Designing Sustainable Mobility is an event recently held at Art Center in Southern California. In Northern California (i.e., Silicon Valley) an design-y event about mobility (sustainable or otherwise), is going to be about wireless communications (i.e. cell phone stuff). In Southern California, it’s about cars.

Although, now that I think of it, a conference about sustainability and wireless mobility would be interesting, since I don’t ever hear of the two things put together.

We have some time before we can expect to be driving Chinese cars.

Despite growing anxiety that the Chinese would quickly seek to conquer yet another important industry, it now looks as if it will be at least another several years before Chinese automakers start exporting large numbers of cars they both design and make. They had intended to start selling their own brands in the United States as soon as 2007 but have pushed off their plans by a couple of years.

And now, some Chinese auto executives admit, it could be as late as 2020 before they will be ready to take on the world auto market.

That’s not to say that the Chinese will not follow in the footsteps of Japanese automakers, who first sent over chintzy cars that were roundly criticized, only to set new standards for the industry in later years.

Still, despite China’s manufacturing prowess, it is, for now, proving a lot harder than automakers here anticipated to make cars that appeal to Western tastes.

Here’s a story about who these Indian engineers are, or aren’t. Frankly, I was glad to see this article, not for protectionist reasons, but simply to acknowledge that we’ve got dramatically different cultures around work, collaboration, education, success, and everything else, and that’s obviously going to play out in the hiring/working space.

India still produces plenty of engineers, nearly 400,000 a year at last count. But their competence has become the issue.

A study commissioned by a trade group, the National Association of Software and Service Companies, or Nasscom, found only one in four engineering graduates to be employable. The rest were deficient in the required technical skills, fluency in English or ability to work in a team or deliver basic oral presentations.

And finally here’s yet another story about Americans working for Indian firms (I last blogged about it here)

For the job seekers, India represents a new kind of ticket. Katrina Anderson, 22, a math major from Manhattan, Kan., accepted the Infosys offer because, she said, it provided the most extensive training of any company that offered her a job.

An added bonus was the chance to travel halfway around the world. “Some people were scared by the India relocation,” she recalled. “But that pretty much sold it for me.”

When she finishes the training in January, Ms. Anderson, a graduate of the University of Notre Dame, will return to the United States, to work in the Infosys office in Phoenix.

For the Americans at Infosys, culture shock combines with surprising discoveries. Mr. Craig and Ms. Anderson admitted to having their stereotypes of India quickly upturned. Mr. Craig expected elephants and crowded sidewalks; Ms. Anderson expected stifling heat and women who covered their heads.

The Infosys training center, with its 300 acres of manicured shrubbery, is a far cry from the poverty of much of this country. There is a bowling alley on campus, a state-of-the-art gym, a swimming pool, tennis courts and an auditorium modeled on the Epcot Center.

Mr. Craig, who still calls home nearly every day, says he has made an effort to teach himself a few things about his new, temporary home. He has learned how to conduct himself properly at a Hindu temple. He makes an extra effort to be more courteous. He has learned to ignore the things that rattle him in India – the habit of cutting in line, for instance, or the ease with which a stranger here can ask what he would consider a deeply personal question.

“I definitely feel like a minority here,” he said, sounding surprised at the very possibility.

Ms. Anderson has tried to ignore what she sees as a penchant for staring, especially by men. She has donned Indian clothes in hopes of deflecting attention, only to realize that it has the opposite effect. She has stopped brooding quietly when someone cuts in line. “I say, ‘Excuse me, there’s a line here.’ “

You’ve probably seen the extensive promotion for the new Pixar film, Cars.

Maybe you even thought they looked a little familiar?

Apparently, Chevron thought so as well. Here’s an ad from the entertainment section of today’s paper.

It’s pretty clever, I had to look carefully to see if it was a tie-in but it’s not. It’s a pretty bold move by Chevron to assert their identity and poke at Pixar, but also pretty smart.

Written in small text along the bottom left is meta-comment pointing out that this is a cool ad, and that you could cut it out and hang it on your wall. With the obligatory scissors-and-dotted-lines icon to show you how to cut it out.

The New York Times offers some nice cultural insight on the phenomenon of decals in car rear windows as tributes to the departed. Decal Junky, cited in the piece, has six pages of memorial decals.

Arturo Ramirez of Cathedral City, Calif., who expressed his grief over the death of his friend Ernie Zamorez in a car crash in October 2004 by having 50 car decals printed at $5.50 apiece, said he sees the tributes primarily on cars of people with Latin American backgrounds. Trips around the Coachella Valley and Los Angeles freeways, however, turned up other backgrounds as well. “In Loving Memory of Rocco DeJoseph” read one decal on the back of a blue Saturn, positioned next to a decal proclaiming “Italian Princess.”

Those who study the way societies process death see the decals as yet another iteration of an increasingly mobile and transient America. “We try to keep track of our dead,” said Thomas Lynch, an undertaker and poet in Milford, Mich., who has written two books on the culture of death. “We’re the only species that does. There’s a need to name the loss, to give it some texture.” The decals, Mr. Lynch said, are “bringing the cemetery to the freeway.”

Gary M. Laderman, director of the graduate division of religion at Emory University in Atlanta and the author of two books on funeral customs, said the decals bring a do-it-yourself mentality to memorializing death. “It’s part of the post-60’s consumer empowerment, where everything can get caught up in commercialization,” Professor Laderman said. “Before, it was left to the funeral home. Now you take the production into your own hands and have it your way.”

In Southern California, where so much of life is conducted in cars, many people say it makes sense for death to be reflected there too.

Leanne Fuller, the girlfriend of Ernie Zamorez, said decals were the most efficient way to get word out about his death. “He had friends from high school who didn’t hear anything in the news, and they see the car and know he died,” she said, adding that she will keep the decal on her Honda Civic until it falls off.

New York Times story about car manufacturers using video games and other gimmicks to promote new models

DaimlerChrysler’s research found that one-third of all gamers are 35 to 49, with an average age of 28, up from just 18 a decade ago. Women also have increasingly picked up on gaming, particularly online, in which they play against other people around the world. “There’s a growing wave of women gaming,” Mr. Bell said. Even though many of the corporate-sponsored games mimic ones that do not carry a commercial message, they are primarily a sales tool – just like traditional television campaigns.
But unlike television, which is virtually impossible to track in terms of actual sales, Mr. Bell said he has been able to match people who download games with sales results. For example, of the first 1,000 people to buy the Jeep Wrangler Rubicon when it was introduced, he found that 500 of them had downloaded and played the computer game created for the new model.