‘We view what we are doing as a public service,’ says the cofounder of the nonprofit that millions of people are relying on to stay safe.

If you live in Los Angeles, you are probably already intimately familiar with Watch Duty, the free app that shows active fires, mandatory evacuation zones, air quality indexes, wind direction, and a wealth of other information that everyone, from firefighters to regular people, have come to rely on during this week’s historic and devastating wildfires.

Watch Duty is unique in the tech world in that it doesn’t care about user engagement, time spent, or ad sales. The 501(c)(3) nonprofit behind it only cares about the accuracy of the information it provides and the speed with which the service can deliver that information. The app itself has taken off, rocketing to the top of Apple’s and Google’s app stores. Over 1 million people have downloaded it over the last few days alone.

The elegance of the app lies in its simplicity. It doesn’t scrape user data, show ads, require any kind of login, or track your information. Its simple tech stack and UI — most of which is maintained by volunteer engineers and reporters — has likely helped save countless lives. While Watch Duty is free to use, the app accepts tax-deductible donations and offers two tiers of membership that unlock additional features, like a firefighting flight tracker and the ability to set alerts for more than four counties.

With plans to expand the service across the United States, as well as overseas and into other emergency services, Watch Duty may eventually replace some of the slower and less reliable local government alert systems for millions of people.

Photo by Lokman Vural Elibol / Anadolu via Getty Images

An app born from fire

The idea for Watch Duty came to cofounder John Mills while he was trying to protect his off-grid Sonoma County home from the Walbridge fire in 2020. He realized there wasn’t a single source for all the information people needed to protect themselves from the blaze, which ultimately killed 33 people and destroyed 156 homes. John and his friend David Merritt, who is Watch Duty’s cofounder and CTO, decided to build an app to help.

“This came out of an idea that John had, and he talked to me about it four years ago,” Merritt tells The Verge. “We built the app in 60 days, and it was run completely by volunteers, no full-time staff. It was a side project for a lot of engineers, so the aim was to keep it as simple as possible.”

Fire reporting is piecemeal at best in fire-prone areas and frequently scattered across platforms like Facebook and X, where fire departments and counties have verified pages sharing relevant updates. But increasingly, social media platforms are putting automated access for alert services behind paywalls. Governments also use a wide variety of alert systems, causing delays that can cost lives, especially in fast-moving fires like the Palisades and Eaton fires that have forced evacuations for more than 180,000 people. And sometimes, these government-run alerts are sent out mistakenly, causing mass confusion.

Watch Duty simplifies all that for millions of people.

“We view what we are doing as a public service,” says Merritt. “It is a utility that everyone should have, which is timely, relevant information for their safety during emergencies. Right now, it’s very scattered. Even the agencies themselves, which have the best intentions, their hands are tied by bureaucracy or contracts. We partner with government sources with a focus on firefighting.”

One of the biggest issues around fires, in particular, is that they can move quickly and consume large swaths of land and structures in minutes. For example, the winds that drove the Palisades fire to spread to more than 10,000 acres reached 90 miles per hour on Tuesday. When minutes matter, the piecemeal alert system that Watch Duty replaces can cause delays that cost lives.

“Some of the delivery systems for push notifications and text messages that government agencies use had a 15-minute delay, which is not good for fire,” says Merritt. “We shoot to have push notifications out in under a minute. Right now, 1.5 million people in LA are getting push notifications through the app. That’s a lot of messages to send out in 60 seconds. In general, people are getting it pretty much all at the same time.”

A simple tech stack

For Watch Duty, this kind of mass communication requires reliable technology as well as a group of dedicated staff and skilled volunteers. Merritt says that Watch Duty relies on a number of corporate partners with whom it has relationships and contracts to provide its service.

The app is built on a mix of technology, including Google’s cloud platform, Amazon Web Services, Firebase, Fastly, and Heroku. Merritt says the app uses some AI, but only for internal routing of alerts and emails. Reporters at Watch Duty — those who listen to scanners and update the app with push notifications about everything from air drops to evacuation updates — are mostly volunteers who coordinate coverage via Slack.

“All information is vetted for quality over quantity,” he says. “We have a code of conduct for reporters. For example, we never report on injuries or give specific addresses. It’s all tailored with a specific set of criteria. We don’t editorialize. We report on what we have heard on the scanners.”

According to Merritt, the app has 100 percent uptime. Even though it started with volunteer engineers, the nonprofit has slowly added more full-time people. “We still have volunteers helping us, but it’s becoming more on the internal paid staff as we grow, as things get more complex, and as we have more rigorous processes,” he says.

He says there are no plans to ever charge for the app or scrape user data. The approach is kind of the Field of Dreams method to building a free app that saves people’s lives: if you build it well, the funding will come.

“It’s the antithesis of what a lot of tech does,” Merritt says. “We don’t want you to spend time in the app. You get information and get out. We have the option of adding more photos, but we limit those to the ones that provide different views of a fire we have been tracking. We don’t want people doom scrolling.”

Photo by FREDERIC J. BROWN / AFP via Getty Images

Collecting information in the era of Trump

Watch Duty relies heavily on publicly available information from places like the National Weather Service and the Environmental Protection Agency. Should the incoming Trump administration decide to execute on threats to dismantle and disband the EPA (which monitors air quality) and the National Oceanic and Atmospheric Administration, the parent agency to the National Weather Service, such moves would impact Watch Duty’s ability to operate.

Even still, Merritt is optimistic. “We will be pretty well insulated from any change to policy,” he says. “We are either buying that information ourselves already or we are happy to buy it, and we will take that cost on. The fact that we’re soon going to be covering the entire US will defray the cost of anything that shifts from a policy perspective. Our operation costs are mostly salaries. We are trying to hire really good engineers and have a really solid platform. If we need to raise a grant to buy data from the National Weather Service, then we will.”

Regardless of what the next administration does, it’s clear that Watch Duty has become a critical and necessary app for those in Southern California right now. The app currently covers 22 states and plans to roll out nationwide soon.

“We got 1.4 million app downloads in the last few days,” according to Merritt. “I think we have only received 60 support tickets, so that shows that something is working there. We are really just focused on the delivery of this information.”

Honda’s potential merger with Nissan would represent one of the largest shake-ups to the industry since the creation of Stellantis in 2021. But there are huge risks involved, too.

On Tuesday in Las Vegas, during a roundtable discussion with select media, Honda executives offered some more insight into the merger, including how combining resources and factories could help the companies stay competitive in the increasingly costly fight with China.

Honda is concerned about China’s meteoric rise as a dominant and highly competitive player in the EV and autonomous driving space. In late December, when Honda and Nissan announced that they had signed a memorandum of understanding to create an automotive company worth around $50 billion, Honda CEO Toshihiro Mibe said that the “rise of Chinese automakers and new players has changed the car industry quite a lot... We have to build up capabilities to fight with them by 2030, otherwise we’ll be beaten.”

The stakes are high, too. According to a recent report by S&P Global Mobility, the global EV market will grow nearly 30 percent year over year, with 89.6 million new EVs expected to be sold this year. According to Allied Market Research, the global autonomous vehicle market is expected to reach around $60.3 billion in 2025 and is projected to reach $448.6 billion by 2035. If the Japanese automakers want to continue to dominate the market as they have since the 1960s, they have to iterate quickly and get products into consumers’ hands.

“Since the beginning of last year, we’ve been in conversation with Nissan,” Noriya Kaihara, director and executive vice president at Honda, said through a translator following the company’s debut of two “production prototypes,” the Honda 0 Saloon and the Honda 0 SUV at CES. “Nothing has been decided but we’ve been discussing how to proceed.”

Photo: Vjeran Pavic / The Verge

Honda wants Nissan’s large SUVs and underutilized factories

During the roundtable, Kaihara said that Honda is looking at Nissan as a way to reduce costs around future software-defined vehicles (SDV).

“We have significant labor and development costs, and if there are operations we could share, that would be good for us,” he said. Developing brand-new software, he continued, including advanced driving systems that move closer to autonomous vehicles and battery-electric vehicles, is both increasingly important for the longevity of established automakers and increasingly expensive.

Honda also said that Nissan’s large SUVs like the Armada and Pathfinder make it an attractive partner. Toshihiro Akiwa, VP and head of Honda’s BEV development center, said through a translator that Honda’s hybrid technology is solid but only currently exists in its midsize vehicles like the CR-V and the Accord. The company is interested in Nissan’s larger vehicles because Honda’s “motor and battery capacity can be adapted to the larger vehicle.”

While Honda does have the Prologue, that vehicle was part of a $5 billion joint venture with GM that only lasted through the development of two vehicles. The Prologue has been a surprise EV hit, selling over 33,000 in 2024 and outselling the larger gas-powered Honda Passport.

Since the partnership with GM went south, it’s not likely that the Prologue will be in production long, though Honda has made no announcements about its plans for the vehicle. Honda does not currently offer an all-electric crossover outside of the Prologue, though fans of the brand have been asking for an all-electric CR-V for years.

Nissan, on the other hand, saw its earnings decline by as much as 90 percent last year, forcing it to lay off thousands of employees. The company has been struggling since the arrest of former Nissan CEO Carlos Ghosn in 2018 for financial misconduct. Unsurprisingly, Ghosn isn’t pleased about the news, telling Bloomberg that Nissan was in “panic mode,” calling the deal a “desperate move” and noting that the “synergies between the two companies are difficult to find.”

But as Honda executives at the roundtable noted, Nissan’s struggle could pose an opportunity for Honda, too. That’s because Honda plants that serve the US are currently running at maximum capacity, and they could use the excess capacity at Nissan’s factories to meet customer demand. “I’m not in a position to make comment [on Nissan], but they have capacity,” Kaihara said.

Photo by PETER POWER / AFP via Getty Images

Trump’s tariff threats and loss of EV incentives

President-elect Donald Trump’s threats to impose tariffs on foreign imports and eliminate federal subsidies that have helped save Americans billions in EV costs also came up in the conversation. “If Trump impacts future government strategy we have to be very flexible when the subsidies are cut or stopped,” Kaihara said.

That includes where Honda builds and produces its most popular vehicles like the CR-V and Civic. “Each factory in Canada and Mexico is almost to full production level,” Kaihara said. “It’s not so easy to change that direction, but depending on the tariff situation, we might have to change the production location to Japan or somewhere else.”

A significant move like that would be costly and could translate to increased prices for consumers when they go to buy their next Honda.

In spite of all this, Honda is not wavering on its commitment to electrification. “For the time being, we will have new EVs in the next year for the Zero series,” Kaihara said. “For the long term, I think, considering the environmental issues, EVs will be the solution for the future, and that will not be changed.”

LAS VEGAS—If you've always dreamed of a world where your vehicle is a "partner" around whom you can "always be yourself," Honda has the vehicles for you—at least that's what the Japanese automaker is promising with its new "near production" Honda 0 prototypes that debuted at CES in Las Vegas on Tuesday.

In a somewhat dystopian but highly sentimental video shown at the presentation, a woman drives along a desolate road in search of a sunrise, describing her favorite colors and laughing along with the Saloon concept. A calm voiceover intones, "Saloon is my partner—always by my side, opening me up to new experiences and expanding my world," as the passenger is zipped along the flat purple and pink landscape, sharing moments of joy and tears. The car even "comforts" her when she is sad.

This is Honda's vision for what Katsushi Inoue, chief officer of electrification business development operations at Honda, called the "ultra personal optimization" of a "new level of intelligent car."

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© Abigail Bassett

The vehicles will be underpinned by a new in-house-developed operating system named after Honda’s iconic Asimo robot.

At CES in Las Vegas today, Honda showed off its promised new battery-electric Honda Zero prototypes. The first is an SUV based on its Space-Hub concept, called the Honda 0 SUV. The second is a sedan based on its Saloon concept, called the Honda 0 Saloon.

Honda says the two new EVs will go into production sometime in 2026. And as if that weren’t enough, the new vehicles will be the first to feature the automaker’s new in-house-developed Asimo operating system.

Zero looks

Concepts and prototypes are hard to judge because they are typically more design-focused than what consumers will eventually see at their local dealers.

That being said, the Honda 0 SUV looks a bit like an ’80s-era dustbuster got together with a Volvo EX30, while the Honda 0 Saloon looks somewhat akin to an anteater. But in person, both look much better than I expected.

The SUV, in particular, appears much closer to a final production version and offers a unique rear cargo opening that includes two fold-down tables on either side. The Honda 0 Saloon is much swoopier, while still appearing similar to the Saloon concept that Honda showed off in 2024. Still, Honda toned it down, replacing the gull wing-style doors on the concept with more normal ones. A set of retro-style headlights blink open and look similar to Lamborghini Countach designs of the ’80s.

There’s something noticeably nostalgic about the design. When the doors of the Saloon are open, the yoke-style steering wheel rotates so that the driver can slide into the low-slung seat without getting snagged. And when the doors are closed, the yoke rotates back down. That’s possible because the Zero platform is drive-by-wire. (In the SUV, the yoke remains stationary.)

Both interiors still look highly prototyped, with a dash-sized screen stretching from pillar to pillar. It’s reminiscent of the forthcoming Afeela EV from Honda’s joint venture with Sony. (The Afeela also got a proper rollout this week.)

The exterior designs also have an element of the luxury automaker Lagonda, a brand owned by Aston Martin that has dipped in and out of existence over the years. One of the more polarizing designs that Aston brought to the market, the Aston Martin Lagonda Shooting Brake, looks very similar to the designs that Honda showed off at the show.

The Honda 0 SUV will be the first to go into production for the North American market in 2026 that Honda said it will build at its factory in Ohio. And it will likely drive similarly to the Honda Zero prototype CR-V that I drove in Japan in October.

The new operating system

Honda says Honda Zero embodies three principles: “thin, light, and wise.” At CES, Honda executives said they were focused on showing off the “wise” principle.

That includes a new, in-house-developed operating system called Asimo OS, named after the company’s Asimo humanoid robot from the early 2000s that was designed for “people’s daily lives.”

Honda retired Asimo in 2018 to focus on “more practical” applications. But the company retained a lot of information from the more than 33.26 million steps the robot took over its lifetime about some of the stumbling blocks and safety issues a fully autonomous robot would have to overcome. When Honda unveiled Asimo in 2000, it was widely heralded as both a beloved friend (which once played soccer with President Barack Obama and could autonomously recognize a human wave as well as moving objects) and a symbol of Japanese technological advancement.

As an icon of robotics, Honda decided to name its new operating system after Asimo. The new OS will allow for things like “ultra-personal optimization” of the digital experience as well as automated driving. Honda also said it plans to integrate the management of its electronic control units (ECUs) for the vehicle for better control of functions like suspension, braking, and handling.

Honda’s Zero vehicles will be equipped with Level 3 automated driving, which allows the driver to take their hands, feet, and attention off the road ahead, depending on the conditions. Currently, Honda only offers this feature on its Honda Legend sedan equipped with the company’s Sensing Elite tech, which is only available to lease in Japan.

Honda says that it will leverage its relationship with Helm.AI (a company that Honda invested more than $30 million in in 2022) as well as its own AI development to learn from “smaller amounts of data” so that its automated driving system can rapidly expand the range of conditions in which it can be used.

Honda said it wants to offer Level 3 autonomy in heavy traffic situations and expand the offerings from there via over-the-air updates. All Zero vehicles will have the option for this technology at an “affordable” price.

Honda did not give further details about pricing but did say that the system will allow occupants to watch videos or remotely join a meeting in the car when the Level 3 system is engaged.

All Honda Zero vehicles will come with this new OS and be updatable over the air. The system will also “learn” from and adapt to each “user.” Because, in the era of software-defined vehicles, there are no longer drivers and passengers, but users to “enhance the joy of driving.”

A new partner for Honda’s system-on-a-chip

Honda also announced a new partnership with Japanese semiconductor manufacturer Renesas to create a system-on-a-chip to cut down on the number of ECUs and handle more processing demand.

Most vehicles today have multiple ECUs handling different systems. Each one has to communicate to the other in milliseconds, which requires a lot of compute power. The more ECUs in a vehicle, the more wiring, the more code, and the more lag, so Honda is partnering with Renesas to create a single ECU for future Zero vehicles.

Honda says that its ECU will handle everything from ADAS to powertrain and comfort features as well as AI — and that this will require a chip that can handle all of that processing demand at once.

Honda’s move to bring this development more in-house is part of a wider trend of automakers moving away from off-the-shelf, plug-and-play-style options for their software needs. Instead, they’re developing bespoke ECUs, chips, and other components to handle the increasing demands of the software-defined vehicle, especially in light of AI adoption and autonomous driving systems.

iDrive uses 3D graphics and augmented reality to keep your eyes on the road.

At CES this week, BMW announced a new iDrive operating system with an eye-catching centerpiece: a 3D heads-up display (HUD) that stretches from pillar to pillar along the windshield.

Included in this futuristic setup is a new steering wheel with haptic buttons and a new augmented reality system that layers navigation directions and driver assistance with road information. And perhaps the most noticeable change: BMW eliminated the traditional gauge cluster in the dash in favor of a customizable digital version projected onto the windshield.

“We’ve taken on a new perspective in designing the UX,” Christian Bauer, the head of digital and UX at BMW, told a group of journalists at a preview event held near BMW’s massive Spartanburg, South Carolina, plant in November last year. “Pushing the display closer to the street will help drivers make quicker decisions, which will make it easier to keep your eyes on the road.”

The new system will appear in the upcoming-but-yet-unnamed X-class SUV that BMW is building on the all-electric Neue Klasse platform. That SUV will make its debut at the end of 2025, according to BMW.

BMW, like many automakers, is following in Tesla’s minimalistic footsteps by cutting down on screens and dials inside the vehicle. While BMW isn’t the first to eliminate the dash cluster and instead project it onto the windshield, it is an interesting move for a company with the tagline “Ultimate Driving Machine,” and its drivers have historically preferred classic dials and gauges in the dash.

BMW isn’t really worried about any backlash, chief technology officer Frank Weber told me — even though there were some members of the company’s board who were a bit concerned when first presented with the idea.

Weber said the new set up is no longer like having a video screen in your car, but rather an added layer of augmented reality that keeps driver and car more connected to the road. “You are connected to the car, and the car is connected to the road. It’s exactly where you would expect the information to be,” he added.

Your dashboard on the windshield

This isn’t the first time that BMW has teased the new heads-up display called BMW Panoramic iDrive. The company showed off a version of it at CES 2023 in the iVision Dee concept, and it’s all part of the new platform called BMW Operating System X.

The new heads-up display runs along the narrow black strip at the bottom of the windshield that stretches between A-pillars. The display is three-dimensional and includes speed, adaptive driving assistance information, stoplight and road sign information, navigation information, and state of charge. It’s customizable, too, allowing drivers to set up the information they want to have in their eyeline while on the road.

Unlike other HUDs, where you have to be at the right angle to see the information displayed, BMW says the new display will be visible to both the driver and passenger.

BMW also integrated navigation and ADAS features in the HUD so that the path you’re following turns green when using onboard navigation with driver assist. “If you think about higher levels of automated driving,” Bauer said, “then ADAS and navigation naturally come together.” He also noted that many of the features of the new HUD came about thanks to customer feedback. BMW already offers some hands-off autonomous driving features on marked highways.

Though the windshield is the display surface, it is not a specialty windshield and won’t cost extra to replace if it gets a rock chip, BMW said. A special film on the windshield helps make the 3D images appear crisp and clear. And the black print that the HUD is projected onto is the standard black print on all other vehicles.

Customizable infotainment screen

In addition to creating a full-windshield HUD, BMW also introduced a new rhombus-shaped center infotainment screen that offers a more customizable interface. Users can drag and drop “pixels,” or apps that they use frequently, into a couple of main boxes on the home screen so they are more readily available. According to BMW, the company does have plans to offer a BMW app store for the new UX, which could include paid apps for things like special lighting packages, similar to Hyundai’s plans for the upcoming Ioniq 9.

BMW says it’s using edge AI to “learn” from the customer as they drive and offer relevant features based on behavior. For example, if you frequently take a winding road home from work, put the vehicle into Sport mode, and cue up your music app, those options will regularly pop into the center screen for easy access. And if you frequently listen to meditation apps or podcasts while charging your EV, those apps will pop into the center stack whenever you’re plugged in.

BMW says it’s also using large language models to help make the vehicle smarter about what drivers want. BMW’s natural voice recognition system has been a class leader for some time, but now the company is leveraging LLMs to make navigation a bit easier. For example, you can ask the system to take you to a charging station close to a grocery store, using natural language, rather than having to use specific keywords.

In addition to updating its OS, BMW has also reimagined the steering wheel in the upcoming Neue Klasse. The new version has quite a few more buttons covered in a single piece of plastic, much like a medical device. Each button lights up when the system is available and offers haptic feedback when pushed.

BMW let us experience an approximation of the HUD and use some of the haptic buttons on a VR rig in November, ahead of the CES announcement. While it was impossible to get an impression of the imagery’s real-world clarity on the windshield, the haptic buttons were easy enough to navigate without being able to see them. The buttons feel similar to those in the 2024 Mercedes Benz S-Class and are all within easy reach.

BMW says that the new iDrive, UX, and interior setup will start to appear in its vehicles at the end of 2025.

Even die-hard car enthusiasts have to smile at what Hyundai’s N Performance Division has done with the Ioniq 5.

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The South Korean automaker unveiled its newest EV ahead of the LA Auto Show.

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