2012 Raytheon Award Video on Vimeo:
fighter jets are just cool.
'via Blog this'
Thursday, April 26, 2012
Wednesday, April 25, 2012
Battlefield 3 spectator mode and e-sports features teased by latest Battlelog update | PC Gamer
Battlefield 3 spectator mode and e-sports features teased by latest Battlelog update | PC Gamer: "Would you watch livestreamed Battlefield 3 matches, readers? Is your platoon ready for competitive play?"
yes. this is a feature I've always wanted.
'via Blog this'
yes. this is a feature I've always wanted.
'via Blog this'
Monday, April 23, 2012
Software Engineers Will Work One Day for English Majors - Bloomberg
Software Engineers Will Work One Day for English Majors - Bloomberg: "Fewer Managerial Jobs
With talent, street smarts and keen networking skills, you might still get good work in your 50s. Moving up to management is also a possibility, but as Microsoft’s Vaskevitch pointed out, these jobs are limited in number. Qualifications include being “verbally aggressive,” as one manager put it to me, and often a willingness to make late- night calls to those programmers in India you have offshored the work to.
Finally, those high programmer salaries are actually low, because the same talents (analytical and problem-solving ability, attention to detail) command much more money in other fields, such as law and finance. A large technology company might typically pay new law-school graduates and MBAs salaries and compensation approaching double what they give new master’s degree grads in computer science.
If you choose a software-engineering career, just keep in mind that you could end up working for one of those lowly humanities majors someday.
(Norman Matloff is a professor of computer science at the University of California, Davis. The opinions expressed are his own.)"
'via Blog this'
With talent, street smarts and keen networking skills, you might still get good work in your 50s. Moving up to management is also a possibility, but as Microsoft’s Vaskevitch pointed out, these jobs are limited in number. Qualifications include being “verbally aggressive,” as one manager put it to me, and often a willingness to make late- night calls to those programmers in India you have offshored the work to.
Finally, those high programmer salaries are actually low, because the same talents (analytical and problem-solving ability, attention to detail) command much more money in other fields, such as law and finance. A large technology company might typically pay new law-school graduates and MBAs salaries and compensation approaching double what they give new master’s degree grads in computer science.
If you choose a software-engineering career, just keep in mind that you could end up working for one of those lowly humanities majors someday.
(Norman Matloff is a professor of computer science at the University of California, Davis. The opinions expressed are his own.)"
'via Blog this'
How Good Are Robo-Graders?
http://www.nytimes.com/2012/04/23/education/robo-readers-used-to-grade-test-essays.html?_r=4&pagewanted=all
Facing a Robo-Grader? Just Keep Obfuscating Mellifluously
By MICHAEL WINERIP
Published: April 22, 2012
A recently released study has concluded that computers are capable of scoring essays on standardized tests as well as human beings do.
Mark Shermis, dean of the College of Education at the University of Akron, collected more than 16,000 middle school and high school test essays from six states that had been graded by humans. He then used automated systems developed by nine companies to score those essays.Computer scoring produced “virtually identical levels of accuracy, with the software in some cases proving to be more reliable,” according to a University of Akron news release.“A Win for the Robo-Readers” is how an Inside Higher Ed blog post summed things up.For people with a weakness for humans, there is more bad news. Graders working as quickly as they can — the Pearson education company expects readers to spend no more than two to three minutes per essay— might be capable of scoring 30 writing samples in an hour.The automated reader developed by the Educational Testing Service, e-Rater, can grade 16,000 essays in 20 seconds, according to David Williamson, a research director for E.T.S., which develops and administers 50 million tests a year, including the SAT.Is this the end? Are Robo-Readers destined to inherit the earth?Les Perelman, a director of writing at the Massachusetts Institute of Technology, says no.Mr. Perelman enjoys studying algorithms from E.T.S. research papers when he is not teaching undergraduates. This has taught him to think like e-Rater.While his research is limited, because E.T.S. is the only organization that has permitted him to test its product, he says the automated reader can be easily gamed, is vulnerable to test prep, sets a very limited and rigid standard for what good writing is, and will pressure teachers to dumb down writing instruction.The e-Rater’s biggest problem, he says, is that it can’t identify truth. He tells students not to waste time worrying about whether their facts are accurate, since pretty much any fact will do as long as it is incorporated into a well-structured sentence. “E-Rater doesn’t care if you say the War of 1812 started in 1945,” he said.Mr. Perelman found that e-Rater prefers long essays. A 716-word essay he wrote that was padded with more than a dozen nonsensical sentences received a top score of 6; a well-argued, well-written essay of 567 words was scored a 5.An automated reader can count, he said, so it can set parameters for the number of words in a good sentence and the number of sentences in a good paragraph. “Once you understand e-Rater’s biases,” he said, “it’s not hard to raise your test score.”E-Rater, he said, does not like short sentences.Or short paragraphs.Or sentences that begin with “or.” And sentences that start with “and.” Nor sentence fragments.However, he said, e-Rater likes connectors, like “however,” which serve as programming proxies for complex thinking. Moreover, “moreover” is good, too.Gargantuan words are indemnified because e-Rater interprets them as a sign of lexical complexity. “Whenever possible,” Mr. Perelman advises, “use a big word. ‘Egregious’ is better than ‘bad.’ ”The substance of an argument doesn’t matter, he said, as long as it looks to the computer as if it’s nicely argued.For a question asking students to discuss why college costs are so high, Mr. Perelman wrote that the No. 1 reason is excessive pay for greedy teaching assistants.“The average teaching assistant makes six times as much money as college presidents,” he wrote. “In addition, they often receive a plethora of extra benefits such as private jets, vacations in the south seas, starring roles in motion pictures.”E-Rater gave him a 6. He tossed in a line from Allen Ginsberg’s “Howl,” just to see if he could get away with it.He could.The possibilities are limitless. If E-Rater edited newspapers, Roger Clemens could say, “Remember the Maine,” Adele could say, “Give me liberty or give me death,” Patrick Henry could sing “Someone Like You.”To their credit, researchers at E.T.S. provided Mr. Perelman access to e-Rater for a month. “At E.T.S., we pride ourselves in being transparent about our research,” Mr. Williamson said.Two of the biggest for-profit education companies, Vantage Learning and Pearson, turned down my request to let Mr. Perelman test their products.“He wants to show why it doesn’t work,” said Peter Foltz, a Pearson vice president.“Yes, I’m a skeptic,” Mr. Perelman said. “That’s exactly why I should be given access.”E.T.S. officials say that Mr. Perelman’s test prep advice is too complex for most students to absorb; if they can, they’re using the higher level of thinking the test seeks to reward anyway. In other words, if they’re smart enough to master such sophisticated test prep, they deserve a 6.E.T.S. also acknowledges that truth is not e-Rater’s strong point. “E-Rater is not designed to be a fact checker,” said Paul Deane, a principal research scientist.“E-Rater doesn’t appreciate poetry,” Mr. Williamson added.They say Mr. Perelman is setting a false premise when he treats e-Rater as if it is supposed to substitute for human scorers. In high stakes testing where e-Rater has been used, like grading the Graduate Record Exam, the writing samples are also scored by a human, they point out. And if there is a discrepancy between man and machine, a second human is summoned.Mr. Foltz said that 90 percent of the time, Pearson’s Intelligent Essay Assessor is used by classroom teachers as a learning aid. The software gives students immediate feedback to improve their writing, which they can revise and resubmit, Mr. Foltz said. “They may do five drafts,” he said, “and then give it to the teacher to read.”As for good writing being long writing, Mr. Deane said there was a correlation. Good writers have internalized the skills that give them better fluency, he said, enabling them to write more in a limited time.Mr. Perelman takes great pleasure in fooling e-Rater. He has written an essay, then randomly cut a sentence from the middle of each paragraph and has still gotten a 6.Two former students who are computer science majors told him that they could design an Android app to generate essays that would receive 6’s from e-Rater. He says the nice thing about that is that smartphones would be able to submit essays directly to computer graders, and humans wouldn’t have to get involved.In conclusion, to paraphrase the late, great Abraham Lincoln: Mares eat oats and does eat oats, but little lambs eat ivy.A kiddley divey too, he added, wouldn’t you? E-mail: oneducation@nytimes.comA version of this article appeared in print on April 23, 2012, on page A11 of the New York edition with the headline: Facing a Robo-Grader? No Worries. Just Keep Obfuscating Mellifluously..
Mark Shermis, dean of the College of Education at the University of Akron, collected more than 16,000 middle school and high school test essays from six states that had been graded by humans. He then used automated systems developed by nine companies to score those essays.
Computer scoring produced “virtually identical levels of accuracy, with the software in some cases proving to be more reliable,” according to a University of Akron news release.
“A Win for the Robo-Readers” is how an Inside Higher Ed blog post summed things up.
For people with a weakness for humans, there is more bad news. Graders working as quickly as they can — the Pearson education company expects readers to spend no more than two to three minutes per essay— might be capable of scoring 30 writing samples in an hour.
The automated reader developed by the Educational Testing Service, e-Rater, can grade 16,000 essays in 20 seconds, according to David Williamson, a research director for E.T.S., which develops and administers 50 million tests a year, including the SAT.
Is this the end? Are Robo-Readers destined to inherit the earth?
Les Perelman, a director of writing at the Massachusetts Institute of Technology, says no.
Mr. Perelman enjoys studying algorithms from E.T.S. research papers when he is not teaching undergraduates. This has taught him to think like e-Rater.
While his research is limited, because E.T.S. is the only organization that has permitted him to test its product, he says the automated reader can be easily gamed, is vulnerable to test prep, sets a very limited and rigid standard for what good writing is, and will pressure teachers to dumb down writing instruction.
The e-Rater’s biggest problem, he says, is that it can’t identify truth. He tells students not to waste time worrying about whether their facts are accurate, since pretty much any fact will do as long as it is incorporated into a well-structured sentence. “E-Rater doesn’t care if you say the War of 1812 started in 1945,” he said.
Mr. Perelman found that e-Rater prefers long essays. A 716-word essay he wrote that was padded with more than a dozen nonsensical sentences received a top score of 6; a well-argued, well-written essay of 567 words was scored a 5.
An automated reader can count, he said, so it can set parameters for the number of words in a good sentence and the number of sentences in a good paragraph. “Once you understand e-Rater’s biases,” he said, “it’s not hard to raise your test score.”
E-Rater, he said, does not like short sentences.
Or short paragraphs.
Or sentences that begin with “or.” And sentences that start with “and.” Nor sentence fragments.
However, he said, e-Rater likes connectors, like “however,” which serve as programming proxies for complex thinking. Moreover, “moreover” is good, too.
Gargantuan words are indemnified because e-Rater interprets them as a sign of lexical complexity. “Whenever possible,” Mr. Perelman advises, “use a big word. ‘Egregious’ is better than ‘bad.’ ”
The substance of an argument doesn’t matter, he said, as long as it looks to the computer as if it’s nicely argued.
For a question asking students to discuss why college costs are so high, Mr. Perelman wrote that the No. 1 reason is excessive pay for greedy teaching assistants.
“The average teaching assistant makes six times as much money as college presidents,” he wrote. “In addition, they often receive a plethora of extra benefits such as private jets, vacations in the south seas, starring roles in motion pictures.”
E-Rater gave him a 6. He tossed in a line from Allen Ginsberg’s “Howl,” just to see if he could get away with it.
He could.
The possibilities are limitless. If E-Rater edited newspapers, Roger Clemens could say, “Remember the Maine,” Adele could say, “Give me liberty or give me death,” Patrick Henry could sing “Someone Like You.”
To their credit, researchers at E.T.S. provided Mr. Perelman access to e-Rater for a month. “At E.T.S., we pride ourselves in being transparent about our research,” Mr. Williamson said.
Two of the biggest for-profit education companies, Vantage Learning and Pearson, turned down my request to let Mr. Perelman test their products.
“He wants to show why it doesn’t work,” said Peter Foltz, a Pearson vice president.
“Yes, I’m a skeptic,” Mr. Perelman said. “That’s exactly why I should be given access.”
E.T.S. officials say that Mr. Perelman’s test prep advice is too complex for most students to absorb; if they can, they’re using the higher level of thinking the test seeks to reward anyway. In other words, if they’re smart enough to master such sophisticated test prep, they deserve a 6.
E.T.S. also acknowledges that truth is not e-Rater’s strong point. “E-Rater is not designed to be a fact checker,” said Paul Deane, a principal research scientist.
“E-Rater doesn’t appreciate poetry,” Mr. Williamson added.
They say Mr. Perelman is setting a false premise when he treats e-Rater as if it is supposed to substitute for human scorers. In high stakes testing where e-Rater has been used, like grading the Graduate Record Exam, the writing samples are also scored by a human, they point out. And if there is a discrepancy between man and machine, a second human is summoned.
Mr. Foltz said that 90 percent of the time, Pearson’s Intelligent Essay Assessor is used by classroom teachers as a learning aid. The software gives students immediate feedback to improve their writing, which they can revise and resubmit, Mr. Foltz said. “They may do five drafts,” he said, “and then give it to the teacher to read.”
As for good writing being long writing, Mr. Deane said there was a correlation. Good writers have internalized the skills that give them better fluency, he said, enabling them to write more in a limited time.
Mr. Perelman takes great pleasure in fooling e-Rater. He has written an essay, then randomly cut a sentence from the middle of each paragraph and has still gotten a 6.
Two former students who are computer science majors told him that they could design an Android app to generate essays that would receive 6’s from e-Rater. He says the nice thing about that is that smartphones would be able to submit essays directly to computer graders, and humans wouldn’t have to get involved.
In conclusion, to paraphrase the late, great Abraham Lincoln: Mares eat oats and does eat oats, but little lambs eat ivy.
A kiddley divey too, he added, wouldn’t you?
E-mail: oneducation@nytimes.com
A version of this article appeared in print on April 23, 2012, on page A11 of the New York edition with the headline: Facing a Robo-Grader? No Worries. Just Keep Obfuscating Mellifluously..
Friday, April 20, 2012
AT&T to release Watson voice recognition APIs
AT&T to release Watson voice recognition APIs:
AT&T will be releasing developer application-programmer interfaces (APIs) for its Watson speech engine this June, according to a write-up over at the Verge. Developers will be able to add voice recognition features to their applications by integrating AT&T programming calls. The APIs will support web and business search, SMS and dictation, among other options.
Meant for deployment to mobile devices and smart TVs, Watson promises to provide region-sensitive accent-aware transcription of speech-to-text, including ways to expand vocabulary for specific technical needs such as medical transcription.
To date, Apple has not offered a third party API for its Siri voice recognition features.
A video detailing Watson features follows below.
AT&T will be releasing developer application-programmer interfaces (APIs) for its Watson speech engine this June, according to a write-up over at the Verge. Developers will be able to add voice recognition features to their applications by integrating AT&T programming calls. The APIs will support web and business search, SMS and dictation, among other options.
Meant for deployment to mobile devices and smart TVs, Watson promises to provide region-sensitive accent-aware transcription of speech-to-text, including ways to expand vocabulary for specific technical needs such as medical transcription.
To date, Apple has not offered a third party API for its Siri voice recognition features.
A video detailing Watson features follows below.
AT&T to release Watson voice recognition APIs originally appeared on TUAW - The Unofficial Apple Weblog on Thu, 19 Apr 2012 14:00:00 EST. Please see our terms for use of feeds.
Source | Permalink | Email this | Comments
Thursday, April 19, 2012
Larry Page, Eric Schmidt, James Cameron to back potential asteroid mining outfit
Larry Page, Eric Schmidt, James Cameron to back potential asteroid mining outfit:
Just what the heck is Planetary Resources? Set to debut next Tuesday, the new company will “overlay two critical sectors — space exploration and natural resources,” according to a media alert from yesterday.
We see plenty of startups and company ideas here at VentureBeat, and even to me that’s a pretty unique pitch. I side with Technology Review’s Christopher Mims, who points out that descriptions sounds a lot like asteroid mining. According to the news release, the company will “add trillions of dollars to the global GDP,” and will “create a new industry and a new definition of ‘natural resources’.”
Planetary Resources is backed by an impressive group of names, including Google’s Larry Page and Eric Schmidt, filmmaker (and explorer) James Cameron, and Ross Perot, Jr., (?!). Whatever this company ends up being, it’s certainly going to be interesting.
The company will debut next Tuesday morning at the Museum of Flight in Seattle. It’ll be introduced by Peter H. Diamandis, the X Prize founder who previously argued for space mining in a TED talk, former NASA Mars mission head Chris Lewicki, and former astronaut and planetary scientist Tom Jones.
There will be a webcast next Tuesday at 10:30A PST, and you can be sure we’ll be watching.
Filed under: mobile, VentureBeat
Just what the heck is Planetary Resources? Set to debut next Tuesday, the new company will “overlay two critical sectors — space exploration and natural resources,” according to a media alert from yesterday.
We see plenty of startups and company ideas here at VentureBeat, and even to me that’s a pretty unique pitch. I side with Technology Review’s Christopher Mims, who points out that descriptions sounds a lot like asteroid mining. According to the news release, the company will “add trillions of dollars to the global GDP,” and will “create a new industry and a new definition of ‘natural resources’.”
Planetary Resources is backed by an impressive group of names, including Google’s Larry Page and Eric Schmidt, filmmaker (and explorer) James Cameron, and Ross Perot, Jr., (?!). Whatever this company ends up being, it’s certainly going to be interesting.
The company will debut next Tuesday morning at the Museum of Flight in Seattle. It’ll be introduced by Peter H. Diamandis, the X Prize founder who previously argued for space mining in a TED talk, former NASA Mars mission head Chris Lewicki, and former astronaut and planetary scientist Tom Jones.
There will be a webcast next Tuesday at 10:30A PST, and you can be sure we’ll be watching.
Filed under: mobile, VentureBeat
Wednesday, April 18, 2012
A Sign Of The Hiring-pocalypse
A Sign Of The Hiring-pocalypse:
Oh San Francisco, has it really come to this?
Are we now at the point where the disheveled men on street corners no longer ask for change, but rather developers? Apparently so.
I walked out of the TechCrunch offices yesterday afternoon and passed this guy. He handed me a business card, cut out of cardboard with the URL fingg.com scrawled onto it in black Sharpie pen.
“Find me a programmer and we’ll buy an island together,” he said.
Sure. Okay.
What is Fingg.com? I have no idea. But does it really matter?
That guy’s cardboard sign is — well — a sign of the times.
It’s a time when startups are competing against Google and Facebook offers of $150,000 in base salary for fresh computer science graduates. A time when any young person out of a decent engineering school seems to be able to raise $500,000. A time when the latest Y Combinator batch is attracting angel rounds with valuation caps that are north of $10 million. A time when a 13-person team can be acquired for $1 billion without any revenue in about 48 hours.
It’s a time when investors and founders are bemoaning the fact that engineers are spread between too many companies, making it hard for any single startup to have the necessary critical mass of talent to break out.
An entrepreneur-turned-venture investor told me over the weekend: Booms are the worst time to build a company.
Only capital is cheap. Everything else is expensive — talent most of all.
P.S. This dude also spelled “programmer” wrong and crossed it out. Probably intentionally.
Oh San Francisco, has it really come to this?
Are we now at the point where the disheveled men on street corners no longer ask for change, but rather developers? Apparently so.
I walked out of the TechCrunch offices yesterday afternoon and passed this guy. He handed me a business card, cut out of cardboard with the URL fingg.com scrawled onto it in black Sharpie pen.
“Find me a programmer and we’ll buy an island together,” he said.
Sure. Okay.
What is Fingg.com? I have no idea. But does it really matter?
That guy’s cardboard sign is — well — a sign of the times.
It’s a time when startups are competing against Google and Facebook offers of $150,000 in base salary for fresh computer science graduates. A time when any young person out of a decent engineering school seems to be able to raise $500,000. A time when the latest Y Combinator batch is attracting angel rounds with valuation caps that are north of $10 million. A time when a 13-person team can be acquired for $1 billion without any revenue in about 48 hours.
It’s a time when investors and founders are bemoaning the fact that engineers are spread between too many companies, making it hard for any single startup to have the necessary critical mass of talent to break out.
An entrepreneur-turned-venture investor told me over the weekend: Booms are the worst time to build a company.
Only capital is cheap. Everything else is expensive — talent most of all.
P.S. This dude also spelled “programmer” wrong and crossed it out. Probably intentionally.
Tuesday, April 17, 2012
DJI multi-rotor aircraft with Ruling live video feed controller hands-on (video)
DJI multi-rotor aircraft with Ruling live video feed controller hands-on (video):
Well that's a mouthful. Shenzhen-based DJI Innovations was on hand at NAB today to demonstrate its new hex-rotor aircraft, designed to provide photographers (and videographers) with a low-cost tool for capturing aerial images. The vehicle we saw today, coined Spreading Wings S800 (its rotors retract for storage) is a fairly straightforward multi-rotor aircraft, save for a couple pretty slick enhancements. Even more impressive, however, was DJI's Ruling, a "ground control terminal" that enables you to adjust not only aircraft direction and elevation, but also the camera position, complete with a live video feed as captured by a Sony NEX-5N mounted on a multi-axis camera gimbal. The camera mount is designed to maintain a stable image regardless of the craft's position -- once it's fixed on a subject, it will adjust to retain the pre-selected angle.
The Ruling controller is very much still a prototype, with a yet-unpolished military green plastic housing and a built-in LCD. There's also dual joysticks -- one on the left to adjust the camera platform, and a second on the right to control the aircraft itself, letting you climb, descend and turn in every which way with a flick. The duo was very responsive during a brief demonstration, making calculated movements with what looked to be precise accuracy. The video feed was interrupted slightly by the multitude of wireless connections littering the Las Vegas Convention Center airwaves, but reps were still able to verify framing and adjust position -- the aircraft itself never faltered, with a maximum range of 10 kilometers (5km for the video feed, in ideal conditions). The Spreading Wings S800 is available for pre-order now and is expected to ship next month for roughly $8,500. That clever live video controller will cost you another pretty penny, however, with an estimated $5,000 price tag and a TBD ship date. You'll want to take a closer look in the video after the break.
Continue reading DJI multi-rotor aircraft with Ruling live video feed controller hands-on (video)
Well that's a mouthful. Shenzhen-based DJI Innovations was on hand at NAB today to demonstrate its new hex-rotor aircraft, designed to provide photographers (and videographers) with a low-cost tool for capturing aerial images. The vehicle we saw today, coined Spreading Wings S800 (its rotors retract for storage) is a fairly straightforward multi-rotor aircraft, save for a couple pretty slick enhancements. Even more impressive, however, was DJI's Ruling, a "ground control terminal" that enables you to adjust not only aircraft direction and elevation, but also the camera position, complete with a live video feed as captured by a Sony NEX-5N mounted on a multi-axis camera gimbal. The camera mount is designed to maintain a stable image regardless of the craft's position -- once it's fixed on a subject, it will adjust to retain the pre-selected angle.
The Ruling controller is very much still a prototype, with a yet-unpolished military green plastic housing and a built-in LCD. There's also dual joysticks -- one on the left to adjust the camera platform, and a second on the right to control the aircraft itself, letting you climb, descend and turn in every which way with a flick. The duo was very responsive during a brief demonstration, making calculated movements with what looked to be precise accuracy. The video feed was interrupted slightly by the multitude of wireless connections littering the Las Vegas Convention Center airwaves, but reps were still able to verify framing and adjust position -- the aircraft itself never faltered, with a maximum range of 10 kilometers (5km for the video feed, in ideal conditions). The Spreading Wings S800 is available for pre-order now and is expected to ship next month for roughly $8,500. That clever live video controller will cost you another pretty penny, however, with an estimated $5,000 price tag and a TBD ship date. You'll want to take a closer look in the video after the break.
Continue reading DJI multi-rotor aircraft with Ruling live video feed controller hands-on (video)
DJI multi-rotor aircraft with Ruling live video feed controller hands-on (video) originally appeared on Engadget on Mon, 16 Apr 2012 19:45:00 EDT. Please see our terms for use of feeds.
Permalink | | Email this | Comments
Monday, April 16, 2012
Primer available in full-length on YouTube
Primer available in full-length on YouTube:
Primer is one of my favorite films of the past ten years and is available on YouTube in its entirety.
Tags: movies Primer video
Primer is one of my favorite films of the past ten years and is available on YouTube in its entirety.
Tags: movies Primer video
Wednesday, April 11, 2012
Mercedes-Benz Sprinter – Becker JetVan Custom | By Becker Automative Design
I want one of these, but with an autonomous driving system.
Mercedes-Benz Sprinter – Becker JetVan Custom | By Becker Automative Design:
With a clientele featuring the likes of Jennifer Lopez, Jerry Seinfeld, Will Smith, Tiger Woods, Bruce Springsteen and Denzel Washington, you can rest assured that Becker Automotive Design has decked out its fleet of Mercedes-Benz Sprinter JetVans with the most luxurious amenities money can buy. They include Townsend leather interior finished in birds eye maple trim, a 1,300-watt audio system with Creston 7.1 surround-sound digital processors and McIntosh multi-channel amplifiers, a 40-inch Runco high-definition LCD flat screen and a 500-gigabyte on-board computer connected to a 4G wireless network. Dual six-inch Creston touch panels control the AV systems, lighting, blinds, side entry door, center dividers, seat adjustments and computer functions. They’re accessible from fully reclining leather seats equipped with seat heater and massage system, as well as electrically adjustable leg rests, lumbar supports and fold-out writing tables. Check out more looks from the Becker Mercedes-Benz Sprinter JetVan, unveiled at the New York Auto Show, following the click. via: WorldCarFans
Read the rest of: Mercedes-Benz Sprinter – Becker JetVan Custom | By Becker Automative Design
© Freshness Mag, 2012. |
Permalink |
No comment |
Visit us on Facebook
Post tags: Becker Automative Design, Mercedes-Benz, New York Auto Show
Mercedes-Benz Sprinter – Becker JetVan Custom | By Becker Automative Design:
With a clientele featuring the likes of Jennifer Lopez, Jerry Seinfeld, Will Smith, Tiger Woods, Bruce Springsteen and Denzel Washington, you can rest assured that Becker Automotive Design has decked out its fleet of Mercedes-Benz Sprinter JetVans with the most luxurious amenities money can buy. They include Townsend leather interior finished in birds eye maple trim, a 1,300-watt audio system with Creston 7.1 surround-sound digital processors and McIntosh multi-channel amplifiers, a 40-inch Runco high-definition LCD flat screen and a 500-gigabyte on-board computer connected to a 4G wireless network. Dual six-inch Creston touch panels control the AV systems, lighting, blinds, side entry door, center dividers, seat adjustments and computer functions. They’re accessible from fully reclining leather seats equipped with seat heater and massage system, as well as electrically adjustable leg rests, lumbar supports and fold-out writing tables. Check out more looks from the Becker Mercedes-Benz Sprinter JetVan, unveiled at the New York Auto Show, following the click. via: WorldCarFans
Read the rest of: Mercedes-Benz Sprinter – Becker JetVan Custom | By Becker Automative Design
© Freshness Mag, 2012. |
Permalink |
No comment |
Visit us on Facebook
Post tags: Becker Automative Design, Mercedes-Benz, New York Auto Show
Monday, April 9, 2012
Ford is ready for the autonomous car. Are drivers?
I want an autonomous winnebago!!
Ford is ready for the autonomous car. Are drivers?:
The auto industry has already developed all the technology necessary to create truly autonomous vehicles, Ford engineers claim. The reasons there aren’t driverless cars all over the road today is in part a cost issue — the sensors and automated intelligence required aren’t cheap — but mainly one of driver mindset. Your typical commuter isn’t quite ready to take the sizable leap from cruise control to completely automated driving.
“There is no technology barrier from going where we are now to the autonomous car,” said Jim McBride, a Ford Research and Innovation technical expert who specializes in autonomous vehicle technologies. “There are affordability issues, but the big barrier to overcome is customer acceptance.”
McBride said Ford has already built research vehicles with high-resolution omnidirectional cameras that can see the road and the cars surroundings far better than any driver with a few mirrors. Those vehicles also have scanning lasers that can model the world around it in 3-D. Vehicle-to-vehicle (V2V) communications standards have been finalized that would allow cars not only to broadcast their location and speed to one another but also create ad hoc vehicular networks — hive minds that could coordinate the actions of thousands of automobiles on the roadway.
Those assets combined with location-based technologies and growing street-view-image databases from companies like Google can give a car a greater awareness of its surroundings than any driver alone could achieve, McBride said. And while laser arrays and omnidirectional cameras may be price-prohibitive, there are plenty of features already in vehicles today, such as front-and rear-facing cameras and ultrasonic sensors, that could perform many of those advanced technologies’ basic functions, he added.
But while Ford may be ready to take that technological jump, drivers aren’t quite prepared to take the leap of faith necessary to forfeit complete control of their vehicles to an onboard computer or larger network intelligence, said Mike Kane, the Ford vehicle engineering supervisor for driver assistance technologies. It’s not that drivers are adamantly opposed to the concept of a driverless car, Kane said; they just need to be introduced to that concept gradually.
“People are more accepting of the idea,” Kane said. “They always want their cars to do more. . . . It’s going to take a decade before the masses fully accept the autonomous car, but they’ll get there.”
To help them along Ford is starting to move automation features that were previously only available in high-end luxury cars down to mass-market vehicles. The new Ford Fusion is the first affordable sedan to contain the automaker’s Lane Keeping System, which uses the car’s forward camera to detect when a car is drifting outside the lines. The system alerts the driver through vibrations in the steering wheel and audio warnings, but if the driver doesn’t respond the car will automatically correct, nudging the vehicle back into its lane.
That is an example of automation on the small scale, Kane said. The car isn’t taking over. It’s just giving the driver prompts, along with a slight little push in the right direction. Other technologies like pull-drift compensation, which automatically adjusts steering for crosswinds or uneven roads, automated parallel parking assistance, and adaptive cruise control are all examples of semi-autonomous features that are making it into mass-market cars like the Fusion. Ultimately making those features standard in all vehicle models will begin to alter the average consumer’s perception of automated driving, Kane said.
That’s explained, McBride said, by how the average U.S. driver actually spends time on the road: commuting from home to work and back, often in bumper-to-bumper traffic. There’s nothing thrilling about a road bogged down by congestion, and it’s in traffic that these automation services are most useful, McBride said. He also noted that customers can elect to turn off those automation features whenever they choose. When on an empty rural highway with the top down, a driver doesn’t necessarily want his car constantly correcting his lane position.
“You still have that freedom whenever you want it,” McBride said. “But if drivers spend 53 minutes of their day in traffic, they get tired.”
There may, however, come a time when that freedom isn’t an option. At Mobile World Congress earlier this year, Ford’s namesake Executive Chairman Bill Ford laid out a “Blueprint for Mobility,” which envisions a world of 4 billion vehicles. All of those cars simply won’t have room to move if all of their drivers are acting independently, Ford predicted. Only through inter-networking vehicles with one another and other transportation networks will we be able to ensure all of those drivers get from point A to point B.
Ford’s notion is interesting, because in that world the driverless vehicle remains automatic but is no longer autonomous. Instead it is working with all the other vehicles on the road to create the optimal traffic patterns for the whole, while ignoring individual drivers’ own inclinations to, say, weave through lanes or tailgate. It’s a sort of enforced social contract on the highway, and, according to McBride, eventually we may not have a choice but to enter into such contracts.
There are already cities like London that place conditions on drivers entering their confines — rush-hour congestion taxes or prohibitions against energy-inefficient vehicles, McBride said. It’s not that far of a stretch to imagine that cities with the worst congestion would require future drivers to hand over the steering wheel as a condition for driving on their streets.
Image courtesy of Flickr user epSos.de
Related research and analysis from GigaOM Pro:
Subscriber content. Sign up for a free trial.
Ford is ready for the autonomous car. Are drivers?:
The auto industry has already developed all the technology necessary to create truly autonomous vehicles, Ford engineers claim. The reasons there aren’t driverless cars all over the road today is in part a cost issue — the sensors and automated intelligence required aren’t cheap — but mainly one of driver mindset. Your typical commuter isn’t quite ready to take the sizable leap from cruise control to completely automated driving.
“There is no technology barrier from going where we are now to the autonomous car,” said Jim McBride, a Ford Research and Innovation technical expert who specializes in autonomous vehicle technologies. “There are affordability issues, but the big barrier to overcome is customer acceptance.”
McBride said Ford has already built research vehicles with high-resolution omnidirectional cameras that can see the road and the cars surroundings far better than any driver with a few mirrors. Those vehicles also have scanning lasers that can model the world around it in 3-D. Vehicle-to-vehicle (V2V) communications standards have been finalized that would allow cars not only to broadcast their location and speed to one another but also create ad hoc vehicular networks — hive minds that could coordinate the actions of thousands of automobiles on the roadway.
Those assets combined with location-based technologies and growing street-view-image databases from companies like Google can give a car a greater awareness of its surroundings than any driver alone could achieve, McBride said. And while laser arrays and omnidirectional cameras may be price-prohibitive, there are plenty of features already in vehicles today, such as front-and rear-facing cameras and ultrasonic sensors, that could perform many of those advanced technologies’ basic functions, he added.
But while Ford may be ready to take that technological jump, drivers aren’t quite prepared to take the leap of faith necessary to forfeit complete control of their vehicles to an onboard computer or larger network intelligence, said Mike Kane, the Ford vehicle engineering supervisor for driver assistance technologies. It’s not that drivers are adamantly opposed to the concept of a driverless car, Kane said; they just need to be introduced to that concept gradually.
Baby steps
Kane said Ford has hosted clinics and done polling on how consumers feel about autonomous and semi-autonomous vehicles. It found that while people are still uncomfortable with the idea of ceding the driver’s seat to a computer, they are very open to the idea of their cars becoming more intelligent and aware. New capabilities like collision warning for safety, automatic parallel parking and Ford’s Sync voice-control technology have been well received. Ford believes that through the gradual introduction of more automation, drivers will come around to the idea of a car that drives itself.“People are more accepting of the idea,” Kane said. “They always want their cars to do more. . . . It’s going to take a decade before the masses fully accept the autonomous car, but they’ll get there.”
To help them along Ford is starting to move automation features that were previously only available in high-end luxury cars down to mass-market vehicles. The new Ford Fusion is the first affordable sedan to contain the automaker’s Lane Keeping System, which uses the car’s forward camera to detect when a car is drifting outside the lines. The system alerts the driver through vibrations in the steering wheel and audio warnings, but if the driver doesn’t respond the car will automatically correct, nudging the vehicle back into its lane.
That is an example of automation on the small scale, Kane said. The car isn’t taking over. It’s just giving the driver prompts, along with a slight little push in the right direction. Other technologies like pull-drift compensation, which automatically adjusts steering for crosswinds or uneven roads, automated parallel parking assistance, and adaptive cruise control are all examples of semi-autonomous features that are making it into mass-market cars like the Fusion. Ultimately making those features standard in all vehicle models will begin to alter the average consumer’s perception of automated driving, Kane said.
And what about the thrill of driving?
You’d think in a country as car-obsessed as the U.S., allowing your car to do the driving for you would be anathema to many drivers, especially the ones who invest in high-performance vehicles. But McBride said the opposite true: It’s in sports car and luxury car lines that automation is in highest demand.That’s explained, McBride said, by how the average U.S. driver actually spends time on the road: commuting from home to work and back, often in bumper-to-bumper traffic. There’s nothing thrilling about a road bogged down by congestion, and it’s in traffic that these automation services are most useful, McBride said. He also noted that customers can elect to turn off those automation features whenever they choose. When on an empty rural highway with the top down, a driver doesn’t necessarily want his car constantly correcting his lane position.
“You still have that freedom whenever you want it,” McBride said. “But if drivers spend 53 minutes of their day in traffic, they get tired.”
There may, however, come a time when that freedom isn’t an option. At Mobile World Congress earlier this year, Ford’s namesake Executive Chairman Bill Ford laid out a “Blueprint for Mobility,” which envisions a world of 4 billion vehicles. All of those cars simply won’t have room to move if all of their drivers are acting independently, Ford predicted. Only through inter-networking vehicles with one another and other transportation networks will we be able to ensure all of those drivers get from point A to point B.
Ford’s notion is interesting, because in that world the driverless vehicle remains automatic but is no longer autonomous. Instead it is working with all the other vehicles on the road to create the optimal traffic patterns for the whole, while ignoring individual drivers’ own inclinations to, say, weave through lanes or tailgate. It’s a sort of enforced social contract on the highway, and, according to McBride, eventually we may not have a choice but to enter into such contracts.
There are already cities like London that place conditions on drivers entering their confines — rush-hour congestion taxes or prohibitions against energy-inefficient vehicles, McBride said. It’s not that far of a stretch to imagine that cities with the worst congestion would require future drivers to hand over the steering wheel as a condition for driving on their streets.
Image courtesy of Flickr user epSos.de
Related research and analysis from GigaOM Pro:
Subscriber content. Sign up for a free trial.
- Updated: Forecast: global mobile subscribers, 2010–2015
- Carrier IQ and the continued erosion of operator trust
- The mobile backhaul market, 2011-2012: more innovation, greater competition
Strategy For Startups: The Innovator’s Dilemma
Strategy For Startups: The Innovator’s Dilemma:
Editor’s Note: A guest post by Uzi Shmilovici, CEO and founder of Future Simple, the company behind Base CRM.
Strategy. Unfortunately, it suffers from a bad reputation among startups. It is associated with consultants who are paid millions of dollars only to come back with a two-by-two matrix of animals. Not that there is anything wrong with it. Some of my best friends are consultants.
However, strategy is crucial for startup success. Startups usually operate in an environment of constrained resources while competing with strong incumbents. Hence, the right strategy can be a matter of life and death. This post is the first in a series of posts that will explore concepts in strategy and how they apply to startups.
The first concept we’ll look at is the “Innovator’s dilemma”, a term coined by Clayton Christensen from the Harvard Business School. The innovator’s dilemma discusses a situation in which there are established incumbents in a specific market who are investing in sustainable innovations — these are incremental improvements to an existing product. Usually, they are doing that to support the incremental needs of their customers.
They are then faced with a new entrant to the market that introduces a disruptive innovation. The new entrant attacks only a small part of the incumbents’ business, usually the one in which the margins are very low. At this point, the incumbent decides not to compete in this business anymore because they don’t want to invest in defending their least profitable business and/or are afraid of cannibalizing their main business. As a result, the new entrant is then able to capture a significant market share in that specific segment.
What happens next is funny. After it captures the low end of the market, the entrant moves upstream to the next part of the business. Again, the incumbent is reluctant to compete in that segment which is now its newest least profitable segment. The entrant then captures a significant market share in this second segment.
What happens next is funny. OK, you got the point…
Before we continue, it is important to understand the types of disruptive innovation that exist. There are four: a new product, a new technology to produce a product, a new way to distribute a product and a new way to provide services. The entrant can introduce a disruptive innovation along one or more of these dimensions.
Why would anyone buy books on the internet?
1995. The commercial internet is in its early days. Jeff Bezos decides to start selling books online. At that time, the biggest booksellers in the United States are Barnes and Noble and Borders.
Bezos understands that he can disrupt the book industry by taking advantage of the internet as a new distribution channel. Amazon launches and grows exponentially. It takes B&N two years to open its own website. What took them so long? Well, not too many people buy on the internet and they are far better investing their resources in their major business — the retail stores.
It takes Borders three years to launch their website. At this point, Amazon is far down the road. In 2001, Borders decides let Amazon run their website for them. After all, the internet is just a small percentage of their sales anyway.
On February 16th, 2011 Borders files for bankruptcy.
If you’ll look around, you’ll find many industries that experienced or are experiencing a similar type of disruption. A small sample from internet startups — Zynga : Gaming Companies, AirBnB : Hotel Chains, Box : Sharepoint.
So, how should you think about the innovator’s dilemma? Here are four key takeaways:
Image credit: isdky — Brian Barnett, Flickr
Editor’s Note: A guest post by Uzi Shmilovici, CEO and founder of Future Simple, the company behind Base CRM.
Strategy. Unfortunately, it suffers from a bad reputation among startups. It is associated with consultants who are paid millions of dollars only to come back with a two-by-two matrix of animals. Not that there is anything wrong with it. Some of my best friends are consultants.
However, strategy is crucial for startup success. Startups usually operate in an environment of constrained resources while competing with strong incumbents. Hence, the right strategy can be a matter of life and death. This post is the first in a series of posts that will explore concepts in strategy and how they apply to startups.
The first concept we’ll look at is the “Innovator’s dilemma”, a term coined by Clayton Christensen from the Harvard Business School. The innovator’s dilemma discusses a situation in which there are established incumbents in a specific market who are investing in sustainable innovations — these are incremental improvements to an existing product. Usually, they are doing that to support the incremental needs of their customers.
They are then faced with a new entrant to the market that introduces a disruptive innovation. The new entrant attacks only a small part of the incumbents’ business, usually the one in which the margins are very low. At this point, the incumbent decides not to compete in this business anymore because they don’t want to invest in defending their least profitable business and/or are afraid of cannibalizing their main business. As a result, the new entrant is then able to capture a significant market share in that specific segment.
What happens next is funny. After it captures the low end of the market, the entrant moves upstream to the next part of the business. Again, the incumbent is reluctant to compete in that segment which is now its newest least profitable segment. The entrant then captures a significant market share in this second segment.
What happens next is funny. OK, you got the point…
Before we continue, it is important to understand the types of disruptive innovation that exist. There are four: a new product, a new technology to produce a product, a new way to distribute a product and a new way to provide services. The entrant can introduce a disruptive innovation along one or more of these dimensions.
Why would anyone buy books on the internet?
1995. The commercial internet is in its early days. Jeff Bezos decides to start selling books online. At that time, the biggest booksellers in the United States are Barnes and Noble and Borders.
Bezos understands that he can disrupt the book industry by taking advantage of the internet as a new distribution channel. Amazon launches and grows exponentially. It takes B&N two years to open its own website. What took them so long? Well, not too many people buy on the internet and they are far better investing their resources in their major business — the retail stores.
It takes Borders three years to launch their website. At this point, Amazon is far down the road. In 2001, Borders decides let Amazon run their website for them. After all, the internet is just a small percentage of their sales anyway.
On February 16th, 2011 Borders files for bankruptcy.
If you’ll look around, you’ll find many industries that experienced or are experiencing a similar type of disruption. A small sample from internet startups — Zynga : Gaming Companies, AirBnB : Hotel Chains, Box : Sharepoint.
The Innovator’s dilemma and your startup
There’s a reason why so many internet startups were able to use the concepts from the innovator’s dilemma. The internet provides an amazing platform to build disruptive products, and more importantly, create and leverage new distribution channels.So, how should you think about the innovator’s dilemma? Here are four key takeaways:
- Understand what is the source of your disruption. Is it a new product or a new way to distribute an existing product? This will help you understand whether you are really disrupting the market or just building an incremental product.
- Pay attention to opportunities in new distribution channels. Zynga’s biggest innovation was taking advantage of Facebook as its distribution channel before the traditional gaming companies could say “Mark Zuckerberg”.
- Start by marketing to the group of customers for which the incumbent in your industry has the lowest margin or the lowest interest to defend. Don’t go head to head on their most important customers. They will crush you.
- Remember these lessons when you are at the top.
Image credit: isdky — Brian Barnett, Flickr
Subscribe to:
Posts (Atom)