>> Narrator: Live from Orlando, Florida, it's the Cube, covering PentahoWorld 2017. Brought to you by Hitachi Vantara. >> Welcome back to the Cube's live coverage of PentahoWorld brought to you by Hitachi Vantara I'm your host Rebecca Knight, along with my co-host James Kobielus. We're joined by Dr. Allaa Hilal She is the Director of Innovation at IMS Thanks so much for coming on the Cube Allaa >> Thanks, I'm excited to be here. >> So you described you mission this morning, as is, the mission to enable the connected car. Tell our viewers what is the connected car? >> That is a very interesting question. So, to us, to us at IMS, we define the connected vehicle in a little bit of a different way. So, most people define it as being connected to the internet. But, having it connected to the internet is not very useful to us drivers. But having it connected to you, the driver, is the key, is the essential point. And this is how we define the connected vehicle. So, if it's, by connecting to you, we need to connect it to the internet, then that's a by product. But the key is giving you an actionable insights as you're driving along, doing you daily commute. And as I mentioned this morning, you spend about four point five years, of you life, in a vehicle. That's a long time. It's a lot of time on your behalf. So, if you, if we are able to make this commute, or your time in a vehicle more productive, then you get to enjoy this ride a little bit more. >> So augmenting the driver, or passengers, experience with analytics, as opposed to what people usually think of, which is self-driving autonomous vehicles, am I-- >> So, it's one step of the way. You cannot have an autonomous vehicle without having connected vehicles. Because, if you think about it, if you're having autonomous vehicle that has a horrible user experience, then what are you really doing? Right? Nobody will want to ride it. So. >> So, talk about, what are some examples of these actionable insights that you could give someone as their driving along? >> So, imagine this: so, if you're driving in the middle of highway, and you, and we know your destination in advance, but we know that there's no parking space, and we can redirect you to another parking spot. That's an actionable insight that would be useful. If we now that you're driving, and because of the way you're driving, your premiums will go up because you impose a little bit more higher risk, we can give you coaching, and feed-back on how you can get to be a better driver and save some money. Think about it another way. You can be driving in harsh breaking, harsh acceleration, imposing wear and tear on your tires. That will cost you money because you would need to change them. If we give you this information early on, you're incentivized to change your behavior a little bit to prolong the lifetime of your vehicle, as well as save some gas. >> So, IMS is a long-time IOT customer, can you tell us how you've been able to stay relevant? >> Oh, that's a very interesting question. So, definitely some, it's been an interesting, ever-changing market. So, we focus on delivering a suite of services. Not just one service, with one provider. We actually provide a suite of services, and we can enable different one at different times. So we're not just a usage-based company, we're a connected car company. That means that we enable road-usage charging. So, you know road-usage charging, right? So, like, multiple states in North America, as well as in Europe, different countries, are focused now on having road chargings. Instead of you paying the gas-tax, at the gas pump every time you put gas in the car, to off-set the cost of the infrastructure, you pay the road-usage charge. >> Rebecca: A toll. >> A toll. Well, similar to a toll, but it's different because you're already paying it somehow. So, a toll is choice, you need to take this road, you pay the tolls for it >> James: Yes. >> But, for road-usage charging, it's trying to have a fair system to offset the cost of the infrastructure. The way it was done before, using the gas-tax, everybody had to use gas, everybody buys gas, and then they pay a little bit of money that goes to the infrastructure. Now you have hybrid vehicles, now we have fuel efficient vehicles, as well as you have electric vehicles, that are imposing wear and tear one the roads, but there's not money coming to the government to help offset this cost. So they are trying to have a more fair system where we all contribute to the roads that we're driving in. >> So what's the metering infrastructure to enable road-usage based, road charges? >> Okay, so, road-usage charging is actually quite interesting, so, you think it has a lot of different additional over-head that you need. But it actually is not. It's you can, we as a company, enable road-usage charging through an OBD dongle that you add on your vehicle. >> Yes, yes. >> And that's enough for us to get all the information needed. Whether it's just millage information, without GPS, again-- >> James: A diagnostic port. >> It's a diagnostic port, yes. >> Yes, yes. So it has multiple ways, right? So you can enable it, road-usage charging has multiple flavors of it. So one of them with GPS informations, so we only charge you on public roads, not private roads. So, if you have, like if you're driving on a campus, or like a big a campus at work, you're not pay, you're not charged for that. You only pay for public roads. If we don't have GPS, we do millage based approach. Where we collect this data and we provide it to the government, to do, to charge you for it. And the nice thing about it, they actually do a gas rebate, so gas-tax rebate, so you get to claim these millages, claim what you're paying for road-use charging and you rebate your gas-tax. Another flavor of it would be based on OBD two, sorry, other then OBD two, is mobile phone. So we can use the mobile phone to collect similar data and again, understand where you are, and accordingly charge you. Send the information to the government to charge you as such. >> As it relates to the internet of things that are, those are approaches, that would you, regard those are both IOT related approaches? Is there other any other, like, metering technologies that you are exploring? For gathering this data, in a way that's more or less invisible? >> So, I would definitely consider this as an IOT because, again, the IOT is having the sensors embedded in multiple services. >> Yes, yes. So, definitely to me, that's an IOT application. That being said, there are existing tooling approaches which are like cameras, and sensors, at entry points, and exit points. These are road-side infrastructures, you can also have, like, lane, high occupancy lanes, where, if you're in it they can take a picture, or sense how many people are in the vehicle. So, there are a lot of technologies that enables road-usage charging. That being said, I think using an OBD two, or a mobile phone is one of the most seamless things that you can use simply because you plug it in once, and you don't have to interact with it. >> So how is Pentaho, how are partnered with Pentaho to manage all this data, to drive these programs? >> Actually, that's an interesting question. >> Yeah exactly! >> We're at PentahoWorld, so This is the right question to ask here. (laughs) So, Pentaho has helped us to accelerate the ETL: the extract, transform, and load process. Especially since we're collecting data from diverse sources, from heterogeneous platforms, whether it's from an OBD two, from a mobile phone, or even from vehicles themselves. So collecting data from all of this different sources, Pentaho enabled us to ingest it fast, extract it, transform it, and load it. It also helped with with, data integration. So, the pentaho data integration platform helped us to work with multiple sources. Get stuff fast, get it ready. And, above all, it helped with the visualization because, we work with different clients, and each of them require a different report, or view of the data, in aggregated ways. Pentaho definitely helped us accelerate and adapt fast to the requirement of our clients. >> Are the clients, are they fleet managers? Are the clients insurance companies? Just give us a sense of the sort of dashboards you provide to them. And I'm using "dashboards" in a double entendre sense. To what extent can this technology be embedded in the dashboards of the future? Connected cars. To help drivers and passengers to modify their behavior while their using the road system. >> So I will answer that onto two parts. So the first, who are our clients? So we work with, definitely, insurance companies, some of the top ones in the world. Which would need data in a different form. We work with governments, we provide them for road-usage charging, for example, work with governments, so we provide them a different view of the data as their requirement. Work with fleet managers, fleet insurance company, which is commercial lines. We also provide information to the end-driver, to the end-user, because, how can you change, help them change their behavior? How can you give them actionable insights if your not interacting with them? So all of these are different end-points to our data and how we're exposing it. Regarding, what can we show in the dashboard, if you thin about it, today in some sense we're showing some information, we're showing, actually, a lot of information. So we have the mobile app, that acts as an interface, or a touch-point between us and the end-user. Because, at the end of the day, the end-user is the one who owns the data, it's not IMS, it's the end-user who owns the data. And he's allowing us to use it to give him insights to get insurance discounts or, know how much he's being charged for road-usage charging or, like, enabled services like road-side assistance, and others. So, the mobile app, is our interaction point and we have like, screens, that show the logs of your trip, and like, what good did you do, what bad did you do. We have analytics on this behavioral side. Where are you in terms of percentile of all different drivers. So that also gives you an encouragement and we always focus on positive feed-back to help you enhance and change your driving to the better. >> What are you doing in terms of data-masking, anonymization, to protect the privacy of this data that's being processed through, through your applications. >> So, definitely I-- >> James: We're very privacy sensitive obviously. >> No, yeah, and we are very, very aware of it. We're actually-- >> And how are you using Pentaho in that regard? >> We're very, very aware of it and we're very, very security conscious. If you thin about it, who are our clients? Our insurance company who are security focused, and then governments are security focused. And so, with, when you work with like, such big companies, and big institutions, that are very aware of security, you need also, to step up and show that. And this is why, we're (mumbles) certified in many, many areas. So, we're very, very aware of privacy. We never use any PII. And our PII officer, we have a security officer that is very, very, very strict. Let me tell you that. (laughs) And, when we use data, we use it an aggregated and anonymized format. So, you cannot, and we use differential privacy on it, so you cannot identify one person added, or removed out of it. So we use all of these different measures. And all the data that is being sent form the device, is double encrypted on a VPN, as well as sent on a binary format to our back-end, through a secure system. Devices are unhackable because they are designed such as that you cannot receive input. It's just made to send out input. So we work on privacy and security. We are actually privacy and security focused institute. And this is why we have been chosen by top tier insurers, as well as governments, to work with. >> So how far are we from fully autonomous vehicles? I mean, in your keynote, you talked about how actually people think we're further along in the journey then we actually are. But can you walk us through, the next, sort of next steps, and then give us an estimate? >> Tell me when to ditch my car right now >> Yeah, exactly! That's what I want to know. >> Okay, that's an interesting question, I'm sure it's a very controversial one, because, everybody would have a different opinion. I know somebody on my team, and if he's watching he would say "In the next three years and I will have "my next autonomous vehicle." and it all falls back to the definition of autonomy, right? So there, as I mentioned this morning, there are five levels of autonomy. So level zero is having no autonomy whatsoever. So it's like you 1970 or 1960 car, that you drive, you enjoy, but, it does nothing except enables you to drive. You have them, your level one autonomy, which will enable one feature only, so, it's either cruise-control, automatic breaking. One thing to assist you. So it's one thing. The you have level two, that enables two or more things at the same time, but you need to be fully alert and aware. Level three, while it can drive a little bit autonomously, but you need to be alert, fully engaged and ready to engage at any time. Ready to go at any time. Level four, it is autonomous under certain conditions. So, for example, autonomous on highway, or autonomous in specific cities, but not autonomous in others. Level five is autonomous everywhere, all the time. This is what we all are waiting for. Where we can sit-- >> I want tenterhooks. >> Exactly. Where you can-- >> Yes, I want to sleep while I'm driving (laughs) >> I want to bing on Netflix or catch-up on all the reading >> Right. Exactly. >> I have a lot of Game of Thrones on my, yes. >> Exactly. (laughs) Exactly. So, it depends on how you define autonomy, and this is where defines where we are on the progress. So, if you look at Tesla and Google car, we're actually somewhere between level two and level three. Multiple systems are engaged, but you need to be fully alert and ready to intervene at any time. We're still not at the phase where you can lay back and relax and sleep. >> What is your opinion, finally, how many years are we looking? >> Okay, depends on the levels, so if I say level three, yeah, well, we have it. Now, >> Yeah (laughs) If we are talking about-- >> You're hedging >> (laughs) level four, I would expect, okay, so level four and level five has its challenges. Level four, I would expect it to be between five to 10 years, somewhere in between. But level five is a little bit further. And the reason is multiple things: I would say 15 to 20, and I'll tell you why. Number one, you would have multiple cars coexisting on the road. And humans decisions are subjective, and are not always predictable. So, you would always need to default to human intervention when needed. Road infrastructure takes a long time to be developed, and for government investment. Third one, you need human acceptance, and trust into these systems, so I can trust my six-year-old daughter to sit there and I would not be afraid for her life. So, these things take time to develop, and this is hwy I'm saying 15 to 20 years. >> Okay, you heard it hear first folks. Alright? 15 to 20 years. >> Great >> I'm all for it. Allaa, thanks so much for coming on the Cube. It was a great conversation. >> I really enjoyed it so much. Thanks for having me. >> I'm Rebecca Knight for James Kobielus, we will have more form the Cube at PentahoWorld in just a little bit. (electronic music)