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The Internet of Cars could be coming sooner than you think.
 
 In August 2012, the University of Michigan launched a massive project to get 3,000 cars in Ann Arbor, Mich., to speak to one another via Dedicated Short Range Communications (DSRC). That project was partly designed to inform the National Highway Traffic Safety Administration whether or not it will mandate the use of DSRC modules as a critical safety device in all future vehicles on U.S. roads.
 
 The clock is ticking on the mandate decision, which is expected by the end of 2013. The decision is potentially the biggest development for auto safety since the seat belt, and the biggest thing ever for the Internet of Cars.

Megan Woolhouse:

But it might be even harder for shoppers to stop themselves if they happen to use their iPad to peruse the wares of online retailers. New research out of Boston College indicates that consumers feel a deeper affinity for products they touch on a screen than those selected using a laptop touchpad or a mouse.
 
 When consumers participating in the study reached out and touched an image on a touchscreen, the experience nearly rivaled their feelings of touching merchandise in a brick-and-mortar store, according to the measure of satisfaction used in the study.
 
 “It’s kind of surprising how strong the effect is,” said S.Adam Brasel, a Boston College business professor and lead author of the study. “And we’re not necessarily aware it’s taking place.”
 
 This holiday season, shoppers appear more connected to their iPads and touchscreen phones than ever, helping to drive online sales to more than one-third of all holiday purchases, according to retail analysis firm NPD Group Inc.

Igal Zeifman:

Last March we published a study that showed the majority of website traffic (51%) was generated by non-human entities, 60% of which were clearly malicious. As we soon learned, these facts came as a surprise to many Internet users, for whom they served as a rare glimpse of “in between the lines” of Google Analytics.

Since then we were approached with numerous requests for an updated report. We were excited about the idea, but had to wait; first, to allow a significant interval between the data, and then for the implementation of new Client Classification features.

With all the pieces in place, we went on to collect the data for the 2013 report, which we’re presenting here today.

Jim Stingl:

You just can’t keep Paul Bialas and his cameras out of abandoned and crumbling brewery buildings.

A year after his photo book about Pabst came out, he’s back with another one featuring Schlitz, known for — say it with me — “the beer that made Milwaukee famous.”

Like a vulture circling its lunch on the highway below, Bialas has an insatiable fascination with the history of these once-thriving Milwaukee giants and the carcasses left behind when the workers disappeared.

“I love it. Going in there gets me fired up, and few things do that. I wonder if I have just peaked and now I won’t have that feeling again. These two buildings — Pabst and Schlitz abandoned buildings — how do you top that?” he said.

The self-published “Schlitz Brewing Art” is available on Amazon; Bialas’ website, LakeCountryPhoto.com; and at local bookstores, including Best Place gift shop at the old Pabst site, Barnes & Noble, Books & Company and Boswell Book Company.

Just to be clear, Bialas had permission to photograph both brewery sites. It was easier at Schlitz, he said, because light poured in through the skylight atop the seven-story building that housed two brewhouses, two labs and a malt house.

Steven Poole

Loafing around can be an act of dissent against the ceaseless demands of capitalism.

Recently, I saw a man on the Tube wearing a Nike T-shirt with a slogan that read, in its entirety, “I’m doing work”. The idea that playing sport or doing exercise needs to be justified by calling it a species of work illustrates the colonisation of everyday life by the devotion to toil: an ideology that argues cunningly in favour of itself in the phrase “work ethic”.

We are everywhere enjoined to work harder, faster and for longer – not only in our jobs but also in our leisure time. The rationale for this frantic grind is one of the great unquestioned virtues of our age: “productivity”. The cult of productivity seems all-pervasive. Football coaches and commentators praise a player’s “work rate”, which is thought to compensate for a lack of skill. Geeks try to streamline their lives in and out of the office to get more done. People boast of being busy and exhausted and eagerly consume advice from the business-entertainment complex on how to “de-fry your burnt brain”, or engineer a more productive day by assenting to the horror of breakfast meetings.

A corporate guru will even teach you how to become a “master of extreme productivity”. (In these extreme times, extremity is always good; unless, perhaps, you are an extremist.) No one boasts of being unproductive, still less counterproductive. Into the iron gate of modernity have been wrought the words: “Productivity will set you free.”

Strategies to enhance the “productivity” of workers have been formalised since at least Frederick Winslow Taylor’s early-20th-century dream of “scientific management” through methods such as “time studies”. The latest wheeze is the Big Data field of “workforce science”, in which everything – patterns of emails, the length of telephone calls – may be measured and consigned to a comparative database to create a perfect management panopticon. It is tempting to suspect that the ambition thus to increase “worker productivity” is aimed at getting more work out of each employee for the same (or less) money.

Matthew Yglesias:

A new study from U.S. PIRG gives us perhaps the most detailed yet look at the “peak car” phenomenon whereby America’s passenger-miles driven keeps falling. As Ashley Halsey writes, perhaps the most important contention of the report is “data that show the cities with the biggest drop in driving suffered no greater unemployment peaks than those cities where driving declined the least.”
 
 Specifically, the second- and third-largest declines in car commuting were seen in the Washington, DC and Austin, TX metropolitan areas which had two of the most robust job markets during the recession.
 
 PIRG’s takeaway is that it’s time to stop lavishly funding new highway construction and instead focus money on a mix of maintaining existing infrastructure and improving mass transit services. I agree with that, but the budget allocations are in some ways the smallest pieces of the puzzle. The real gains are to be made in rolling back the implicit subsidies to parking and barriers to multi-family apartments, leveling the regulatory playing field between private cars and private transit, and looking at operational issues that prevent cost-effective transit operations in the United States. All of which is to say that while money is nice, what’s really needed is a much broader change of mind that doesn’t regard all alternatives to living in a detached single-family house with one car per adult as deviant behavior that needs to be regulated into a special box.

Samuel Arbesman:

I noticed recently that books with the phrase “The Last Man Who Knew Everything” all share in common that their subjects lived during the period close to the Scientific Revolution, roughly between 1550 to 1700. (The examples I own are about Athanasius Kircher, a Jesuit priest born in 1602; Thomas Young, who studied topics such as optics and philology and was born in 1773; and Philadelphia area professor Joseph Leidy, who was born in 1823.)
 
 It’s as if the Scientific Revolution — and the knowledge it spawned — killed the ability to Know Everything. Before then, it was not only possible to be a generalist or polymath (someone with a wide range of expertise) — but the weaving together of different disciplines was actually rather unexceptional. The Ancients discussed topics such as ethics, biology, and metaphysics alongside each other. The Babylonian Talmud discusses everything from astronomy and biology to morality and law, weaving them together into a single compendium.
 
 So what changed? Scientific knowledge exploded in size, mainly due to the application of the scientific method to our surroundings. As that knowledge base and its domain experts grew exponentially, we began classifying and ordering all that we understood — from the classification taxonomy of Carl Linnaeus to manuals for categorizing mental disease. We made sense of our world by dividing information into manageable portions and distinct areas of proficiency.

Veronica Kalas:

I have been asked to write a report for the International Center of Medieval Art newsletter concerning recent events in Turkey whereby Byzantine churches that long have held the status of state museums and cultural heritage sites are being converted into mosques. It is crucial to raise awareness about this very critical issue. The examples include the church of the Hagia Sophia in Iznik (Nicea), the church of the Hagia Sophia in Trabzon (Trebizond), and the plans for the church and associated monastic complex of St. John Stoudios in Istanbul (Constantinople). Although these events have been ongoing for quite some time, the world started watching more closely in recent months when certain representatives of the Turkish government publicly called for the conversion of THE Hagia Sophia in Istanbul. For every example, the original Byzantine church building testifies to the vast contribution of Byzantine culture and civilization to the history of medieval art and architecture and world architecture more broadly. These churches were converted into mosques under Ottoman rule and subsequently into museums under the Turkish Republic.

Blake Hurst:

Most combines traveling across fields in the Midwest this fall had a GPS receiver located in the front of the cab. Although agriculture has been experimenting with this technology for a decade or so, only now is the industry starting to consider all the uses of this transformative technology. For several years, farmers have had the ability to map yields with global positioning data. Using that information, firms can design “prescriptions” for the farmer, who uses the “scrips” to apply seed and fertilizer in varying amounts across the field. Where the yield maps show soil with a lower yield potential, the prescription calls for fewer seeds and less fertilizer. This use of an individual farmer’s data to design a different program for each square meter in a field spanning hundreds of acres could replace a farmer’s decades of experience with satellites and algorithms. What we have gained in efficiency and by avoiding the overuse of scarce and potentially environmentally damaging inputs, we may be losing in the connections of the farm family to the ancestral place. Precision technology will allow managers to cover more acres more accurately and will likely lead to increasing size and consolidation of farms. While Michael Pollan, Mark Bittman, and Alice Waters continue to argue that we need to turn back the clock on technology in agriculture, much of the world is moving in a quite different direction.
 
 Advice for individual fields is only the beginning of the uses for this technology. The leading agricultural equipment firm, John Deere, is running a pilot program this fall with 500 farms and 1,000 combines across the Midwest. Data is uploaded every several hours to the cloud, where it can be used… well, we don’t really know all the ways it can be used. If 1,000 machines randomly spread across the Corn Belt were recording yield data on the second day of harvest, that information would be extremely valuable to traders dealing in agricultural futures. Traders have traditionally relied on private surveys and Department of Agriculture yield data (the latter delayed by a month this year because of the government shutdown). These yield estimates are neither timely nor necessarily accurate. But now, real-time yield data is available to whoever controls those databases. The company involved says it will never share the data. Farmers may want access to that data, however, and they may not be averse to selling the information to the XYZ hedge fund either, if the price is right — but that’s only possible if farmers retain ownership of the data.

osvehicle:

Macchi decided to leave the corporate world and start a project of their own to change the way vehicles are created, making them open source, low cost and with zero initial investment on DIY/DIT production anywhere over the world. This project became known as OSVehicle.

via Denis Metzger