stort för att bygga upp en nationell forskningsplattform. Målet är att skapa banbrytande forskningsresultat som kan omsättas till högteknologi inom skogsnäringen och bidra till att klara klimatutmaningen.

Skogen har i århundraden spelat en central roll för Sveriges ekonomi. Skogen är fortfarande vår främsta naturresurs och Sveriges landyta är till 70 procent täckt av skog. Vi vill att skogsnäringen ska fortsätta att driva landets ekonomi framåt under kommande årtionden och då måste den anpassas till en ny tid. En sådan omställning är samtidigt avgörande för att nå ett hållbart samhälle, med minskade utsläpp och förnyelsebara material och produkter.

År 2045 ska Sverige inte längre bidra till växthuseffekten. Så ser den politiska målsättningen ut. Om det ska lyckas måste vi bryta vårt beroende av olja och fossila råvaror. Nya material och produkter med skogen som råvara blir här ett viktigt alternativ, och Sverige har alla förutsättningar att ligga i framkant av denna omställning.

Trädets byggstenar har unika möjligheter, det visar en rad tekniska genombrott under de senaste åren. Dessa byggstenar har potential att bli den grundläggande komponenten i förnyelsebara högförädlade produkter så som lättviktsmaterial, avancerade byggkomponenter, starka kompositmaterial till fordon, nya typer av batterier, byggmaterial som genomskinligt trä, textilier, transplantat inom medicinen och inte minst i en ny generation av förpackningar.

Skogsnäringen står alltså inför möjligheten att bli en än mer högteknologisk industri som utvecklar och tillverkar de mest avancerade materialen. För att detta ska bli verklighet behövs hög kompetens och större insikter om trädets beståndsdelar och användningsområden.

Därför investerar nu regeringen tillsammans med landets sex ledande skogsföretag stort för att bygga upp en nationell forskningsplattform kopplad till den svenska skogsnäringen. Den nationella plattformen är ett gemensamt initiativ mellan industri, universitet och staten och innebär en gemensam satsning om 250-300 miljoner kronor per år, där en väsentlig del kommer att vara direktinsatser från industrin.

Den nya nationella plattformen ska attrahera de bästa forskarna från olika discipliner. Målet är att 250 till 300 unga forskare ska utrustas med unik spetskompetens och forskningsverktyg för att tillsammans skapa banbrytande forskningsprojekt som kan leverera ny kunskap och nya teknologier till skogsindustrin.

Forskningsplattformen kommer att utgå från det befintliga Wallenberg Wood Science Center, ett gemensamt forskningscenter vid KTH och Chalmers, som redan i dag är ledande inom området. Den kommer också vara knuten till forsknings- och utvecklingsmiljön Formax vid den nationella forskningsanläggningen Max IV i Lund.

Uppbyggnaden av en nationell forskningsplattform kommer att stärka skogsindustrins förutsättningar att fortsätta vara världsledande och skapar förutsättningar att visa vägen till framtidens lösningar. Tillsammans med regeringens kraftsamling för innovation, och 500 nya miljoner kronor till de strategiska samverkansprogrammen, skapas dessutom förutsättningar att ta forskningsresultaten vidare och utveckla nya produkter, tjänster och processer direkt i verkliga miljöer.

Vi ser denna satsning som en nödvändighet för att klara omställningen till ett hållbart samhälle med kraftigt minskade koldioxidutsläpp samt för att skogen ska fortsätta skapa jobb och tillväxt. Samverkan mellan offentliga aktörer, näringsliv och akademi i hela landet är avgörande för att lyckas, och vi uppmanar fler företag och forskningsinstitutioner att engagera sig i och bidra till uppbyggnaden av den nya nationella forskningsplattformen.

Per Lindberg, vd Billerud Korsnäs

Henrik Sjölund, vd Holmen

Karl-Henrik Sundström, vd Stora Enso

Ulf Larsson, vd SCA Forest Products

Per-Olof Wedin, vd Sveaskog

Lars Idermark, vd Södra

Stefan Bengtsson, rektor och vd Chalmers

Peter Gudmundson, rektor KTH

Mikael Damberg, närings- och innovationsminister

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"Framtidens material kommer från skogen"

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DEBATT. Tekniska genombrott visar att den svenska skogen kan utvecklas till en mängd nya material. En nationell forskningsplattform ska sätta fart på utvecklingen inom skogsnäringen, skriver näringsminister Mikael Damberg, rektorerna på KTH och Chalmers samt företrädare från skogsindustrin. Tillsammans med regeringen satsar nu universitet och landets sex ledande skogsföretag stort för att bygga upp en nationell forskningsplattform.

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7D Hologram Technology Amazing Show in Dubai !!

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Amazing hologram technology! 2017. We are in the FUTURE!!

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Hi guys, this is actually the footage recorded at a mall in somewhere in U.S.A i think, maybe...

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Amazing Hologram Technology Is Transforming Our World 2017 Part 2

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SUBSCRIBE me LIKE and SHARE me Amazing Hologram Technology Is Transforming Our World Part 14 2017 https://www.youtube.com/watch?v=ZhZIePOoicI Amazing Hologram All Over The Whole World Technology Is Transforming Our World 2017 Part 11 HD 720p https://www.youtube.com/watch?v=e2OCDKzF27U Amazing Hologram All Over The Whole World Technology Is Transforming Our World 2017 Part 10

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The dawn of the age of holograms | Alex Kipman

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Kriminalvården finansieras av statliga medel. Kriminalvårdens tilldelade anslag är på sammanlagt 8,1 miljarder kronor.

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Shooter and victim were just a pair of pixels, dark specks on a gray streetscape. Hair color, bullet wounds, even the weapon were not visible in the series of pictures taken from an airplane flying two miles above.

But what the images revealed - to a degree impossible just a few years ago - was location, mapped over time. Second by second, they showed a gang assembling, blocking off access points, sending the shooter to meet his target and taking flight after the body hit the pavement. When the report reached police, it included a picture of the blue stucco building into which the killer ultimately retreated, at last beyond the view of the powerful camera overhead.

"I've witnessed 34 of these," said Ross McNutt, the genial president of Persistent Surveillance Systems, which collected the images of the killing in Ciudad Ju á rez, Mexico, from a specially outfitted Cessna. "It's like opening up a murder mystery in the middle, and you need to figure out what happened before and after."

As Americans have grown increasingly comfortable with traditional surveillance cameras, a new, far more powerful generation is being quietly deployed that can track every vehicle and person across an area the size of a small city, for several hours at a time. Although these cameras can't read license plates or see faces, they provide such a wealth of data that police, businesses and even private individuals can use them to help identify people and track their movements.

Already, the cameras have been flown above major public events such as the Ohio political rally where Sen. John McCain (R-Ariz.) named Sarah Palin as his running mate in 2008, McNutt said. They've been flown above Baltimore; Philadelphia; Compton, Calif.; and Dayton in demonstrations for police. They've also been used for traffic impact studies, for security at NASCAR races and at the request of a Mexican politician, who commissioned the flights over Ciudad Ju á rez.

Video: A time machine for police, letting them watch criminals - and everyone else.

Defense contractors are developing similar technology for the military, but its potential for civilian use is raising novel civil liberties concerns. In Dayton, where Persistent Surveillance Systems is based, city officials balked last year when police considered paying for 200 hours of flights, in part because of privacy complaints.

"There are an infinite number of surveillance technologies that would help solve crimes . . . but there are reasons that we don't do those things, or shouldn't be doing those things," said Joel Pruce, a University of Dayton postdoctoral fellow in human rights who opposed the plan. "You know where there's a lot less crime? There's a lot less crime in China."

The Supreme Court generally has given wide latitude to police using aerial surveillance as long as the photography captures images visible to the naked eye.

McNutt, a retired Air Force officer who once helped design a similar system for the skies above Fallujah, a battleground city in Iraq, hopes to win over officials in Dayton and elsewhere by convincing them that cameras mounted on fixed-wing aircraft can provide far more useful intelligence than police helicopters do, for less money.

A single camera mounted atop the Washington Monument, McNutt boasts, could deter crime all around the Mall. He said regular flights over the most dangerous parts of Washington - combined with publicity about how much police could see - would make a significant dent in the number of burglaries, robberies and murders. His 192-megapixel cameras would spot as many as 50 crimes per six-hour flight, he estimated, providing police with a continuous stream of images covering more than a third of the city.

"We watch 25 square miles, so you see lots of crimes," he said. "And by the way, after people commit crimes, they drive like idiots."

What McNutt is trying to sell is not merely the latest techno-wizardry for police. He envisions such steep drops in crime that they will bring substantial side effects, including rising property values, better schools, increased development and, eventually, lower incarceration rates as the reality of long-term overhead surveillance deters those tempted to commit crimes.

Dayton Police Chief Richard Biehl, a supporter of McNutt's efforts, has proposed inviting the public to visit the operations center to get a glimpse of the technology in action.

"I want them to be worried that we're watching," Biehl said. "I want them to be worried that they never know when we're overhead."

Technology in action

McNutt, a suburban father of four with a doctorate from the Massachusetts Institute of Technology, is not deaf to concerns about his company's ambitions. Unlike many of the giant defense contractors that are eagerly repurposing wartime surveillance technology for domestic use, he sought advice from the American Civil Liberties Union in writing a privacy policy.

It has rules on how long data can be kept, when images can be accessed and by whom. Police are supposed to begin looking at the pictures only after a crime has been reported. Fishing expeditions are prohibited.

The technology has inherent limitations as well. From the airborne cameras, each person appears as a single pixel indistinguishable from any other person. What people are doing - even whether they are clothed or not - is impossible to see. As technology improves the cameras, McNutt said he intends to increase their range, not the precision of the imagery, so that larger areas can be monitored.

The notion that McNutt and his roughly 40 employees are peeping Toms clearly rankles. The company made a PowerPoint presentation for the ACLU that includes pictures taken to assist the response to Hurricane Sandy and the severe Iowa floods last summer. The section is titled: "Good People Doing Good Things."

"We get a little frustrated when people get so worried about us seeing them in their backyard," McNutt said in his operation center, where the walls are adorned with 120-inch monitors, each showing a different grainy urban scene collected from above. "We can't even see what they are doing in their backyard. And, by the way, we don't care."

Yet in a world of increasingly pervasive surveillance, location and identity are becoming all but inextricable. One quickly leads to the other for those with the right tools.

During one of the company's demonstration flights over Dayton in 2012, police got reports of an attempted robbery at a bookstore and shots fired at a Subway sandwich shop. The cameras revealed a single car moving between the two locations.

By reviewing the images frame by frame, analysts were able to help police piece together a larger story: A man had left a residential neighborhood at midday and attempted to rob the bookstore, but fled when somebody hit an alarm. Then he drove to Subway, where the owner pulled a gun and chased him off. His next stop was a Family Dollar Store, where the man paused for several minutes. He soon returned home, after a short stop at a gas station where a video camera captured an image of his face.

A few hours later, after the surveillance flight ended, the Family Dollar Store was robbed. Police used the detailed map of the man's movements, along with other evidence from the crime scenes, to arrest him for all three crimes.

On another occasion, Dayton police got a report of a burglary in progress. The aerial cameras spotted a white truck driving away from the scene. Police stopped the driver before he got home and found the stolen goods in the back of the truck. A witness identified him soon afterward.

Privacy concerns

In addition to normal cameras, the planes can carry infrared sensors that permit analysts to track people, vehicles or wildlife at night - even through foliage and into some structures, such as tents.

Courts have put stricter limits on technology that can see things not visible to the naked eye, ruling that they can amount to unconstitutional searches when conducted without a warrant. But the lines remain fuzzy as courts struggle to apply old precedents - from a single overflight carrying an officer equipped with nothing stronger than a telephoto lens, for example - to the rapidly advancing technology.

"If you turn your country into a totalitarian surveillance state, there's always some wrongdoing you can prevent," said Jay Stanley, a privacy expert with the American Civil Liberties Union. "The balance struck in our Constitution tilts toward liberty, and I think we should keep that value."

Police and private businesses have invested heavily in video surveillance since the Sept. 11, 2001, attacks. Although academics debate whether these cameras create significantly lower crime rates, an overwhelming majority of Americans support them. A Washington Post poll in November found that only 14 percent of those surveyed wanted fewer cameras in public spaces.

But the latest camera systems raise new issues because of their ability to watch vast areas for long periods of time - something even military-grade aerial cameras have struggled to do well.

The military's most advanced experimental research lab is developing a system that uses hundreds of cellphone cameras to watch 36-square-mile areas. McNutt offers his system - which uses 12 commercially available Canon cameras mounted in an array - as an effective alternative that's cheap enough for local police departments to afford. He typically charges between $1,500 and $2,000 per hour for his services, including flight time, operation of the command center and the time that analysts spend assisting investigations.

Dayton police were enticed by McNutt's offer to fly 200 hours over the city for a home-town discount price of $120,000. The city, with about 140,000 people, saw its police force dwindle from more than 400 officers to about 350 in recent years, and there is little hope of reinforcements.

"We're not going to get those officers back," Biehl, the police chief, said. "We have had to use technology as force multipliers."

Still, the proposed contract, coming during Dayton's campaign season and amid a wave of revelations about National Security Agency surveillance, sparked resistance. Biehl is looking for a chance to revive the matter. But the new mayor, Nan Whaley, has reservations, both because of the cost and the potential loss of privacy.

"Since 2001, we haven't had really healthy conversations about personal liberty. It's starting to bloom about a decade too late," Whaley said. "I think the conversation needs to continue."

To that end, the mayor has another idea: She's encouraging the businesses that own Dayton's tallest buildings to mount rooftop surveillance cameras capable of continuously monitoring the downtown and nearby neighborhoods. Whaley hopes the businesses would provide the video feeds to the police.

McNutt, it turns out, has cameras for those situations, too, capable of spotting individual people from seven miles away.

Related:

PHOTOS: Tracking an entire city in one glance

Blimp-like surveillance craft heighten privacy concerns

Follow The Post's new tech blog, The Switch, where technology and policy connect.

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Get the feeling you're being watched? These eyes in the sky can track every person, vehicle in an area for hours.

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Shooter and victim were just a pair of pixels, dark specks on a gray streetscape. Hair color, bullet wounds, even the weapon were not visible in the series of pictures taken from an airplane flying two miles above. But what the images revealed - to a degree impossible just a few years ago - was location, mapped over time.

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Safer city with efficient crime prevention

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With growing population comes multiple challenges. Here's the story of a safe city project to prevent crime, improve incident management and shorten emergency response times. Rising crime rates in Vicente López, Argentina, initiated a project for change.

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Online tracking service launched for victims of crime - Police.uk

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Launching the service at the inaugural International Crime and Police Conference, Victims' Minister Mike Penning said: "This Government is committed to doing the best it possibly can for crime victims and has committed more money than ever before to doing so.

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Hot och våld mot kriminalvårdens anställda

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Hot och våld mot kriminalvårdens anställda

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Shape-shifting tech will change work as we know it | Sean Follmer

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What will the world look like when we move beyond the keyboard and mouse? Interaction designer Sean Follmer is building a future with machines that bring information to life under your fingers as you work with it.

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Overview

The number of accused and convicted criminal offenders in the United States who are monitored with ankle bracelets and other electronic tracking devices rose nearly 140 percent over 10 years, according to a survey conducted in December 2015 by The Pew Charitable Trusts. More than 125,000 people were supervised with the devices in 2015, up from 53,000 in 2005. (See Figure 1.)

All 50 states, the District of Columbia, and the federal government use electronic devices to monitor the movements and activities of pretrial defendants or convicted offenders on probation or parole. The survey counted the number of active GPS and radio-frequency (RF) units reported by the companies that manufacture and operate them, providing the most complete picture to date of the prevalence of these technologies in the nation's criminal justice system.

How electronic tracking works

Correctional authorities use ankle bracelets and other electronic tracking devices to increase compliance with the conditions of pretrial release, probation, or parole among accused and convicted offenders residing in the community. Although some electronic monitoring technology is intended to manage individuals' behavior- automobile ignition interlock devices, for example, can prevent those convicted of driving under the influence from starting a car when intoxicated-tracking devices are used to monitor the movements or location of those being supervised. The two dominant forms of tracking devices use GPS and RF technology.

GPS systems can continuously track offenders in real time, identifying their movements and whereabouts by transmitting location information to monitoring centers and triangulating signals from satellites and cellular towers.¹ The devices are typically ankle bracelets worn by those whose movements are restricted by court or parole board orders; however, some jurisdictions have replaced ankle bracelets with smartphones equipped with GPS tracking capabilities.² Convicted sex offenders, for example, may be barred from schools or playgrounds, while those convicted of domestic violence crimes are commonly prohibited from approaching their victims' homes or places of employment.³ When monitored offenders enter such exclusion zones, GPS devices alert supervising agencies, which can then take action.

RF devices monitor offenders' presence in or absence from a fixed location. They are most commonly used to supervise those on house arrest or confinement and to enforce curfews by monitoring an offender's presence either continuously or during specified times.⁴ RF systems consist of battery-powered transmitters, typically worn around ankles or wrists, and home-based receivers that can verify whether offenders are within a certain distance and alert monitoring centers of violations, allowing correctional authorities to take action.⁵

A new approach to measuring the use of electronic tracking devices

Establishing the exact number of offenders under electronic supervision is difficult, given the decentralized nature of the criminal justice system. Earlier approximations have varied widely. For example, one study estimated that more than 90,000 GPS units were in use nationwide in 2009, ⁶ while the federal Bureau of Justice Statistics reported that the figure was about 25,000 the same year. ⁷ Both studies, however, were incomplete. The former did not include a detailed methodology and did not indicate whether it counted only active monitoring devices or inactive ones as well; the latter did not count defendants on pretrial release and relied on the voluntary participation of state and local court and supervision agencies, many of which did not submit information. ⁸

To provide a more up-to-date and comprehensive picture, Pew developed a survey of the 11 companies known to manufacture, sell, or operate GPS and RF devices in the United States, including U.S. territories. Seven of the largest companies responded, representing an estimated 96 percent of the market. ⁹

Pew designed the survey to capture data on all active electronic tracking devices nationwide, including those monitoring pretrial defendants or convicted offenders under federal, state, or local jurisdiction. The survey excluded devices used in immigration cases because those offenses are generally considered civil in nature and Pew sought instead to measure electronic tracking in the criminal justice system. ¹⁰

To encourage greater participation, the survey granted confidentiality to all responding firms. To avoid doublecounting people who may have been tracked electronically at multiple points in one year, it asked companies to count the number of devices in use on a single day-Oct. 31-from 2005 through 2015. ¹¹

The survey uses the number of active devices as a proxy for individuals. Manufacturers do not have access to information about the accused and convicted offenders supervised by their products.

GPS drove the increase in electronic tracking

The number of accused and convicted criminal offenders monitored with electronic tracking devices in the United States increased 140 percent between 2005 and 2015, from approximately 53,000 to more than 125,000. Extrapolating from the 96 percent market share of the companies that participated in the survey, the 2015 total probably exceeded 131,000.

The survey also shows that a sharp increase in the use of GPS technology accounted for all of the 10-year growth in electronic tracking, more than offsetting a decline in the use of RF devices. In 2015, manufacturers reported that about 88,000 GPS units were being used for supervision of accused and convicted offenders, a thirtyfold increase from the roughly 2,900 reported a decade earlier. By contrast, the number of active RF units fell 25 percent, from more than 50,000 to below 38,000. (See Figure 2.) These findings are consistent with published studies that suggest RF devices are giving way to technology that can track offenders in real time. ¹²

Despite the substantial growth of electronic tracking during the study period, it remains relatively rare in the context of the U.S. corrections system. Nationally, nearly 7 million people were in prison or jail or on probation or parole at the end of 2014, but individuals tracked using electronic devices in 2015 represented less than 2 percent of that total. ¹³ Although some research suggests that electronic monitoring can help reduce reoffending rates, the expanded use of these technologies has occurred largely in the absence of data demonstrating their effectiveness for various types of offenders at different stages of the criminal justice process. ¹⁴

Conclusion

Pew's survey of electronic tracking devices provides the first valid, comprehensive count of the number of accused and convicted criminal offenders monitored with GPS and RF technologies in the United States. More than 125,000 people were tracked with the devices on a single day in 2015, up nearly 140 percent from the 53,000 reported on the same day in 2005. A sharp increase in the use of GPS technology accounted for all of the growth, more than offsetting a 25 percent decline in the use of RF systems. Despite the overall expansion of electronic tracking, however, the technology remains relatively rare in U.S. corrections, and additional growth should be guided by rigorous research.

Acknowledgments

This brief was prepared for Pew by public safety performance project staff members Stephanie Fahy, Adam Gelb, John Gramlich, and Phil Stevenson. This work was funded in part by The Pew Charitable Trusts with additional support from the Laura and John Arnold Foundation. Editorial assistance was provided by Carol Hutchinson, Jennifer V. Doctors, Bernard Ohanian, and Liz Visser. The project team thanks Kelly Hoffman and Jennifer Peltak for production, design, and web support.

Endnotes

1. Tracy M.L. Brown, Steven A. McCabe, and Charles Wellford, Global Positioning System (GPS) Technology for Community Supervision: Lessons Learned (August 2007), 1-1, http://www.in.gov/idoc/files/B_M_W_2007_GPS1.pdf.

2. The manufacturers selected for participation in this survey produce devices that comply with the National Institute of Justice's published standards for offender tracking systems, which require that devices be physically secured to the person to ensure that his or her location is being tracked. Manufacturers of smartphone technologies that are not physically secured to the individual under supervision were not asked to participate in this survey because their products do not comply with the "body-attached" requirement.

3. Matthew DeMichele and Brian Payne, Offender Supervision With Electronic Technology: Community Corrections Resource (2009), 33, https://www.appa-net.org/eweb/docs/APPA/pubs/OSET_2.pdf.

4. Ibid.

5. Dennis Doffing, "BLU+ RF Monitoring," The Journal of Offender Monitoring 25, no. 2 (June 2014), 19-21, http://www.utterbacksutterings.com/wp-content/uploads/2014/06/JOM-2502-19-21-Doffing-STOP-Reprint.pdf.

6. DeMichele and Payne, Offender Supervision, Table 1a. The authors attribute the estimate to Peggy Conway, former editor of The Journal of Offender Monitoring.

7. Bureau of Justice Statistics, Probation and Parole in the United States, 2009 (December 2010), Appendix Tables 11 and 22, http://www.bjs.gov/content/pub/pdf/ppus09.pdf. Total includes offenders on probation and parole.

8. DeMichele and Payne, Offender Supervision; and Bureau of Justice Statistics, Probation and Parole.

9. To determine the market share captured by the survey, Pew consulted George Drake, an expert on offender-tracking technology, who estimated that the four manufacturers that did not participate each accounted for less than 1 percent of the total number of devices in use.

10. One of the participating manufacturers had a contract with the Department of Homeland Security's Immigration and Customs Enforcement division (ICE) to provide monitoring for individuals involved in immigration proceedings. That manufacturer received a separate survey with instructions to exclude numbers for individuals monitored for immigration-related proceedings or violations, or any numbers associated with its ICE contract.

11. Pew selected Oct. 31 to capture the most recent available data before distributing the survey to manufacturers.

12. Doffing, "BLU+ RF Monitoring," 19.

13. Bureau of Justice Statistics, Correctional Populations in the United States, 2014 (December 2015), 1, http://www.bjs.gov/content/pub/pdf/cpus14.pdf. Figure does not include pretrial defendants who are released from custody while awaiting trial.

14. William Bales et al., A Quantitative and Qualitative Assessment of Electronic Monitoring (May 2010), https://www.ncjrs.gov/pdffiles1/nij/grants/230530.pdf; Washington State Institute for Public Policy, "Electronic Monitoring (Probation)" (June 2016), http://www.wsipp.wa.gov/BenefitCost/ProgramPdf/437/Electronic-monitoring-probation; and Marc Renzema and Evan Mayo-Wilson, "Can Electronic Monitoring Reduce Crime for Moderate to High-Risk Offenders?" Journal of Experimental Criminology, 1, no. 2 (2005), 215-237, http://link.springer.com/article/10.1007/s11292-005-1615-1#/page-1. Bales et al. found that electronic monitoring reduced the risk of failure among medium- to high-risk offenders by 31 percent as measured by revocations for a new offense or a technical violation and those resulting in a jail or prison sentence, and absconding; the Washington State Institute for Public Policy found that the benefits of electronic monitoring for probationers exceeded the costs by nearly $27,000; and Renzema and Mayo-Wilson found that "applications of electronic monitoring as a tool for reducing crime are not supported by existing data."

This issue brief was updated Sept. 30, 2016, to more accurately explain why smartphone technologies were not included as a means of electronic monitoring in this report.

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Use of Electronic Offender-Tracking Devices Expands Sharply

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The number of accused and convicted criminal offenders in the United States who are monitored with ankle bracelets and other electronic tracking devices rose nearly 140 percent over 10 years, according to a survey conducted in December 2015 by The Pew Charitable Trusts.

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Delprov 2 - vidareutveckling designkoncept - Illusion eller verklighet

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Delprov 2 - vidareutveckling designkoncept - Illusion eller verklighet

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Hur mycket kan man påverka någons "vilja" eller tanke? Medvetet eller omedvetet

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Världens fakta: Illusion eller verklighet? - Avsnitt 4

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Del 4 av 4. Katherine Mills är illusionist och expert på hur vår hjärna fungerar. Hon gör experiment med vanliga människor och visar hur lätt det är att styra våra sinnen och vår hjärna.

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Tankar om Etik, hot, våld och död om man bryter lagen ... 

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Tankar om Etik, hot, våld och död om man bryter lagen ... 

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Hur man i en film från 1991 "löste problemet med att rymma" på ett effektivt(?) sätt ...

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12.Rutger Hauer (Deadlock aka Wedlock) full movie action scifi thriller prison crime movie.mp4

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Uploaded by yyfqriLtO3kN4to on 2017-04-05.

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Kan man designa om en persons tankar och beteende?

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Att kanske förebygga nya brott som begås

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Under åren 2003-2007 hade Brå i uppdrag av regeringen att stödja införandet av medling vid brott. Under detta projekt, som Brå avslutat, utbildades bland annat 800 medlare. Brå publicerade även flera artiklar och rapporter om medling vilka går att ladda ner från spalten till höger.

Medling är frivilligt

Medling vid brott är ett möte mellan gärningsperson och brottsoffer. Mötet sker tillsammans med en opartisk person, en så kallad medlare. Man möts för att prata om brottshändelsen och konsekvenserna av den. Medling vid brott är en möjlighet för gärningspersonen att ställa tillrätta och för brottsoffret att få gottgörelse och möjlighet att bearbeta de negativa upplevelserna av brottet. De brott som medling gäller ska vara anmälda till polisen. Dessutom ska gärningspersonen ha erkänt gärningen eller delaktighet i den. Medling är helt frivilligt för båda parter och riktar sig främst till unga lagöverträdare.

Kommunerna erbjuder medling

När den som har begått ett brott är under 21 år ska kommunen enligt lagen erbjuda medling. Kontakta respektive kommun för mer information om hur medlingsverksamheten ser ut lokalt. Inspektionen för vård och omsorg (IVO) är den myndighet som är ansvarig för tillsynen av medlingsverksamheten.

Handbok i medling

Medling vid brott. En handbok är en hjälp för dig som är medlare eller medlingssamordnare. Den fungerar både som allmän kunskapskälla och som uppslagsbok när du behöver information om särskilda moment i medlingen.

Rapporten Medling i går, i dag och i morgon. En kort skrift om medling vid brott gavs ut efter att Brå avslutat uppdraget att stödja införandet av medling vid brott. Rapporten sammanfattar de kunskaper och erfarenheter som Brå gjorde inom ramen för sitt regeringsuppdrag.

Praktiska erfarenheter av medling

I ett flertal artiklar har Brå beskrivit erfarna experters och lokala aktörers erfarenheter av och syn på medling. Artiklarna belyser både de rent praktiska erfarenheterna och det underliggande resonemanget runt medlingsverksamhet i sig.

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Under åren 2003-2007 hade Brå i uppdrag av regeringen att stödja införandet av medling vid brott. Under detta projekt, som Brå avslutat, utbildades bland annat 800 medlare. Brå publicerade även flera artiklar och rapporter om medling vilka går att ladda ner från spalten till höger. Medling vid brott är ett möte mellan gärningsperson och brottsoffer.

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Den japanska mobiljätten NTT Docomo och det japanska teknikföretaget Toray har tagit fram en ny intressant pryl som man kallar Hitoe. Hitoe innehåller nanofibrer som täcker en liten nikotinplåsterstor tygbit. Hitoe kan man sedan integrera i träningskläder som då, till exempel, kan läsa av ens puls när man är ute och tränar.

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När Apple lanserade sin smarta klocka för två år sedan hade de en tydlig strategi: Den skulle marknadsföras som en modeaccessoar, inte teknikpryl, och således gjorde de allt för att uppvakta modebranschen.

Under den allra första presentationen av klockan var Apple-vd:n Tim Cook nära att spricka av stolthet när han meddelade att modehuset Hermés skulle designa moderiktiga armband.

När det var modeveckan i Paris våren därpå bjöd de in till mingel med kända fotomodeller, Karl Lagerfeldt och Anna Wintour medan fashionistas fick stå i kö för att få en skymt av klockan i en glasmonter.

Och inför butiksdebuten i maj 2015 köpte de ett tolvsidigt annonsuppslag i amerikanska Vogue, med minimalistiska fotografier som fokuserade på design och detaljer, men inte så mycket som en rad om tekniska specifikationer.

Om Apples flört med modevärldens gått hem på sikt är mindre säkert - idag försöker de snarare positionera sig som en sportklocka - men de lyckades ändå med någonting som varken Pebble, Samsung eller Motorola gjort.

De gjorde det okej för alla - modebloggare och influensers, kvinnor och män, unga och gamla - att knalla omkring med en smart klocka på armen.

Förändring på gång

Det hade varit en omöjlig tanke för bara några år sedan.

Wearable tech är en benämning som får näsor att rynkas nästan överallt, utom möjligen M.I.T.:s campus-område. Inte så mycket för vad tekniken kan göra, utan för att det omedelbart får oss att tänka på en Star Trek-figur, med lösa sladdar och kameralins där ögat ska sitta.

Men nu är något på att hända.

På digitalfestivalen South by Southwest, som pågår 10 till 19 mars i Austin, har man i flera år haft just den bärbara tekniken på agendan. En av årets snackisar var en smart jacka från Levi's och Google som, till skillnad från det mesta vi sett på området tidigare, faktiskt ser ut som ett helt vanligt plagg.
Den smarta jackan ser ut som vilket plagg som helst.
Google och Levi's tillkännagav samarbetet 2015, under namnet Project Jacquard, och efter två års testande av olika material har man fått fram en ledande tråd som smälter in i tyget obemärkt.

I vänster jackärm gömmer sig 15 invävda trådar som känner av tryck och rörelser och skickar signalerna vidare till telefen via bluetooth. Om någon ringer och du inte vill svara kan du stryka med handen neråt. Om du vill byta låt kan du gör du en fördefinerad handrörelse över tyget.

- Det som slår en allra först när man sätter den på sig är att den sätter stil i första rummet. Om de flesta andra bärbara teknikprylarna handlar om hårdvara som imiterar modeaccessoarer så handlar den här om tyget, skriver Forbes som testat jackan.

Det enda som skvallrar om att att det handlar om en smart jacka är ett svart, löstagbart ärmuppslag som gömmer bluetooth-sändare och batteri.

Levi's smarta Commuter Jacket skulle ha nått butiker i vår men har försenats till hösten. Prislappen väntas ligga på cirka 350 dollar.

Kreditföretaget Visa demonstrerade nån dag senare ett par solglasögon med ett inbyggd NFC-chip. Tanken är att du ska kunna betala i affären även om du glömt plånboken hemma soliga dagar. Allt du behöver göra är att ta dem av dig, lägga dem på NFC-yta, så är det klart.

Än så länge är solglasögonen på ett prototypstadie där företaget försöker känna av om det finns en efterfrågan på produkten.

Starten på något nytt?

Det allmänna surret på bloggar och nyhetssajter är att utbudet av bärbar teknik är på väg in i en ny fas där produkterna som når marknaden äntligen är tilltalande nog för konsumenter att ta till sig.

På tal om smarta glasögon så meddelade Snapchat nyligen att de nu gör sina glasögon Snapchat Spectable tillgängliga på nätet. Glasögonen, som låter användare spela in vad de ser och lägga ut på videoplattformen, var tidigare endast tillgängliga i utvalda butiker i USA.

Vid lanseringen i höstas köade folk för att få tag på ett par, de som inte lyckades kunde köpa bättre begagnade för tusentals kronor.

Google lade utvecklingen av Google Glass på is förra året, inte för att upplevelsen var undermålig, utan för att kunder dels inte vill gå runt med ett par glasögon som ser ut som en leksak, och dels för att vi helt enkelt inte behövde dem.

Det som talar för att Projekt Jacquard har större chans är att det är ett plagg med inbyggd teknik, inte teknik som maskerar sig som ett plagg.

Signalen från Google är att den smarta jackan bara är början.

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Teknik som bärs som kläder, så kallade "wearable tech" har länge ansetts som mer geek än chic. Men när Levi's och Google visade upp sin smarta jacka i veckan började många prata att vi kan stå inför en ny era. Teknik och mode är dock inget nytt utan har gått hand i hand sedan åtminstone 500 år tillbaka.

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Kan vi påverka verkligheten med tankens kraft?

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Kan vi påverka verkligheten med tankens kraft?

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"Allt vi är, är resultatet av våra tankar. Sinnet är allt. Vi blir det vi tänker."

- Buddha, Gautama Siddhartha

Enligt Dr. Joe Dispenza omorganiserar sig hundratals miljoner neuroner varje gång vi lär oss något eller upplever något nytt.

Dr. Dispenza är världskänd för sin innovativa teori om sambandet mellan sinne och materia. Kanske är han mest känd som en av vetenskapsmännen som medverkade i det hyllade dokudramat från 2004 "What the Bleep Do We Know" (ungefär "Vad vet vi egentligen"). Hans arbete har hjälpt till att avslöja de fantastiska egenskaperna hos sinnet och dess förmåga att skapa synaptiska kopplingar genom att medvetet fokusera vår uppmärksamhet.

Föreställ dig att för varje ny erfarenhet etableras en ny synaptisk koppling i hjärnan. Vid varje ny sinnesupplevelse, syn eller känsla skapas oundvikligen en ny relation mellan två av över hundra tusen miljoner hjärnceller.

Men det här fenomenet kräver fokuserad förstärkning för att åstadkomma en verklig förändring. Om upplevelsen upprepar sig på relativt kort tid blir kopplingen starkare. Om det inte händer igen på lång tid kan kopplingen försvagas eller försvinna.

Kan tanken påverka kroppens tillstånd?

Vetenskapen brukade hålla fast vid att hjärnan var statisk och att nervkopplingarna har de vägar de har med mycket liten chans till förändring. Men, ny forskning inom neurovetenskap har upptäckt att inverkan av varje kroppslig upplevelse (till exempel kyla, rädsla, trötthet, glädje) inom vårt tänkande organ arbetar på att forma våra hjärnor.

Om en kall vind är kapabel till att få håren att resa sig på underarmen, är det mänskliga sinnet då kapabelt till att skapa samma sensation med identiska resultat? Kanske är det kapabelt till mycket mer.

"Tänk om man bara genom att tänka kan få den inre kemin att slås ur det normala så ofta att kroppens självregleringssystem så småningom definierar om dessa onormala tillstånd till normala tillstånd". Detta frågar sig Dispenza i sin bok "Evolve Your Brain, The Science of Changing Your Mind" (ungefär "Utveckla hjärnan, vetenskapen bakom att ändra ditt sinne").

"Det är en subtil process, men kanske har vi inte gett den så mycket uppmärksamhet förrän nu."

Hjärnan luras av negativa tankar

Dispenza menar att hjärnan egentligen inte alls är kapabel att åtskilja en verklig fysisk sensation från en inre upplevelse. På det viset, när sinnet ständigt är fokuserat på negativa tankar skulle vår gråa massa lätt luras till att omvända oss till ett tillstånd med dålig hälsa.

Dispenza illustrerar detta genom att hänvisa till ett experiment där personer ombads att trycka ringfingret mot en fjäderladdad sak under en timme per dag i fyra veckor. Efter att om och om igen ha tryckt mot fjädern blev fingrarna hos försökspersonerna 30 procent starkare. Samtidigt fick en annan grupp personer föreställa sig själva hur de tryckte mot fjädern, utan att fysiskt röra vid den. Efter fyra veckor av den här enbart mentala övningen upplevde den här gruppen en ökning på 22 procent i fingerstyrka.

I många år har forskare undersökt olika sätt där sinnet styr materian. Från placeboeffekten (där en person känner sig bättre efter att ha tagit låtsasmedicin) till utövarna av Tummo (en metod från tibetansk buddhism där individerna verkligen svettas fast de mediterar i minusgrader). Hur en människas "andliga" del influerar det obestridliga fysiska självet utmanar traditionella uppfattningar om tanken, där materia endast styrs av fysiska lagar och där sinnet endast är en biprodukt av de kemiska interaktionerna mellan neuronerna.

Tanken förändrade sjukdomstillstånd

Dr. Dispenzas undersökningar härrör från en kritisk period i livet. Efter att han blev påkörd av en bil när han var ute och cyklade insisterade läkarna på att Dispenza behövde steloperera ryggen för att kunna gå igen. Proceduren skulle troligtvis ge honom kronisk smärta resten av livet.

Men Dispenza, som är kiropraktor, bestämde sig för att utmana vetenskapen och faktiskt ändra tillståndet hos handikappet genom tankens kraft - och det fungerade. Efter nio månader med ett fokuserat terapiprogram kunde han gå igen. Peppad av framgången bestämde han sig för att ägna sitt liv åt att studera kopplingarna mellan kropp och sinne.

Fast besluten att utforska tankens kraft att läka kroppen har "hjärn-doktorn" intervjuat dussintals människor som har varit med om det läkarna kallar "spontan remission" (självläkning). De är människor med allvarliga sjukdomar som bestämde sig för att ignorera konventionell behandling men som ändå blev fullt återställda. Dispenza kom på att de här människorna alla delade en förståelse av att tankarna styr ens hälsotillstånd. Efter att de fokuserade uppmärksamheten på att ändra sitt tänkesätt löstes sjukdomarna mirakulöst upp.

"Känsloberoende" kan brytas

På samma sätt ser Dispenza att människor faktiskt har ett undermedvetet beroende till vissa känslor, negativa och positiva. Enligt hans forskning påverkar känslor en person till ett upprepat beteende och utvecklar ett "beroende" till kombinationen av specifika kemiska substanser för varje känsla som översvämmar hjärnan med en viss frekvens.

Kroppen svarar på dessa känslor med vissa kemiska ämnen som i sin tur influerar sinnet att ha samma känsla. Med andra ord kan man säga att en räddhågad person är "beroende" av känslan rädsla. Dispenza menar att när hjärnan hos en sådan person kan frigöra sig från den kemiska kombinationen som förknippas med rädsla öppnar sig hjärnans motsvarande receptorer för de substanserna. Samma sak gäller vid depression, ilska, våld och andra passioner.

Många är dock skeptiska till Dispenzas upptäckter, trots hans förmåga att påvisa att tankar kan förändra en varelses fysiska tillstånd. Teorin om "tro på din egen verklighet" är generellt förknippad med pseudovetenskap och låter inte vetenskaplig.

Vetenskapen kanske inte är redo att erkänna att det fysiska kan ändras genom tankens kraft, men Dr. Dispenza försäkrar att processen sker trots detta.

"Vi behöver inte vänta på vetenskapen att ge oss tillstånd att göra det ovanliga eller att gå bortom det vi har hört är möjligt. Om vi gör så gör vi vetenskapen till en form av religion. Vi ska vara oberoende, vi borde tillämpa att göra det ovanliga. När vi blir konsekventa i våra förmågor skapar vi bokstavligen en ny vetenskap", skriver Dispenza.
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Kan vi påverka verkligheten med tankekraft?

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Enligt Dr. Joe Dispenza omorganiserar sig hundratals miljoner neuroner varje gång vi lär oss något eller upplever något nytt. Dr. Dispenza är världskänd för sin innovativa teori om sambandet mellan sinne och materia. Kanske är han mest känd som en av vetenskapsmännen som medverkade i det hyllade dokudramat från 2004 "What the Bleep Do We Know" (ungefär "Vad vet vi egentligen").