Urban Studies

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When the planners cancelled the driverless pod cars, I knew there was trouble in Masdar City.

The proposed green oasis on the fringes of Abu Dhabi was supposed to be a zero-carbon technotopia, a city of 50,000 centered around green-tech industry, but ten years after its auspicious beginnings, the entire project may be driving into a ditch like its zippy, futuristic vehicles. From Suzanne Goldenberg at the Guardian:

Years from now passing travellers may marvel at the grandeur and the folly of the futuristic landscape on the edges of Abu Dhabi: the barely occupied office blocks, the deserted streets, the vast tracts of undeveloped land and – most of all – the abandoned dream of a zero-carbon city.

Masdar City, when it was first conceived a decade ago, was intended to revolutionise thinking about cities and the built environment.

Now the world’s first planned sustainable city – the marquee project of the United Arab Emirates’ (UAE) plan to diversify the economy from fossil fuels – could well be the world’s first green ghost town.

As of this year – when Masdar was originally scheduled for completion – managers have given up on the original goal of building the world’s first planned zero-carbon city.

Masdar City is nowhere close to zeroing out its greenhouse gas emissions now, even at a fraction of its planned footprint. And it will not reach that goal even if the development ever gets fully built, the authorities admitted.

“We are not going to try to shoehorn renewable energy into the city just to justify a definition created within a boundary,” said Chris Wan, the design manager for Masdar City.

“As of today, it’s not a net zero future,” he said. “It’s about 50%.”

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The great pod-car dream of yore.

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Following up on yesterday’s post about America’s foundering infrastructure, here’s a section from a New Republic piece by Tom Vanderbilt, who, in this segment, directs his ire at NYC’s woeful highways and information superhighway, overwhelmed by population density, poor planning and lack of resources. I could say that the city’s success has come with a heavy price, drawing more transplants and tourists than it could handle, except that I’ve live here my whole life and the infrastructure has always been an ordeal, in good times as well as bad.

Vanderbilt riffs off of the American Society of Civil Engineers’ harsh grades for our bridges and tunnels and Henry Petroski’s new book, The Road Taken. The excerpt:

As an interest group, we might expect a certain amount of grade inflation—or, in this case, deflation—from the ASCE; proclaiming the country’s infrastructure to be in decent working order is not likely, after all, to generate much work for engineers. But it does not take a vested interest to sense that America, whose roads and rails were once the envy of the developed world, has somehow gone astray.

To take New York City—where I live and where Petroski grew up—as an example, despite being constantly told I live in the center of the world, when it comes to infrastructure, I am constantly wishing I were elsewhere. When the subway comes screeching along, tinnitus on braking metal, I long for the silent rubber tires used by trains in Mexico City or Montreal. When I salmon against the crushing stream of pedestrian and bicycle traffic on the stingy walkway of the Brooklyn Bridge, I long for Brisbane’s capacious, car-free Kurilpa Bridge. Flying into any Gotham airport, the convenient, legible urban transport links one finds in Amsterdam or Geneva are absent. There are cities in Kansas, thanks to Google Fiber, that currently have better bandwidth than the nation’s media capital. Growing up in Brooklyn, many decades ago, Petroski notes that he and his childhood friends would occasionally go down the hill, from Park Slope, until they ran into the Gowanus Canal, “stagnant and odorous.” In 2016, the canal is still stagnant and odorous, an EPA Superfund site, even as glassy luxury condos rise on its fetid banks.

“America,” argues Petroski, gleaning a hoary image from Robert Frost, “is now at a fork in the road representing choices that must be made regarding the nation’s infrastructure.”•

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From the August 16, 1954 Brooklyn Daily Eagle:

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The fear of automation causing widespread technological unemployment is probably only founded if the future arrives far faster now than it did in the past. That’s possible, given the current push on many fronts in AI. Driverless being perfected and instituted in rapid fashion means farewell to eight million or so jobs in trucking alone, not to mention taxis, limos, delivery, etc. Is it a disaster for Labor if it happens in two decades but not in four? The flip side is that it would probably be a body blow to the economy if such things happened too slowly or not at all. Innovation plus nimble policy is probably the only answer, but not an easy one in our jagged political landscape.

From Andrea Korte at the American Association for the Advancement for Science:

Artificial intelligence experts predict that intelligent and semi-intelligent autonomous systems — such as self-driving cars and autonomous drones — “will march into our society” in the next two to three years, with driving expected to be fully automated in 25 years, a panel of experts said at a 13 February news briefing at the 2016 AAAS Annual Meeting.

“For the first time, we’re going to see these machines and systems as part of our everyday life,” said Bart Selman, professor of computer science at Cornell University, citing big changes in the AI field that have spurred a shift toward real-world applications in the last five years, including the ability of computers to see and hear as humans do and to synthesize data and fill in strategies for achieving their programmers’ high-level goals.

With more than a billion dollars spent last year on AI research — more than in the field’s entire history — the experts agreed that AI advances may threaten jobs and uncover a range of legal, regulatory, and ethical issues.

The widespread use of self-driving cars, for instance, is likely to bring about a reduction in car accidents; liability debates as courts determine whether a computer can be held at fault in an accident; and a serious effect on the labor market.

With 10% of U.S. jobs involving the operation of a vehicle, “we can expect the majority of these jobs will simply disappear,” said Moshe Vardi, professor of computer science and director of the Ken Kennedy Institute for Information Technology at Rice University.

Vardi expects that the growing presence of intelligent machines in the workforce will contribute to a phenomenon called “job polarization.” With many high-skilled jobs requiring too much human intelligence and many low-skilled jobs too expensive to automate, those jobs in the middle will be easiest to automate. The disappearance of these jobs will spur “great inequality,” but even in a U.S. presidential election year, the issue is “nowhere on the radar screen,” Vardi said.•

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Ridesharing is good in some ways, but it’s a bad deal for most workers, offering them no protections while destabilizing entrenched industries with guarantees, all in the name of “flexibility.” Anyone who thinks it’s a significant part of the solution for an American labor force that’s been laid low by a myriad of factors probably isn’t driving for Uber or Lyft.

In an Atlantic piece, Lawrence Mishel fires a statistics-supported salvo at the Gig Economy for drawing a great deal of attention while having relatively little impact on American employment, particularly of the positive kind. You could extrapolate forward its place in the U.S. economy as some Silicon Valley enthusiasts like to when trying to bend laws in their favor, but the writer will likely still be correct a decade or two down the line. If I’m wrong and the Gig Economy has truly become ascendant in that time, wow, major policy shifts are going to be necessary.

The opening:

The rise of Uber has convinced many pundits, economists, and policymakers that freelancing via digital platforms is becoming increasingly important to Americans’ livelihood. It has also promoted the idea that new technology—particularly the explosion of platforms enabling the gig economy—will fundamentally alter the future of work.

While Uber and other new companies in the gig economy receive a lot of attention, a look at Uber’s own data about its drivers’ schedules and pay reveals them to be much less consequential than most people assume. In fact, dwelling on these companies too much distracts from the central features of work in America that should be prominent in the public discussion: a disappointingly low minimum wage, lax overtime rules, weak collective-bargaining rights, and excessive unemployment, to name a few. When it comes to the future of work, these are the aspects of the labor market that deserve the most attention. 

Curiously, the best evidence of Uber’s relatively small impact on the American labor market comes from data released and publicized by the company itself. David Plouffe, an Uber strategist, began a recent speech by saying, “I want to talk today about the future of work—specifically, the fact that a growing number of people are engaging in flexible and freelance work because of the sharing economy or through on-demand platforms.” He highlighted the large number of people driving for Uber, saying, “Uber currently has 1.1 million active drivers on the platform globally. Here in the U.S., there are more than 400,000 active drivers taking at least four trips a month.” As he went on to list the number of drivers in the biggest American cities, he said, “The numbers show just how attractive this type of work is to people around the country.”

In other words, Plouffe is sending the message that Uber is very big and growing, and he portrays his company and other companies in the gig economy as increasingly important to the United States’ economic future. But these claims are undermined by the relatively minor contribution Uber makes to its drivers’ incomes.•

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I don’t eat meat, but I don’t understand why people who do tend to recoil at horse flesh. No different than dining on pig, is it? 

One immigrant in the early 1900s who had a dream of teaching America to love horse meat was John Sulser who opened what was reported to be the nation’s first all-equine butcher shop in Manhattan. For a little while at least, he enjoyed a thriving business. An extended report in the February 18, 1917 Brooklyn Daily Eagle tells his story. Read the opening below.

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It certainly wouldn’t benefit the American Society of Civil Engineers to slap an “A” grade on every bridge in the U.S., but I don’t think many doubt the organization’s dismal grades for our infrastructure. In a NYRB piece, Elizabeth Drew reviews a raft of books on the topic, including Henry Petroski’s The Road Taken: The History and Future of America’s Infrastructure.

Drew shares small, interesting details (there are still wooden pipes working beneath the White House) and big-picture fears (only calamity may force us to catch up to much of the rest of the world). On the latter topic, she surmises that “it may require even more widespread paralyzed traffic, the collapse of numerous bridges, and perhaps a revolt in parts of the country that have inadequate broadband.” Well, let’s hope not. She also surveys the current Presidential candidates’ plans for remaking our roads and airports, uncovering a lot of fuzzy math.

An excerpt:

The water pipes underneath the White House are said to still be made of wood, as are some others in the nation’s capital and some cities across the country. We admire Japan’s and France’s “bullet trains” that get people to their destination with remarkable efficiency, but many other nations have them as well, including Russia, Turkey, and Uzbekistan. A friend of mine recently rode on the Turkish bullet train and noted that the coffee in his full cup didn’t spill. Last year, Japan demonstrated its new maglev train, which, using electromagnets, levitates above the tracks, and can go about an amazing 375 miles per hour, making it the fastest train in the world. The fastest commercially used maglev, in Shanghai, goes up to 288 miles per hour. But the United States hasn’t a single system that meets all the criteria of high-speed rail. President Obama has proposed a system of high-speed railroads, which has gone nowhere in Congress.

When it comes to providing the essentials of a modern society, it has to be said that we’re a backward country. California Governor Jerry Brown, a longtime visionary, has initiated the building of a high-speed rail system between Los Angeles and San Francisco; one high-speed rail system scheduled to come into service soon to carry people between the wealthy cities of Dallas and Houston will be privately financed. (Shopping and business made easier.) But not many communities have the means to build their own train.

Every four years, the American Society of Civil Engineers (ASCE) conducts a study of where the United States stands in providing needed infrastructure in various sectors. Though the organization obviously has an interest in the creation of more construction jobs, its analyses, based as they are on information from other studies, are taken seriously by nonpartisan experts in the field. In the ASCE’s most recent report card, issued in 2013, the combined sectors received an overall grade of D+. In the various sectors, the grades were: aviation, D; bridges, C+; inland waterways, D–; ports, C; rail, C+; roads, D; mass transit, D; schools, D; hazardous waste, D; drinking water, D. No sector received an A. That none of the infrastructure categories received an F is hardly grounds for celebration.•

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Every decade or so when the wounds heal and painful lessons are forgotten, venture capital will pour into food-delivery startups trying to execute the Web 1.0 business model of Urbanfetch and Kozmo.com, may they rest in peace.

It seems so simple since pizzerias have done it forever. But pizza shops are largely deeply rooted local businesses that know of a few good men (and women) to deliver their pies. Doing something on a far grander scale requires an abundance of drivers willing to make $5 a pop (plus tips) to deliver meals. And that’s just one problem with the system. Perhaps someday when they’re are plentiful driverless cars or delivery drones, the dream will be realized.

From Mike Isaac in the New York Times:

DoorDash, one of a multitude of start-ups with a mobile app that lets people order and get food sent to their doorsteps, relies on contract drivers like Brian Navarro to make the deliveries. The problem is that workers like Mr. Navarro don’t always stick around.

Mr. Navarro began driving for DoorDash and another delivery start-up, Postmates, in Los Angeles about four months ago. Mr. Navarro, 40, who previously drove for the ride-hailing companies Uber and Lyft, said he had seen plenty of contractors quit DoorDash and other delivery companies during the time he has worked with them.

“Drivers do jump around,” Mr. Navarro said. “The general consensus is that drivers really only stick around for three to six months.”

That churn has become expensive for DoorDash. A large number of drivers left the start-up less than a year after they joined, according to two people who have seen the company’s driver data. DoorDash spends upward of $200 in recruitment and referral bonuses for some drivers, said the people, who spoke on the condition of anonymity because the details are confidential. Other delivery companies, like Postmates and Instacart, face similar retention challenges, these people said.•

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From the May 9, 1897 Brooklyn Daily Eagle:

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When it appeared that the driverless-car business might become a going concern, my take on the industry was that the final five percent of bugs to be worked out might be more challenging than the first 95% of the enterprise had been. I don’t think that was a controversial opinion. The smallest problems are the knottiest in this case.

For a few years, it seemed equal to those technological challenges might be snafus caused by a lack of legal framework, but 2016 has been an inflection point. Last month, the Obama Administration proposed $4 billion over the next decade to ameliorate the industry’s realization, the government firmly behind the U.S. winning this nouveau “Space Race.” That measure will encourage Europe and Asia forward, untangling its own limits and liabilities.

Two more important pieces of autonomous-car legalese have come to light, one in regards to the definition of a “driver” in America and the other a patent filed by Google. Excerpts follow.

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From Paul Lienert and David Shepardson of Reuters:

U.S. vehicle safety regulators have said the artificial intelligence system piloting a self-driving Google car could be considered the driver under federal law, a major step towards ultimately winning approval for autonomous vehicles on the roads.

The National Highway Traffic Safety Administration told Google, a unit of Alphabet Inc , of its decision in a previously unreported Feb. 4 letter to the company posted on the agency’s website this week.

Google’s self-driving car unit on Nov. 12 submitted a proposed design for a self-driving car that has “no need for a human driver,” the letter to Google from National Highway Traffic Safety Administration Chief Counsel Paul Hemmersbaugh said.

“NHTSA will interpret ‘driver’ in the context of Google’s described motor vehicle design as referring to the (self-driving system), and not to any of the vehicle occupants,” NHTSA’s letter said.

“We agree with Google its (self-driving car) will not have a ‘driver’ in the traditional sense that vehicles have had drivers during the last more than one hundred years.”•

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From Future Tech Hub:

Google wants to deliver your package through self-driving trucks. The tech giant has been awarded a  patent described as an “autonomous delivery platform” for delivery trucks. The self-driving trucks will be equipped with lockers which can be opened only with the access codes assigned to the customer. Credit cards can also be used by users to open. The trucks will drive away to other location to deliver once the packages are dispatched. The automated vehicle will drive to the customers address. Once after arriving, it will send an SMS alert with the access codes to the lockers.•

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The good folks at The Public Domain Review, that excellent thing, unearthed an 1857 piece of writing from the illustrated magazine The Leisure Hour which predicted what London would be like a hundred years in the future. It’s a drunken, utopic vision of a fogless, crimeless metropolis, but the best of the article is a prediction of things akin to Internet shopping and social networking. Technology was to deliver a global village. An excerpt: 

Some of these shops were vast magazines of wealth, covering wide areas, and perfectly dazzling with the splendour of their contents. The purchaser walked through long galleries, where, ranged in orderly array, glittered and gleamed the gold, the gems, the jewels of every clime. Some were as rich in works of pictorial or fictile art; and some, again, had inexhaustible stores of intellectual wealth. Books on all subjects, and which seemed, from the abundance of their illustrations, to speak as much to the eye as to the mind, abounded in inconceivable stores in these repositories; and every household, however humble, had its family library, and, what was better still, its family of readers. I observed that from each of these district shops innumerable electric wires branched off in all directions, communicating with several houses in the district to which it belonged. Thus, no sooner did a house-keeper stand in need of any article than she could despatch the order instantaneously along the wire, and receive the goods by the very first railway carriage that happened to pass the store. Thus, she saved her time, and she lost no money, because all chaffering and cheapening, and that fencing between buyer and seller, which was once deemed a pleasure, had been long voted a disgraceful, demoralizing nuisance, and was done away with. The electric wires ran along the fronts of the houses near the upper stories, crossing the streets at an elevation at which they were scarcely visible from below; and I noticed that the dwellings of friends, kindred, and intimates were thus banded together, not only throughout the whole vast city, but even far out into the provinces, and, in cases where the parties were wealthy, to the uttermost limits of the realm.

One result of this extended social intimacy and sympathy was pleasingly apparent. The old walls of separation which had formerly shut out rich from poor and poor from rich, had crumbled beneath it, and were fast falling to decay.•

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It wasn’t quite the Hyperloop, but some in the Victorian Era has an interest in utilizing pneumatic tubes to transport people. Such systems had successfully moved mail, with some foreseeing a day when there would be tubes conveying messages to every home. (The Internet, of course, ultimately did that idea considerably better.) But travel for humans was another order of difficulty. An article from the March 23, 1867 Brooklyn Daily Eagle hopefully addressed the topic.

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For most people, creating a new mode of travel to massively improve speed and environmental impact would be worthy of a life’s work. But not so for Elon Musk, too busy to develop his idea for the Hyperloop because he’s trying to colonize Mars and transform Earth into a solar-and-electric planet.

Others, however, are interested, very interested. In a Vice “Motherboard” article, Jason Koebler travels to College Station, Texas, to take the temperature of engineers who have pipe dreams, at a competition among those driven to complete Musk’s mandate by an idealism they may not even be able to express. An excerpt:

After briefly talking about it in public, Musk published a white paper that went into specifics of how it would work: Use vacuum pumps to take the air out of an enclosed tube to reduce air pressure, remove the wheels from a “pod” to reduce friction, and use some induction motors to shoot the pod down the tube very quickly.

Two and a half years later, actually traveling on a hyperloop is still theoretical, but its effect on business is not. There is a very real, bonafide industry of people trying very hard to make the hyperloop. The way Smith and everyone else in the industry talks about it, the hyperloop is is not some futuristic thing—it’s an engineering problem that’s being actively solved by real companies and real engineers.

“The hyperloop is real,” Brogan BamBrogan, a former SpaceX employee and cofounder of Hyperloop Technologies told me.

If the hyperloop is real, then the pod design weekend was its coming out party. Hosted by SpaceX at Texas A&M University, the weekend featured more than 1,000 students split between 180 university teams, each of them armed with design schematics, computer models, and physics proofs that suggest it’ll be possible to build hyperloop pods that can successfully navigate a one-mile test track being built by SpaceX on its Hawthorne, California campus. More strikingly were the number of companies and professional engineers there whose main business and job description is, broadly speaking: Make the hyperloop into a tangible thing.•

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Here’s an interesting thought experiment put forth by Cory Doctorow in a Jacobin interview conducted by Simon Willmetts: What if the anti-hierarchal modus operandi of Wikipedia was applied to projects like building developments, space programs or even state governance? Crowdsourcing would be employed on an epic scale in the non-virtual realm.

Well, I would say Wikipedia hasn’t been absolutely free of hierarchy for a long time, but what was put in place was organic and certainly less heavy-handed. I do doubt a state run that way would be more democratic since the online encyclopedia itself has drawn avid contributors but not anything near truly representative. Such a system might need be limited to project-specific problems.

An excerpt:

Question:

So you wouldn’t describe yourself as a “libertarian” — you don’t think state intervention is always necessarily a bad thing?

Cory Doctorow:

No. I believe in civil liberties, and I think that states are the least-worst option right now for solving some difficult collective action problems. But I also think that we’re learning every day how much hierarchy we can remove from complex endeavors.

Imagine something futuristic, like something on the scale of an operating system or an encyclopedia, with the same degree of complexity, the number of human hours and the amount of knowledge that goes into it, and something else on that scale, like a Canary Wharf tower, and imagine it being built the way that we built Wikipedia.

I have a plot of dirt, and I’m going to invite any stranger who has structural steel, trunking, rebar, cement, gravel, diggers, architectural drawings, or ideas to come and just muck around for a while. We’ll shout at each other a lot, and we’ll have some false starts. Some bits will come down, some bits will go up, and at the end, we will have not just an office tower, but the greatest office tower ever built, and it will be infinitely reproducible at zero cost.

Imagine a space program run like that. Imagine an aviation system run like that. Imagine a state run like that. That’s a futuristic thing, right? That’s a futuristic parable that uses Wikipedia and any Linux project to think about the scale at which we can operate in the absence of hierarchy. It challenges our imaginations to think about the coordination of that much labor without hierarchy.•

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From the February 23, 1919 Brooklyn Daily Eagle:

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During his lifetime, Leonard Darwin never intended to be a monster.

A son of Charles, Leonard was a staunch supporter of eugenics whose ideas about race, class, criminology, etc., were not just morally reprehensible but also scientifically ignorant. He was really a one-man cautionary tale for how highly respectable people can spout dumb and dangerous hogwash. A 1912 New York Times article reported on a speech he delivered, in which the eugenicist proposed experimenting with X-ray sterilizations and segregating the indolent and anyone else he deemed an enemy of moral progress. The opening:

Practical measures advocated by some students to improve races, such as the sterilization of criminals by the X-ray, the promotion of larger families among those of good stock and limitation among others, were discussed at yesterday’s session of the International Congress of Eugenics in the American Museum of Natural History.

Major Leonard Darwin, a son of the author of The Descent of Man, urged the experimental use of the X-ray, with the consent of the subject, to prevent descendants from the feeble-minded and habitual criminals. He suggested segregation for the wastrel, the habitual drunkard and “the work-shy” to prevent the transmission of their traits to future generations. 

Major Darwin also urged that the sound and fit and superior people should, by a campaign of patriotism, be induced to raise larger families. Racial deterioration seems evident among all highly civilized peoples, he said, because of the thinning out of the descendants of highly endowed stock and the multiplication of those inferior endowment.

“The result is anticipated,” he said, “that in comparison with the ill-endowed, the naturally well-endowed will, as time goes on, take a smaller and smaller part in the production of the coming generations, with a tendency to progressive racial deterioration s an inevitable consequence. And if we ask whether existing facts confirm or refute this dismal forecast, what do we find? Statistical inquiries, at all events, prove conclusively that, where good incomes are being earned, there the families are on the average small.”

History taught, he said, that races in the past had fallen from high estate because of the progressive elimination of their best types.

“I can find no facts,” he continued, “which refute the theoretical conclusion the the inborn qualities of civilized communities are deteriorating, and the process will inevitably lead in time to an all-around downward movement.”

The only efficient corrective which Major Darwin could think of, he said, was an appeal to patriotism.

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“What is necessary is to make it deeply and widely felt that it is both immoral and unpatriotic for couples sound in mind and body to unduly limit the size of their families,” he added.

Major Darwin read this sentence slowly, and at the request of two or three in the audience, read it over again. He said that he believed such a campaign would succeed, when persons of character and good endowment were awakened to the danger threatening their race.

“The nation that wins in this moral campaign,” he said, “will have gone half-way toward gaining a great racial victory.”•

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Following up on yesterday’s post about Alphabet’s considerable wager on its X division becoming a new-generation Bell Labs, realizing that if it’s primarily a search company in a decade, then it’s probably a dying enterprise, well-appointed though its dotage may be.

Robert MacIntosh has penned a Conversation piece suggesting the same, that Google would like to chase immortality as a company while Calico pursues it on a human level. It’s almost impossible to pull off in the long run, though a remarkably ambitious effort. An excerpt:

Many of the investments will turn out to be ineffective, but you usually have no way of knowing in advance. Some technologies or business models will prove unworkable for some as yet unknown reason. Just ask Sir Clive Sinclair – his C5 battery-operated car was in many ways ahead of its time, but soon became one of the most infamous marketing disasters ever.

The logic might be that – if you have the money to spare – it pays to invest broadly and look out for those early signs of rapid growth. After all, the management team at Google has long since demonstrated the capacity to build a market-leading position. Who would bet against them being able to do so again, especially when they are both better resourced and more experienced?

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A second interpretation of the moonshot strategy could be that the firm’s founders are trying to combine a search for longevity with the adrenaline-fuelled high of creating a new business. But the harsh reality is that it is harder to fake the feel of a start-up when you’re a billionaire. The staggering investment in new ideas is nothing compared to Alphabet’s earnings. In the last three months of 2015 alone, the company made a net profit of $4.9bn. Arguably it doesn’t really matter if these businesses fail because other new ideas will pop up next year and you could fund them instead.

It would be a mistake to think that the future was assured for the company, however. Over the millennia, civilisations have grown to dominant positions and then failed. If it happened to the Incas, the Egyptians and the Romans, why wouldn’t it happen to Google?•

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From the August 24, 1912 Brooklyn Daily Eagle:

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So much has been written about the Internet of Things, the pluses and minuses, but Bruce Schneier does an impressive job of analyzing its challenges in a new Forbes piece. We won’t just log into the machine–the machine will be everything, though it will be so quiet, not even a hum, that we’ll barely notice it. The writer identifies the IoT as a “world-sized robot” and calls for the establishment of a “Department of Technology Policy.” The opening:

The Internet of Things is the name given to the computerization of everything in our lives. Already you can buy Internet-enabled thermostats, light bulbs, refrigerators, and cars. Soon everything will be on the Internet: the things we own, the things we interact with in public, autonomous things that interact with each other.

These “things” will have two separate parts. One part will be sensors that collect data about us and our environment. Already our smartphones know our location and, with their onboard accelerometers, track our movements. Things like our thermostats and light bulbs will know who is in the room. Internet-enabled street and highway sensors will know how many people are out and about—and eventually who they are. Sensors will collect environmental data from all over the world.

The other part will be actuators. They’ll affect our environment. Our smart thermostats aren’t collecting information about ambient temperature and who’s in the room for nothing; they set the temperature accordingly. Phones already know our location, and send that information back to Google Maps and Waze to determine where traffic congestion is; when they’re linked to driverless cars, they’ll automatically route us around that congestion. Amazon already wants autonomous drones to deliver packages. The Internet of Things will increasingly perform actions for us and in our name. 

Increasingly, human intervention will be unnecessary.•

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Everyone marvels at the otherworldly ambition of the outré Arab state of Dubai, but nobody does anything about it. I’d like a full-length book about the emirate from Douglas Coupland or George Saunders, and I’d like it now. One decadent desert dream which may or may not come to fruition: an underwater tennis complex. It could cost $2.5 billion, but who’s counting? Castles carved into the sand by quasi-slave labor in the 21st century should be almost beyond reckoning yet it sadly doesn’t seem an anachronism. From Codelia Mantsebo at Elite Traveler:

After boasting of tennis court high up in the air built atop the 1,000-foot-tall Burj al Arab hotel, plans for the world’s first underwater tennis court in Dubai were revealed in April last year. Today, Kotala has revealed the project has eyed potential US investors to turn this project into a reality while he works on the final designs for the concept.

In April last year, Polish architect Krzysztof Kotala made global headlines when he unveiled initial designs of the Underwater Dubai Tennis Center. According to Kotala, plans for this venture are set to move a step closer to reality as he confirmed he was in talks with US investors. He also confirmed he is currently working on the final designs for the concept.•

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Curtis, self-portrait, 1889.

Western photographer and ethnologist Edward Sheriff Curtis did for Native Americans what Mathew Brady had done for Civil War soldiers: He gave them a face. When Curtis began documenting indigenous peoples, it seemed an especially pressing mission since the popular belief then was that they were a “vanishing race.” Thankfully, that hasn’t occurred, though Curtis’ photographs are an amazing history lesson nonetheless. From a 1911 New York Times article, “Lives 22 Years With Indians To Get Their Secrets,” in which Curtis discusses becoming an Indian priest:

“Do you mean that you are a Pueblo priest in good order?” asked the reporter.

“Yes,” said Mr. Curtis, “and I am a priest in other nations. If I went back there to-day I could officiate as a priest in the snake-dance, that is, in the order to which I belonged.”

“Then you were adopted into the tribe?”

“No,” he said. “That isn’t necessary. Being adopted into a tribe is nothing–nothing. The thing is to become a member of a secret order. That is the only way to learn their secrets, and to do that it is not necessary to be adopted into the tribe.

“Every ceremonial group you get into makes it easy to get into others. Belonging to the Snake Order in that village wouldn’t necessarily let me into an order in another village, but it would give me a good ground to make an argument.

“My belonging to the Snake Order in Arizona helped me greatly when I tried to get into a ceremonial order in Alaska.”

“You were a priest in Alaska, too?”

“Oh, yes,” he said, in a matter of fact way.

“But what could the Alaska Indians know about what was done so far off as Arizona?”

“Oh, when they saw my photographs of the snake dance and heard the phonograph records–“

“Do you mean to say that you photographed and phonographed these ceremonies while you were officiating as a priest?”

“Yes.”

“How did you make them agree to such a thing?”

“It was not easy,” said Mr. Curtis, “but I finally convinced them of the advantages of getting in the record.”•

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From the January 18, 1955 Brooklyn Daily Eagle.

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Do you want a digital assistant 10,000 times more useful than Siri? A voice-activated universal remote that runs your life? I suppose the answer is “yes.”

Moore’s Law made supercomputers of yore affordable and portable for almost everyone, stealing them from the domain of superwealthy corporations and states and sliding them into our shirt pockets. Similarly, efforts are being made to create AI that acts as a voice-activated universal remote for our lives, anticipating and satisfying our needs. We may soon be able to enjoy the benefits of a “staff” the way our richer brethren do. 

The thing is, most of the new technologies have not created more leisure. Will these tools, if realized, be the same? If they do actually reduce toil, what will we use the extra bandwidth for?

From Zoë Corbyn’s Guardian article about Dag Kittlaus’ attempts to create not Frankenstein but Igor:

Kittlaus is the co-founder and CEO of Viv, a three-year-old AI startup backed by $30m, including funds from Iconiq Capital, which helps manage the fortunes of Mark Zuckerberg and other wealthy tech executives. In a blocky office building in San Jose’s downtown, the company is working on what Kittlaus describes as a “global brain” – a new form of voice-controlled virtual personal assistant. With the odd flashes of personality, Viv will be able to perform thousands of tasks, and it won’t just be stuck in a phone but integrated into everything from fridges to cars. “Tell Viv what you want and it will orchestrate this massive network of services that will take care of it,” he says.

It is an ambitious project but Kittlaus isn’t without a track record. The last company he co-founded invented Siri, the original virtual assistant now standard in Apple products. Siri Inc was acquired by the tech giant for a reported $200m in 2010. The inclusion of the Siri software in the iPhone in 2011 introduced the world to a new way to interact with a mobile device. Google and Microsoft soon followed with their versions. More recently they have been joined by Amazon, with the Echo you can talk to, and Facebook, with its experimental virtual assistant, M.

But, Kittlaus says, all these virtual assistants he helped birth are limited in their capabilities. Enter Viv. “What happens when you have a system that is 10,000 times more capable?” he asks. “It will shift the economics of the internet.”•

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The rule changes spearheaded by President Teddy Roosevelt in 1905 to make football a safer game didn’t have the desired impact immediately, and in the long run seem to have done more harm than good. In fact, it’s essentially the gridiron version of the “Drunken Stagger.”

The game’s first existential crisis, with players regularly dying and incurring serious injuries, led to calls for its abolition. Roosevelt, a fan of the rough pastime among other macho endeavors that ran counter to his genteel upbringing, stepped in to reform the sport, imploring influential college officials to reduce brutality and institute the forward pass. No short-range benefit was observed, however, as deaths actually spiked by the end of the decade.

A combination of continued tweaking of rules and improved equipment did eventually make football largely free of fatality, ending the cries for its ban. That, of course, allowed for its continuance and enabled the quiet devastation of brain injuries, something only recently began receiving the necessary attention

An article in the November 21, 1909 New York Times addressed the carnage. An excerpt:

CHICAGO — Twenty-six killed, seventy seriously injured, and scores of others painfully hurt has been the cost of football to the United States thus far this year, according to figures collected by the Chicago Tribune. The list of the dead seems to be a decisive answer, the Chicago paper says, to the assertion of the football experts that the development of the open game would lead to the lessening of the perils of the gridiron.

The number of deaths is the highest it has been in years, and is almost double that of either of the two seasons recently passed. In 1907 there were only fourteen deaths, and in 1908 only thirteen.

It should be noted that The Tribune’s total includes a number of players hurt in games played during the past year or even earlier, who have died during the current twelvemonth. 

The facts also seem to disprove the claim of the game’s supporters that it is the games of untrained boys and the athletic clubs that cause the fatalities. Of this year’s dead the majority were college players, supposed to have been hardened and made fit for the contests on the gridiron by expert coaches and long preparation.

As a result of the numerous fatalities and the agitation which they have stirred up, several colleges have disbanded their teams, and many of the city High Schools in various parts of the country have been forced to give up the sport.

Virginia May Forbid the Game

The State of Virginia will probably be the one which will give the heaviest blow to football. Following the death of one of the State University players and the injury of several of her youths within the State, a bill will be introduced into the Legislature at the next session to forbid such contests in the future. It is expected that this bill will be passed. Already the City Council of Norfolk and Portsmouth have forbidden all the contests within the city limits.

The death which attracted the most attention throughout the country, and which revived to a large extent the movement for the suppression of football, was that of Cadet Byrne, a West Point cadet. Byrne was an upper classman, 22 years old, when he was fatally injured during the contest with Harvard University. His neck was broken during a mass play, and despite the fact that every attempt was made to save his life, he died soon after.•

Some of the things contemporary consumers most desire to possess are tangible (smartphones) and others not at all (Facebook, Instagram, etc.). In fact, many want the former mainly to get the latter. A social media “purchase” requires no money but is a trade of information for attention, a dynamic that’s been widely acknowledged, but one that still stuns me. Our need to share ourselves–to write our names Kilroy-like on a wall, as Hunter S. Thompson once said–is etched so deeply in our brains. Manufacturers have used psychology to sell for at least a century, but the transaction has never been purer, never required us to not only act on impulse but to publish that instinct as well. Judging by the mood of America, this new thing, while it may provide some satisfaction, also promotes an increased hunger in the way sugar does. And while the Internet seems to encourage individuality, its mass use and many memes suggests something else.

On a somewhat related topic: Rebecca Spang’s Financial Times article analyzes a new book which argues that a consumerist shift is more a political movement than we’d like to believe, often a culmination of large-scale state decisions rather than of personal choice. The passage below is referring to material goods, but I think the implications for the immaterial are the same. The excerpt:

In Empire of Things, Frank Trentmann brings history to bear on all these questions. His is not a new subject, per se, but his thick volume is both an impressive work of synthesis and, in its emphasis on politics and the state, a timely corrective to much existing scholarship on consumption. Based on specialist studies that range across five centuries, six continents and at least as many languages, the book is encyclopedic in the best sense. In his final pages, Trentmann intentionally or otherwise echoes Diderot’s statement (in his own famous Encyclopédie) that the purpose of an encyclopedia is to collect and transmit knowledge “so that the work of preceding centuries will not become useless to the centuries to come”. Empire of Things uses the evidence of the past to show that “the rise of consumption entailed greater choice but it also involved new habits and conventions . . . these were social and political outcomes, not the result of individual preferences”. The implications for our current moment are significant: sustainable consumption habits are as likely to result from social movements and political action as they are from self-imposed shopping fasts and wardrobe purges.

When historians in the 1980s-1990s first shifted from studying production to consumption, our picture of the past became decidedly more individualist. In their letters and diaries, Georgian and Victorian consumers revealed passionate attachments to things — those they had and those they craved. Personal tastes and preferences hence came to rival, then to outweigh, abstract processes (industrialisation, commodification, etc) as explanations for historical change. The world looked so different! Studied from the vantage point of production, the late 18th and 19th centuries had appeared uniformly dark and dusty with soot; imagined from the consumer’s perspective, those same years glowed bright with an entire spectrum of strange, distinct colours (pigeon’s breast, carmelite, eminence, trocadero, isabella, Metternich green, Niagra [sic] blue, heliotrope). At the exact moment when Soviet power seemed to have collapsed chiefly from the weight of repressed consumer desire, consumption emerged as a largely positive, almost liberating, historical force. “Material culture” became a common buzzword; “thing theory” — yes, it really is a thing — was born.•

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