Full Speed Ahead for Connected Cars, But Are They Going the Wrong Way?

As reported by NBC News: Why is it, Tarun Bhatnagar was wondering, that the "beautiful screen in the instrument cluster of my rental car can't provide me with a connected and safer driving experience?"

Bhatnagar, Google's director of Maps for Business, was describing how he used his phone's navigation app to get to the Los Angeles Auto Show last week. For the whole drive, he said, he had to balance the phone on his lap.

"That needs to change," Bhatnagar said in a keynote address at the show, which prominently featured a pavilion devoted to car tech.

Finding ways for drivers to safely use their cherished electronics is big business: What's called the connected car industry is projected to grow at a rate of 35 percent through 2019, to $132 billion, Transparency Market Research, an international market analytics firm, calculated last month.

The idea is to keep drivers' hands on the wheel and their eyes on the road. But safety experts insist that's beside the point — your brain simply isn't built to concentrate on two (or more) activities at once, so it's impossible to make electronics safe to use behind the wheel, no matter how much money and technology you throw at it.

"All this creates a dilemma for automakers," acknowledged Derek Kuhn, vice president of QNX Software, which makes an operating system used in many of the leading car systems. "How do they place a bet on the future?"

The challenge, according to Kuhn, is to develop "a balanced environment where smartphones bring apps into the car, consumers enjoy the integration they desire, and automakers deliver a consistent, branded experience."

Scores of companies are spending a lot of money to meet that challenge:

• Ford Motor Co.'s Sync technology — which lets drivers make calls, play music, get directions and even send and receive texts, all by voice — will be available in more than 90 percent of Ford's 2014 vehicles, the company said at the L.A. Auto Show, where Jim Farley, the company's global vice president for marketing, called your car "the ultimate mobile device."

• General Motors Co.'s OnStar embedded system, which does many of the same things, will connect with your smartphone so you can run apps by voice at the wheel.

• Apple Inc. is already putting "eyes-free" versions of Siri and iTunes in some cars, designed to let drivers control them with buttons on the steering wheel. But Apple has far grander plans — it hopes to turn your car into a full four-wheeled Apple computer by embedding iOS 7 beginning next year.

Other in-the-works or planned technologies could turn your car into something out of "The Matrix" or "Minority Report".

• A startup called The NeXt Co. is raising money to produce Heads UP — which wirelessly projects your smartphone's screen onto your windshield, where you can use it by voice and gestures:

• Mitsubishi Electric is already on the second generation of its EMIRAI concept car, which senses your surroundings and biometrics and can pop up any of 18 function buttons on the steering wheel as it determines you need them. It even includes an armrest touch screen where you're supposed to write out commands with your finger.

• Government-funded researchers at Germany's Free University of Berlin are working on the "BrainDriver" — a soft head covering that reads your brain waves and translates them into driving commands. It's still in the demonstration phase; unfortunately, in road tests there's still "a slight delay between the intended command and the actual reaction of the car," the researchers say.

It's exciting stuff, but skeptics point to more than a decade of research that establishes that dividing your concentration on anything but the task of driving creates too much competition for mental processing.

This is true not just when you take eyes off the road to deal with a beeping, brightly lighted screen, they argue, but even when you listen to information without diverting your gaze. That means wearable tech like BrainDriver and Google Glass likely won't solve things.

Researchers call it "inattention blindness": You may be looking where you're going, but you don't really see it because your brain is crunching different data. That's true for simply listening to the radio, which can delay your reaction time by a half-second, researchers at the University of Utah concluded in June in a report for AAA's Foundation for Traffic Safety (.pdf).

(Half a second might seem trivial, but "a fraction-of-a-second delay would make the car travel several additional car lengths," the congressionally chartered National Safety Council found in a 2010 survey of data on distracted driving (.pdf). "When a driver needs to react immediately, there is no margin for error.")

Talking on the phone hands-free and using devices through speech recognition further lengthen that delay, the Utah report found. What makes the new data especially alarming is that the study controlled for manual distraction; that is, all of the tests specifically recorded tasks that drivers could perform without taking their hands off the wheel.

"This clearly suggests that the adoption of voice-based systems in the vehicle may have unintended consequences that adversely affect traffic safety," the report concluded.

Research like that is why the National Transportation Safety Board is pushing Congress and state legislatures to ban all drivers from using electronics, including phones — even if they use hands-free technology.

If anything, said Robert Rosenberger, an assistant professor at the School of Public Policy at Georgia Tech in Atlanta, whizbang tech like iOS in the car and BrainDriver makes things worse because "it encourages people not to be cautious."

"They send the wrong message to drivers," Rosenberger told NBC News. "It implies to drivers that these things are safe."

David L. Strayer of the University of Utah, a lead researcher on the AAA study, put it more simply: "Just because you can do it doesn't mean you should do it," he said.

Want a Futuristic Navigation HUD on Your Windshield? Check Out Sygic’s GPS App

As reported by Venture Beat: Sure, most smartphones offer free GPS navigation these days. But unless you have a smartphone mount on your dashboard, looking down at your phone for navigation can be awkward — and potentially dangerous — while driving.

Popular GPS navigation app Sygic has a solution: Just bring the navigation data to your windshield. Sygic is today launching a heads-up display (HUD) interface on its iPhone and Android apps — no extra gadgets required.

You just need to place your smartphone under your windshield and Sygic’s high-contrast HUD interface will be reflected on it, making it appear as if your car has a futuristic smart windshield. The interface highlights the most important navigation information, like the distance to your next turn, and it works in conjunction with the app’s voice navigation.

Garmin recently released a $150 gadget to enable a similar HUD feature on its $50 mobile app. Sygic’s HUD, in comparison, costs just $5 (plus more for other navigation features).

With 33 million users and $18 million in revenue this year, Sygic is one of the most popular navigation apps in the world. But while it has 3 million users in the U.S., it isn’t as well known in this country as other GPS solutions from Garmin, TomTom, or the free offerings from Google and Apple.

Unlike most GPS apps, Sygic downloads its maps to your phone so you can use its navigation features even without a cellular connection (in those cases, it just relies on your phone’s GPS). The company also differs from many of its competitors by taking a freemium approach: Basic navigation is free, but you have to shell out $29 for voice guidance and other premium features.

“We have a different strategy [from competitors], our business model is very transparent,” said Michal Stencl, Sygic’s founder and CEO, in an interview with VentureBeat. “We don’t want to collect info about the users, that’s why we ask for micropayments.”

Stencl tells me the HUD feature was developed as part of one of the company’s “Innovation Days” just a few weeks ago. That fast turnaround is telling: Sygic has just 15 employees, which makes it far more nimble than navigation giants.


The Bratislava, Slovakia-based company has been around since 2004 and is entirely bootstrapped by Stencl.

Thanksgiving Special: Raspberry Pi Modified Microwave Automates Cooking...Raspberry Pie Using Your Smartphone (or Tablet)

As reported by Reviewed.com: With all this talk about smart appliances and the “internet of things,” (IoT) you’d think we’d have a microwave smart enough to follow elaborate cooking commands—or, at the very least, keep accurate time.

Nokia recently unveiled a nifty “smart” microwave with a touchscreen and...eye-tracking technology? That’s all well and good, but it doesn't address the basic problems of most microwaves, such as the fact that so many foods require several stages of cooking, cooling, and sitting. Not to mention, few—if any—offer voice command or mobile control.

Enter: Nathan Broadbent, a young software engineer from New Zealand who recently took this matter upon himself. Nathan was inspired by a Reddit post fittingly titled, “Food items should have QR codes that instruct the microwave exactly what to do...”

So, Nathan used a single-board computer called Raspberry Pi to develop a program that interacts with his home microwave, and which can be controlled remotely. Here are some of the features of Nathan’s brilliant home-mod microwave:

• Internet-synced clock
• Voice command control
• Barcode scanner for looking up cooking instructions from online database, which Broadbent created himself
• Mobile app phone for setting up cooking instructions for specific products
• Tweets after the timer is up

As for Samsung, Whirlpool, LG, and all the other big microwave manufacturers, what gives? You should've come up with this product years ago. Hire this man.

Check out Broadbent’s extensive blog post for a complete rundown of how he did it, and instructions for how you can do it—some technical skills required.

SpaceX Launch Delayed Until Thanksgiving

As reported by USA Today: A rocket launch could spice up Thanksgiving Day traditions this year on the Space Coast.

SpaceX is targeting a 5:38 p.m. Thursday launch of a commercial communications satellite, after Monday evening's first attempt was scrubbed.

Weather cooperated, but a series of technical issues cropped up with the 224-foot Falcon 9 rocket, delaying and then twice aborting the countdown at Cape Canaveral Air Force Station, Fla.

The countdown got within 4 minutes before the final abort for reasons SpaceX did not detail on a webcast. The 66-minute launch window closed at 6:43 p.m.

SpaceX CEO Elon Musk said later on Twitter that engineers saw pressure fluctuations in the rocket's first-stage liquid oxygen tank.

"Want to be super careful, so pushing launch to Thurs.," he said.

Musk had said before Monday's try that launch attempts were not possible Tuesday or Wednesday.

They are two of the busiest travel days of the year, and the Federal Aviation Administration would not close the air space because too much air traffic would need to be rerouted.

"So if it doesn't happen (Monday), it's probably going to happen maybe at the end of the week," he said. "Thanksgiving is a possibility."

The mission is an important one for SpaceX and Luxembourg-based SES, which operates a fleet of 54 satellites.

It is SpaceX's first launch from Florida of its upgraded Falcon 9 rocket and its first launch of a commercial communications satellite headed for a geostationary orbit 22,300 miles over the equator.

SES wants to get its SES-8 spacecraft in service to help beam high-definition TV channels to homes in India and Southeast Asia, a fast-growing market.

Voice Controls Can Be Surprisingly Distracting to Drivers

Voice controls can help drivers to keep their eyes on the road
and hands on the wheel, but new research shows they can also
divert their attention.

As reported by MIT Technology Review: Voice interfaces make it easier for drivers to tune the radio, adjust the air-conditioning, or send a text while speeding down the road. But even though these systems are advertised as allowing drivers to keep their hands on the wheel and eyes on the road, new evidence suggests that they might be more distracting than previously realized.

A study conducted by researchers at MIT with support from Toyota’s Collaborative Safety Research Center found that using voice commands for simple tasks, like finding a radio station or changing the climate settings, is quicker and less taxing for a driver. But using voice controls to perform more complex tasks—such as tuning the radio—often takes longer than doing those things manually. It can also cause drivers to glance away from the road to select from a menu or confirm that the system has recognized their speech correctly.

There’s a “great role for voice” in cars, says Bryan Reimer, a research scientist at MIT’s Age Lab who carried out the research with colleagues. “But now we understand it’s not cost-free.”

The study involved asking research subjects to drive a 2010 Lincoln MKS with voice-activated controls. Reimer stressed that the car’s voice interface is not unsafe and that the results do not reflect a problem with this specific interface; they are more likely representative of issues with voice-command interfaces across the industry. However, the results could help automakers refine their designs as car interfaces become increasingly computerized, connected, and complex.

The study “shows that voice interfaces can be visually distracting, so drivers may underestimate what they can safely do while driving,” says Paul Green, a research professor in the Driver Interface Group at the University of Michigan Transportation Research Institute.

Studying driver attention is already a very important part of road safety research. The National Highway Traffic Safety Administration estimates that more than 90 percent of all road accidents in the United States involve some form of driver error, and that texting and driving played a role in 18 percent of fatal accidents in 2010.

Carmakers have added voice controls to address concerns over distraction, and to address the increasing complexity of more capable in-car entertainment, navigation, and communication systems. “A large part of the industry has focused on voice as a hands-free, eyes-free mode of interaction, and it’s more complicated,” Reimer says.

Another study, published in June by the AAA Foundation for Traffic Safety, concluded that voice interfaces can be mentally distracting even when they don’t require drivers to look away from the road or fiddle with manual controls.

Thomas Dingus, director of the Transportation Institute at Virginia Tech and an expert on vehicle interfaces, says the MIT study backs up previous research on voice interfaces. But he says further research—involving people driving their own cars for extended periods—is needed to determine how drivers adapt to such interfaces over time. “The belief is that there’s not really a safety risk if [the voice interface] is well-designed,” Dingus says. “But we’re trying to figure out what that means.”

The relationship between interfaces and drivers will become more complicated as new autonomous driving capabilities appear in cars. The issue will be how to best turn a driver’s attention back to the road when an autonomous system needs to hand back control (see “Proceed with Caution to the Self-Driving Car”).

The MIT study is being announced today at the LA Motor Show, where Toyota will demonstrate a research vehicle designed to measure driver distraction. Another study conducted by Toyota and researchers at Stanford, also being released at the show, highlights a new kind of driving simulator, one designed to help explore behavior in autonomous vehicles.

Tracing the World's Most Complicated Roadways With GPS Data

As reported by The Atlantic Cities: Who knew GPS could be so beautiful?  The intricate highway interchange is always easier to appreciate from above. Take away the congestion, the last-minute mergers, the tail-pipe exhaust, the conflicting road signs and the vertigo, and a perfect cloverleaf really starts to look like a marvel of engineering.

Perhaps you've seen photos like these that capture the most complex Interstate overpasses as interlocking ribbons of asphalt. The above image, though, presents some of this same information in a quieter, more beautiful way, reducing interchanges – in this case, the intersection of I-70 and the I-465 beltway around Indianapolis – to their simplest geometry.

That picture comes from a layer of GPS traces on OpenStreetMap, where it's now possible to visualize the open-source mapping project's vast, ever-updating GPS database. The traces come from individual contributors, often driving their own cars, creating their own data streams via something as simple as an app on their smartphones. Such data can correct imprecise maps or validate earlier edits. But GPS data also produces a compass byproduct: Using it, we can verify the direction of a one-way street captured from a moving car, or unravel the elaborate logic of a four-way stacked overpass in a way that's not possible from a satellite photo.

Forget the old two-toned picture of road traffic: red for tail lights and white for head lights. This map, courtesy of MapBox and the OpenStreetMap Foundation, paints moving GPS traces with the full color wheel at right. Eric Fischer, who worked on the project, explained the method this way by email:

The resulting map of the world portrays every traced road by both location and direction. The highway interchanges, though, pop out as some of the most compelling parts of our infrastructure when viewed this way. With the help of Fischer, we pulled out some of our favorites below.

Consider this a more zen appreciation of highway infrastructure than what you'll undoubtedly experience on the roads this week heading to and from Thanksgiving.

The famous Spaghetti Junction outside of Birmingham
in the United Kingdom

A four level interchange in Los Angeles.

The confluence of I-90, I-190 and I294 outside of O'Hare International Airport
in Chicago.

New Jersey from I-95 and I-495

Arc de Triomphe in Paris

A particularly heavily traveled cloverleaf in Moscow.

Faulty Traffic Sensors Dull How 'Smart' Freeways Are

As reported by Wireless Week: California's highways aren't as smart as they used to be.

Buried under thousands of miles of pavement are 27,000 traffic sensors that are supposed to help troubleshoot both daily commutes and long-term maintenance needs on some of the nation's most heavily used and congested roadways. And about 9,000 of them do not work.

The sensors are a key part of the "intelligent transportation" system designed, for example, to detect the congestion that quickly builds before crews can get out and clear an accident.

A speedy response matters: Every minute a lane is blocked during rush hour means about four extra minutes of traffic. Fewer sensors can mean slower response times, so the fact that 34 percent are offline — up from 26 percent in 2009 — creates an extra headache in California's already-sickly traffic situation.

"(It) is not an acceptable number, really," said California's top transportation official, Brian Kelly.
With limited space and money for new lanes, Kelly said, maximizing flow on existing freeways is critical. To do so, planners rely on a network of cameras, above-road detectors, message boards and the in-road sensors called "loops" because of their shape.

Some loops were cut during construction, others yanked out by copper wire thieves. Many have succumbed to old age.

The resulting blind spots show up as strings of gray amid the green, yellow or red on the large map that freeway managers overseeing Los Angeles and Ventura counties monitor for signs of trouble. Even worse off than LA, according to Caltrans, are inland areas such as the San Joaquin Valley and San Bernardino and Riverside counties.

The outages are significant enough that the sensors alone cannot produce real-time traffic maps that are useful to the public. Especially when compared to the many private traffic mapping services that drivers rely on to get around.

So, to post online traffic maps that are ready for public consumption, California and other states are paying the private sector.

Caltrans gives away data from its working loop sensors to Google and other companies; Caltrans also pays Google for a traffic map that incorporates its own data as well as information the tech giant gets from vehicles and cellphones whose owners have agreed to share location data.

California's tab is not large — Caltrans estimates it at $25,000 per year for its public-facing Quickmap — but other states are giving away sensor data and buying back reliable maps as well. Michigan's transportation department said it pays Inrix Inc. about $400,000 annually for data to populate its Mi Drive map.

An Inrix spokesman said the company has contracts with 25 state transportation departments.

Loops are a simple technology that can last decades when properly installed. A bundle of wires under the pavement detects the size, speed and number of vehicles that pass over it, transmitting the information to a roadside box. That data records traffic in real time, but also helps planners who want to know how many of what kinds of vehicles use a road so they can project when it will start to deteriorate (more big trucks means more potholes, sooner).

Drivers may be familiar with loops at surface street intersections, where a circular cut in a turn lane means a loop will detect an idling car and tell the light to change. Replacement materials cost only a few hundred dollars — but installing a loop on a freeway can cost thousands because to embed the wire crews must close two lanes, likely off hours when labor is more expensive.

In the Fresno and San Francisco Bay areas alone, Caltrans plans to spend $35 million to fix loops sensors — as well as freeway lights, cameras, ramp meters and other electrical systems — that are down due to metal scavengers or other problems.

The state that pioneered the use of loop sensors starting in the 1970s is not alone in its struggle to keep them producing reliable data.

In Utah, transportation officials estimated about 20 percent of loops do not work.

"Does it impair our ability to make informed decisions? Certainly," said Blaine Leonard, manager of the state's intelligent transportation systems program.

Information from loops informs the estimated travel times posted on freeway message boards.

"If the data is bad and therefore the travel times are bad, at some point in time the public goes, 'Well, they don't know what they're doing,'" Leonard said.

About 75 percent of loops In the Austin, Texas area are not working due to large-scale freeway resurfacing, according to the state department of transportation. Michigan's transportation planners abandoned loops because they found too many failed during winter's freeze-thaw cycle; they've moved to above-road sensors that use microwaves to detect traffic.