Interlingual machine translation is one of the classic approaches to machine translation. In this approach, the source language, i.e. the text to be translated is transformed into an interlingua, i.e., an abstract language-independent representation. The target language is then generated from the interlingua. Within the rule-based machine translation paradigm, the interlingual approach is an alternative to the direct approach and the transfer approach. In the direct approach, words are translated directly without passing through an additional representation. In the transfer approach the source language is transformed into an abstract, less language-specific representation. Linguistic rules which are specific to the language pair then transform the source language representation into an abstract target language representation and from this the target sentence is generated. The interlingual approach to machine translation has advantages and disadvantages. The advantages are that it requires fewer components in order to relate each source language to each target language, it takes fewer components to add a new language, it supports paraphrases of the input in the original language, it allows both the analysers and generators to be written by monolingual system developers, and it handles languages that are very different from each other (e.g. English and Arabic). The obvious disadvantage is that the definition of an interlingua is difficult and maybe even impossible for a wider domain. The ideal context for interlingual machine translation is thus multilingual machine translation in a very specific domain. For example, Interlingua has been used as a pivot language in international conferences and has been proposed as a pivot language for the European Union. == History == The first ideas about interlingual machine translation appeared in the 17th century with Descartes and Leibniz, who came up with theories of how to create dictionaries using universal numerical codes, not unlike numerical tokens used by large language models nowadays. Others, such as Cave Beck, Athanasius Kircher and Johann Joachim Becher worked on developing an unambiguous universal language based on the principles of logic and iconographs. In 1668, John Wilkins described his interlingua in his "Essay towards a Real Character and a Philosophical Language". In the 18th and 19th centuries many proposals for "universal" international languages were developed, the most well known being Esperanto. That said, applying the idea of a universal language to machine translation did not appear in any of the first significant approaches. Instead, work started on pairs of languages. However, during the 1950s and 60s, researchers in Cambridge headed by Margaret Masterman, in Leningrad headed by Nikolai Andreev and in Milan by Silvio Ceccato started work in this area. The idea was discussed extensively by the Israeli philosopher Yehoshua Bar-Hillel in 1969. During the 1970s, noteworthy research was done in Grenoble by researchers attempting to translate physics and mathematical texts from Russian to French, and in Texas a similar project (METAL) was ongoing for Russian to English. Early interlingual MT systems were also built at Stanford in the 1970s by Roger Schank and Yorick Wilks; the former became the basis of a commercial system for the transfer of funds, and the latter's code is preserved at The Computer Museum at Boston as the first interlingual machine translation system. In the 1980s, renewed relevance was given to interlingua-based, and knowledge-based approaches to machine translation in general, with much research going on in the field. The uniting factor in this research was that high-quality translation required abandoning the idea of requiring total comprehension of the text. Instead, the translation should be based on linguistic knowledge and the specific domain in which the system would be used. The most important research of this era was done in distributed language translation (DLT) in Utrecht, which worked with a modified version of Esperanto, and the Fujitsu system in Japan. In 2016, Google Neural Machine Translation achieved "zero-shot translation", that is it directly translates one language into another. For example, it might be trained just for Japanese-English and Korean-English translation, but can perform Japanese-Korean translation. The system appears to have learned to produce a language-independent intermediate representation of language (an "interlingua"), which allows it to perform zero-shot translation by converting from and to the interlingua. == Outline == In this method of translation, the interlingua can be thought of as a way of describing the analysis of a text written in a source language such that it is possible to convert its morphological, syntactic, semantic (and even pragmatic) characteristics, that is "meaning" into a target language. This interlingua is able to describe all of the characteristics of all of the languages which are to be translated, instead of simply translating from one language to another. Sometimes two interlinguas are used in translation. It is possible that one of the two covers more of the characteristics of the source language, and the other possess more of the characteristics of the target language. The translation then proceeds by converting sentences from the first language into sentences closer to the target language through two stages. The system may also be set up such that the second interlingua uses a more specific vocabulary that is closer, or more aligned with the target language, and this could improve the translation quality. The above-mentioned system is based on the idea of using linguistic proximity to improve the translation quality from a text in one original language to many other structurally similar languages from only one original analysis. This principle is also used in pivot machine translation, where a natural language is used as a "bridge" between two more distant languages. For example, in the case of translating to English from Ukrainian using Russian as an intermediate language. == Translation process == In interlingual machine translation systems, there are two monolingual components: the analysis of the source language and the interlingual, and the generation of the interlingua and the target language. It is however necessary to distinguish between interlingual systems using only syntactic methods (for example the systems developed in the 1970s at the universities of Grenoble and Texas) and those based on artificial intelligence (from 1987 in Japan and the research at the universities of Southern California and Carnegie Mellon). The first type of system corresponds to that outlined in Figure 1. while the other types would be approximated by the diagram in Figure 4. The following resources are necessary to an interlingual machine translation system: Dictionaries (or lexicons) for analysis and generation (specific to the domain and the languages involved). A conceptual lexicon (specific to the domain), which is the knowledge base about events and entities known in the domain. A set of projection rules (specific to the domain and the languages). Grammars for the analysis and generation of the languages involved. One of the problems of knowledge-based machine translation systems is that it becomes impossible to create databases for domains larger than very specific areas. Another is that processing these databases is very computationally expensive. == Efficacy == One of the main advantages of this strategy is that it provides an economical way to make multilingual translation systems. With an interlingua it becomes unnecessary to make a translation pair between each pair of languages in the system. So instead of creating n ( n − 1 ) {\displaystyle n(n-1)} language pairs, where n {\displaystyle n} is the number of languages in the system, it is only necessary to make 2 n {\displaystyle 2n} pairs between the n {\displaystyle n} languages and the interlingua. The main disadvantage of this strategy is the difficulty of creating an adequate interlingua. It should be both abstract and independent of the source and target languages. The more languages added to the translation system, and the more different they are, the more potent the interlingua must be to express all possible translation directions. Another problem is that it is difficult to extract meaning from texts in the original languages to create the intermediate representation. == Existing interlingual machine translation systems == Calliope-Aero Carabao Linguistic Virtual Machine Grammatical Framework Number Translator Google Translate use English internally as a pivot language for some language pairs such as Chinese and Japanese, and more generally those with "higher quality" neural-network translators with English but not between each other.
Zesta
Zesta is an online food ordering and delivery platform operating across the African region. Formerly known as Square Eats, the company rebranded to Zesta in 2025. Zesta connects customers with restaurants and stores, offering delivery services for food, groceries, parcel delivery and other essentials. == History == Zesta was originally founded as Square Eats in 2020 by twin brothers Henry Newman and Randall Newman when they were 21 years old. It was launched in Gaborone, Botswana, and quickly gained traction as a leading food delivery service in the country. The company halted operations and took a strategic decision to reinvent the business in 2022. In 2025, the company announced its rebranding to Zesta, highlighting its commitment to evolving beyond food delivery to become a super app. === COVID-19 initiative === During the COVID-19 pandemic, Zesta (then Square Eats) implemented measures to ensure safety and hygiene, including providing free gloves and hand sanitizer to drivers and introducing contactless delivery options. These efforts positioned the platform as a trusted service during the pandemic. == Service == Zesta facilitates delivery from a wide range of merchant partners via a smartphone app, available on iOS and Android platforms, or through its website. Customers can browse their favorite restaurants, place orders, and have meals delivered to their doorstep efficiently.
Vehicle infrastructure integration
The Vehicle Infrastructure Integration (VII), also known as "Connected Roadways" or "vehicle-to-everything" (V2X) technology, is a United States Department of Transportation initiative that aims to improve road safety by developing technology that connects road vehicles with their environment. This development draws on several disciplines, including transport engineering, electrical engineering, automotive engineering, telematics, and computer science. Although VII specifically covers road transport, similar technologies are under development for other modes of transport. For example, airplanes may use ground-based beacons for automated guidance, allowing the autopilot to fly the plane without human intervention. == Goals == The goal of VII is to establish a communication link between vehicles (via On-Board Equipment, or OBE) and roadside infrastructure (via Roadside Equipment, or RSE) to enhance the safety, efficiency, and convenience of transportation systems. Two potential approaches are the widespread deployment of a dedicated short-range communications (DSRC) link on the 5.9GHz band, and cellular communication (C-V2X). Either of these methods would allow vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communication. The initiative has three priorities: Stakeholder evaluation and acceptance of the business model and its deployment schedule, Validation of the technology, with a focus on communications systems, in relation to deployment costs, and Creation of legal structures and policies, especially concerning digital privacy, to improve the system's long-term potential for success. === Safety === Current automotive safety technology relies primarily on vehicle-based radar, lidar, and sonar systems. This technology allows, for instance, a potential reduction in rear-end collisions by monitoring obstacles in front of or behind the vehicle and automatically applying the brakes when necessary. This technology, however, is limited by the sensing range of vehicle-based radar, particularly in angled and left-turn collisions, such as a motorist losing control of the vehicle during an impending head-on collision. The rear-end collisions addressed by current technology are generally less severe than angled, left-turn, or head-on collisions. VII promotes the development of a direct communication link between road vehicles and all other vehicles nearby, allowing for the exchange of information on vehicle speed and orientation or driver awareness and intent. This real-time exchange of information may enable more effective automated emergency maneuvers, such as steering, decelerating, or braking. In addition to nearby vehicle awareness, VII promotes a communication link between vehicles and roadway infrastructure. Such a link may allow for improved real-time traffic information, better queue management, and feedback to vehicles. Existing implementations of VII use vehicle-based sensors that can recognize and respond to roadway markings or signs, automatically adjusting vehicle parameters to follow the recognized instructions. However, this information may also be acquired via roadside beacons or stored in a centralized database accessible to all vehicles. === Efficiency === With a VII system in place, vehicles will be linked together. The headway between vehicles may therefore be reduced so that there is less empty space on the road, increasing the available capacity per lane. More capacity per lane will in turn imply fewer lanes in general, possibly satisfying the community's concerns about the impact of roadway widening. VII will enable precise traffic-signal coordination by tracking vehicle platoons and will benefit from accurate timing by drawing on real-time traffic data covering volume, density, and turning movements. Real-time traffic data can also be used in the design of new roadways or modification of existing systems as the data could be used to provide accurate origin-destination studies and turning-movement counts for uses in transportation forecasting and traffic operations. Such technology would also lead to improvements for transport engineers to address problems whilst reducing the cost of obtaining and compiling data. Tolling is another prospect for VII technology as it could enable roadways to be automatically tolled. Data could be collectively transmitted to road users for in-vehicle display, outlining the lowest cost, shortest distance, and/or fastest route to a destination on the basis of real-time conditions. === Existing applications === To some extent, results along these lines have been achieved in trials performed around the globe, making use of GPS, mobile phone signals, and vehicle registration plates. GPS is becoming standard in many new high-end vehicles and is an option on most new low- and mid-range vehicles. In addition, many users also have mobile phones that transmit trackable signals (and may also be GPS-enabled). Mobile phones can already be traced for purposes of emergency response. GPS and mobile phone tracking, however, do not provide fully reliable data. Furthermore, integrating mobile phones in vehicles may be prohibitively difficult. Data from mobile phones, though useful, might even increase risks to motorists as they tend to look at their phones rather than concentrate on their driving. Automatic registration plate recognition can provide large quantities of data, but continuously tracking a vehicle through a corridor is a difficult task with existing technology. Today's equipment is designed for data acquisition and functions such as enforcement and tolling, not for returning data to vehicles or motorists for response. GPS will nevertheless be one of the key components in VII systems. == Limitations == === Privacy === VII architecture is designed to prevent identification of individual vehicles, with all data exchange between the vehicle and the system occurring anonymously. Exchanges between the vehicles and third parties such as OEMs and toll collectors will occur, but the network traffic will be sent via encrypted tunnels and will therefore not be decipherable by the VII system. Data sharing with law enforcement or Homeland Security was not included in system design as of 2006. === Technical issues === ==== Coordination ==== A major issue facing the deployment of VII is the problem of how to set up the system initially. The costs associated with installing the technology in vehicles and providing communications and power at every intersection are significant. ==== Maintenance ==== Another factor for consideration in regard to the technology's distribution is how to update and maintain the units. Traffic systems are highly dynamic, with new traffic controls implemented every day and roadways constructed or repaired every year. The vehicle-based option could be updated via the internet (preferably wireless) but may subsequently require all users to have access to internet technology. Alternatively, if receivers were placed in all vehicles and the VII system was primarily located along the roadside, information could be stored in a centralized database. This would allow the agency responsible to issue updates at any time. These would then be disseminated to the roadside units for passing motorists. Operationally, this method is currently considered to provide the greatest effectiveness but at a high cost to the authorities. ==== Security ==== Security of the units is another concern, especially in light of the public acceptance issue. Criminals could tamper, remove, or destroy VII units regardless of whether they are installed inside vehicles or along the roadside. Magnets, electric shocks, and malicious software (viruses, hacking, or jamming) could be used to damage VII systems – regardless of whether units are located inside vehicle or along the roadside. == Recent developments == Much of the current research and experimentation is conducted in the United States where coordination is ensured through the Vehicle Infrastructure Integration Consortium; consisting of automobile manufacturers (Ford, General Motors, Daimler Chrysler, Toyota, Nissan, Honda, Volkswagen, BMW), IT suppliers, U.S. Federal and state transportation departments, and professional associations. Trialing is taking place in Michigan and California. The specific applications now being developed under the U.S. initiative are: Warning drivers of unsafe conditions or imminent collisions. Warning drivers if they are about to run off the road or speed around a curve too fast. Informing system operators of real-time congestion, weather conditions and incidents. Providing operators with information on corridor capacity for real-time management, planning and provision of corridor-wide advisories to drivers. In mid-2007, a VII environment covering some 20 square miles (52 km2) near Detroit was used to test 20 prototype VII applications. Several automobile manufacturers are also conducting their own VII research and triali
Cruel World of Dreams and Fears
Cruel World of Dreams and Fears is the debut album from Ukrainian-born Czech black metal artist Draugveil, released independently on 13 June 2025. The album became notable among metal fans due to its cover, featuring Draugveil in a suit of armour and corpse paint, and lying in a field of red roses. The cover was the subject of parodying internet memes, as well as accusations of using artificial intelligence (AI) to make it. These claims were later expanded to suggest that AI was used to make the album's music. == Memes and AI accusations == Upon the album being released on YouTube on the channel Black Metal Promotion, the album attracted attention due to its cover, depicting Draugveil lying in a field of roses, dressed in armour, wearing corpse paint and having a sword stuck in the ground. Some compared it to covers where other artists are lying on the ground, such as Michael Jackson's Thriller, Luther Vandross's Give Me the Reason, and the UK cover of Lionel Richie's You Are. Critics of the album, however, suggested that AI was used to make the cover. This was partly due to suggestions that the rose stems in the picture come out from the ground in an unrealistic way. This later resulted in claims from some fans that AI was also used to produce the music, and later the lyrics and vocals. These claims began on a Facebook page entitled "AI Generated Nonsense", which was later deleted. No definitive evidence, however, was produced to back these claims. Derek McArthur, a journalist for Glasgow-based newspaper The Herald, wrote: "The music is in line with what one would expect from a one-man black metal project in the vein of Judas Iscariot and Burzum, but then if AI was asked to create music in a black metal style, that is probably what it would decide to generically produce and spit out." Draugveil's reaction to the claims was: "Let people decide." The result of the claims of AI has led to some writers to claim that artists in the future will have to prove they are human to be taken seriously, and that members of the public will be increasing doubt as to whether creative works are produced by either humans or AI. == Track listing ==
Computer-automated design
Design Automation usually refers to electronic design automation, or Design Automation which is a Product Configurator. Extending Computer-Aided Design (CAD), automated design and Computer-Automated Design (CAutoD) are more concerned with a broader range of applications, such as automotive engineering, civil engineering, composite material design, control engineering, dynamic system identification and optimization, financial systems, industrial equipment, mechatronic systems, steel construction, structural optimisation, and the invention of novel systems. The concept of CAutoD perhaps first appeared in 1963, in the IBM Journal of Research and Development, where a computer program was written. to search for logic circuits having certain constraints on hardware design to evaluate these logics in terms of their discriminating ability over samples of the character set they are expected to recognize. More recently, traditional CAD simulation is seen to be transformed to CAutoD by biologically-inspired machine learning, including heuristic search techniques such as evolutionary computation, and swarm intelligence algorithms. == Guiding designs by performance improvements == To meet the ever-growing demand of quality and competitiveness, iterative physical prototyping is now often replaced by 'digital prototyping' of a 'good design', which aims to meet multiple objectives such as maximised output, energy efficiency, highest speed and cost-effectiveness. The design problem concerns both finding the best design within a known range (i.e., through 'learning' or 'optimisation') and finding a new and better design beyond the existing ones (i.e., through creation and invention). This is equivalent to a search problem in an almost certainly, multidimensional (multivariate), multi-modal space with a single (or weighted) objective or multiple objectives. == Normalized objective function: cost vs. fitness == Using single-objective CAutoD as an example, if the objective function, either as a cost function J ∈ [ 0 , ∞ ) {\displaystyle J\in [0,\infty )} , or inversely, as a fitness function f ∈ ( 0 , 1 ] {\displaystyle f\in (0,1]} , where f = J 1 + J {\displaystyle f={\tfrac {J}{1+J}}} , is differentiable under practical constraints in the multidimensional space, the design problem may be solved analytically. Finding the parameter sets that result in a zero first-order derivative and that satisfy the second-order derivative conditions would reveal all local optima. Then comparing the values of the performance index of all the local optima, together with those of all boundary parameter sets, would lead to the global optimum, whose corresponding 'parameter' set will thus represent the best design. However, in practice, the optimization usually involves multiple objectives and the matters involving derivatives are a lot more complex. == Dealing with practical objectives == In practice, the objective value may be noisy or even non-numerical, and hence its gradient information may be unreliable or unavailable. This is particularly true when the problem is multi-objective. At present, many designs and refinements are mainly made through a manual trial-and-error process with the help of a CAD simulation package. Usually, such a posteriori learning or adjustments need to be repeated many times until a ‘satisfactory’ or ‘optimal’ design emerges. == Exhaustive search == In theory, this adjustment process can be automated by computerised search, such as exhaustive search. As this is an exponential algorithm, it may not deliver solutions in practice within a limited period of time. == Search in polynomial time == One approach to virtual engineering and automated design is evolutionary computation such as evolutionary algorithms. === Evolutionary algorithms === To reduce the search time, the biologically-inspired evolutionary algorithm (EA) can be used instead, which is a (non-deterministic) polynomial algorithm. The EA based multi-objective "search team" can be interfaced with an existing CAD simulation package in a batch mode. The EA encodes the design parameters (encoding being necessary if some parameters are non-numerical) to refine multiple candidates through parallel and interactive search. In the search process, 'selection' is performed using 'survival of the fittest' a posteriori learning. To obtain the next 'generation' of possible solutions, some parameter values are exchanged between two candidates (by an operation called 'crossover') and new values introduced (by an operation called 'mutation'). This way, the evolutionary technique makes use of past trial information in a similarly intelligent manner to the human designer. The EA based optimal designs can start from the designer's existing design database, or from an initial generation of candidate designs obtained randomly. A number of finely evolved top-performing candidates will represent several automatically optimized digital prototypes. There are websites that demonstrate interactive evolutionary algorithms for design. allows you to evolve 3D objects online and have them 3D printed. allows you to do the same for 2D images.
Version space learning
Version space learning is a logical approach to machine learning, specifically binary classification. Version space learning algorithms search a predefined space of hypotheses, viewed as a set of logical sentences. Formally, the hypothesis space is a disjunction H 1 ∨ H 2 ∨ . . . ∨ H n {\displaystyle H_{1}\lor H_{2}\lor ...\lor H_{n}} (i.e., one or more of hypotheses 1 through n are true). A version space learning algorithm is presented with examples, which it will use to restrict its hypothesis space; for each example x, the hypotheses that are inconsistent with x are removed from the space. This iterative refining of the hypothesis space is called the candidate elimination algorithm, the hypothesis space maintained inside the algorithm, its version space. == The version space algorithm == In settings where there is a generality-ordering on hypotheses, it is possible to represent the version space by two sets of hypotheses: (1) the most specific consistent hypotheses, and (2) the most general consistent hypotheses, where "consistent" indicates agreement with observed data. The most specific hypotheses (i.e., the specific boundary SB) cover the observed positive training examples, and as little of the remaining feature space as possible. These hypotheses, if reduced any further, exclude a positive training example, and hence become inconsistent. These minimal hypotheses essentially constitute a (pessimistic) claim that the true concept is defined just by the positive data already observed: Thus, if a novel (never-before-seen) data point is observed, it should be assumed to be negative. (I.e., if data has not previously been ruled in, then it's ruled out.) The most general hypotheses (i.e., the general boundary GB) cover the observed positive training examples, but also cover as much of the remaining feature space without including any negative training examples. These, if enlarged any further, include a negative training example, and hence become inconsistent. These maximal hypotheses essentially constitute a (optimistic) claim that the true concept is defined just by the negative data already observed: Thus, if a novel (never-before-seen) data point is observed, it should be assumed to be positive. (I.e., if data has not previously been ruled out, then it's ruled in.) Thus, during learning, the version space (which itself is a set – possibly infinite – containing all consistent hypotheses) can be represented by just its lower and upper bounds (maximally general and maximally specific hypothesis sets), and learning operations can be performed just on these representative sets. After learning, classification can be performed on unseen examples by testing the hypothesis learned by the algorithm. If the example is consistent with multiple hypotheses, a majority vote rule can be applied. == Historical background == The notion of version spaces was introduced by Mitchell in the early 1980s as a framework for understanding the basic problem of supervised learning within the context of solution search. Although the basic "candidate elimination" search method that accompanies the version space framework is not a popular learning algorithm, there are some practical implementations that have been developed (e.g., Sverdlik & Reynolds 1992, Hong & Tsang 1997, Dubois & Quafafou 2002). A major drawback of version space learning is its inability to deal with noise: any pair of inconsistent examples can cause the version space to collapse, i.e., become empty, so that classification becomes impossible. One solution of this problem is proposed by Dubois and Quafafou that proposed the Rough Version Space, where rough sets based approximations are used to learn certain and possible hypothesis in the presence of inconsistent data.
Vehicle infrastructure integration
The Vehicle Infrastructure Integration (VII), also known as "Connected Roadways" or "vehicle-to-everything" (V2X) technology, is a United States Department of Transportation initiative that aims to improve road safety by developing technology that connects road vehicles with their environment. This development draws on several disciplines, including transport engineering, electrical engineering, automotive engineering, telematics, and computer science. Although VII specifically covers road transport, similar technologies are under development for other modes of transport. For example, airplanes may use ground-based beacons for automated guidance, allowing the autopilot to fly the plane without human intervention. == Goals == The goal of VII is to establish a communication link between vehicles (via On-Board Equipment, or OBE) and roadside infrastructure (via Roadside Equipment, or RSE) to enhance the safety, efficiency, and convenience of transportation systems. Two potential approaches are the widespread deployment of a dedicated short-range communications (DSRC) link on the 5.9GHz band, and cellular communication (C-V2X). Either of these methods would allow vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communication. The initiative has three priorities: Stakeholder evaluation and acceptance of the business model and its deployment schedule, Validation of the technology, with a focus on communications systems, in relation to deployment costs, and Creation of legal structures and policies, especially concerning digital privacy, to improve the system's long-term potential for success. === Safety === Current automotive safety technology relies primarily on vehicle-based radar, lidar, and sonar systems. This technology allows, for instance, a potential reduction in rear-end collisions by monitoring obstacles in front of or behind the vehicle and automatically applying the brakes when necessary. This technology, however, is limited by the sensing range of vehicle-based radar, particularly in angled and left-turn collisions, such as a motorist losing control of the vehicle during an impending head-on collision. The rear-end collisions addressed by current technology are generally less severe than angled, left-turn, or head-on collisions. VII promotes the development of a direct communication link between road vehicles and all other vehicles nearby, allowing for the exchange of information on vehicle speed and orientation or driver awareness and intent. This real-time exchange of information may enable more effective automated emergency maneuvers, such as steering, decelerating, or braking. In addition to nearby vehicle awareness, VII promotes a communication link between vehicles and roadway infrastructure. Such a link may allow for improved real-time traffic information, better queue management, and feedback to vehicles. Existing implementations of VII use vehicle-based sensors that can recognize and respond to roadway markings or signs, automatically adjusting vehicle parameters to follow the recognized instructions. However, this information may also be acquired via roadside beacons or stored in a centralized database accessible to all vehicles. === Efficiency === With a VII system in place, vehicles will be linked together. The headway between vehicles may therefore be reduced so that there is less empty space on the road, increasing the available capacity per lane. More capacity per lane will in turn imply fewer lanes in general, possibly satisfying the community's concerns about the impact of roadway widening. VII will enable precise traffic-signal coordination by tracking vehicle platoons and will benefit from accurate timing by drawing on real-time traffic data covering volume, density, and turning movements. Real-time traffic data can also be used in the design of new roadways or modification of existing systems as the data could be used to provide accurate origin-destination studies and turning-movement counts for uses in transportation forecasting and traffic operations. Such technology would also lead to improvements for transport engineers to address problems whilst reducing the cost of obtaining and compiling data. Tolling is another prospect for VII technology as it could enable roadways to be automatically tolled. Data could be collectively transmitted to road users for in-vehicle display, outlining the lowest cost, shortest distance, and/or fastest route to a destination on the basis of real-time conditions. === Existing applications === To some extent, results along these lines have been achieved in trials performed around the globe, making use of GPS, mobile phone signals, and vehicle registration plates. GPS is becoming standard in many new high-end vehicles and is an option on most new low- and mid-range vehicles. In addition, many users also have mobile phones that transmit trackable signals (and may also be GPS-enabled). Mobile phones can already be traced for purposes of emergency response. GPS and mobile phone tracking, however, do not provide fully reliable data. Furthermore, integrating mobile phones in vehicles may be prohibitively difficult. Data from mobile phones, though useful, might even increase risks to motorists as they tend to look at their phones rather than concentrate on their driving. Automatic registration plate recognition can provide large quantities of data, but continuously tracking a vehicle through a corridor is a difficult task with existing technology. Today's equipment is designed for data acquisition and functions such as enforcement and tolling, not for returning data to vehicles or motorists for response. GPS will nevertheless be one of the key components in VII systems. == Limitations == === Privacy === VII architecture is designed to prevent identification of individual vehicles, with all data exchange between the vehicle and the system occurring anonymously. Exchanges between the vehicles and third parties such as OEMs and toll collectors will occur, but the network traffic will be sent via encrypted tunnels and will therefore not be decipherable by the VII system. Data sharing with law enforcement or Homeland Security was not included in system design as of 2006. === Technical issues === ==== Coordination ==== A major issue facing the deployment of VII is the problem of how to set up the system initially. The costs associated with installing the technology in vehicles and providing communications and power at every intersection are significant. ==== Maintenance ==== Another factor for consideration in regard to the technology's distribution is how to update and maintain the units. Traffic systems are highly dynamic, with new traffic controls implemented every day and roadways constructed or repaired every year. The vehicle-based option could be updated via the internet (preferably wireless) but may subsequently require all users to have access to internet technology. Alternatively, if receivers were placed in all vehicles and the VII system was primarily located along the roadside, information could be stored in a centralized database. This would allow the agency responsible to issue updates at any time. These would then be disseminated to the roadside units for passing motorists. Operationally, this method is currently considered to provide the greatest effectiveness but at a high cost to the authorities. ==== Security ==== Security of the units is another concern, especially in light of the public acceptance issue. Criminals could tamper, remove, or destroy VII units regardless of whether they are installed inside vehicles or along the roadside. Magnets, electric shocks, and malicious software (viruses, hacking, or jamming) could be used to damage VII systems – regardless of whether units are located inside vehicle or along the roadside. == Recent developments == Much of the current research and experimentation is conducted in the United States where coordination is ensured through the Vehicle Infrastructure Integration Consortium; consisting of automobile manufacturers (Ford, General Motors, Daimler Chrysler, Toyota, Nissan, Honda, Volkswagen, BMW), IT suppliers, U.S. Federal and state transportation departments, and professional associations. Trialing is taking place in Michigan and California. The specific applications now being developed under the U.S. initiative are: Warning drivers of unsafe conditions or imminent collisions. Warning drivers if they are about to run off the road or speed around a curve too fast. Informing system operators of real-time congestion, weather conditions and incidents. Providing operators with information on corridor capacity for real-time management, planning and provision of corridor-wide advisories to drivers. In mid-2007, a VII environment covering some 20 square miles (52 km2) near Detroit was used to test 20 prototype VII applications. Several automobile manufacturers are also conducting their own VII research and triali