Group items tagged

NHTSA said it has an “active investigation” of Autopilot. “NHTSA generally does not comment on matters related to open investigations,” NHTSA spokeswoman Veronica Morales said in a statement. In 2021, the agency adopted a rule requiring carmakers such as Tesla to report crashes involving their driver-assistance systems.Beyond the data collection, though, there are few clear legal limitations on how this type of advanced driver-assistance technology should operate and what capabilities it should have.

“Tesla has decided to take these much greater risks with the technology because they have this sense that it’s like, ‘Well, you can figure it out. You can determine for yourself what’s safe’ — without recognizing that other road users don’t have that same choice,” former NHTSA administrator Steven Cliff said in an interview.“If you’re a pedestrian, [if] you’re another vehicle on the road,” he added, “do you know that you’re unwittingly an object of an experiment that’s happening?”

Banner researched Tesla for years before buying a Model 3 in 2018, his wife, Kim, told federal investigators. Around the time of his purchase, Tesla’s website featured a video showing a Tesla navigating the curvy roads and intersections of California while a driver sits in the front seat, hands hovering beneath the wheel.The video, recorded in 2016, is still on the site today.“The person in the driver’s seat is only there for legal reasons,” the video says. “He is not doing anything. The car is driving itself.”

In a different case involving another fatal Autopilot crash, a Tesla engineer testified that a team specifically mapped the route the car would take in the video. At one point during testing for the video, a test car crashed into a fence, according to Reuters. The engineer said in a deposition that the video was meant to show what the technology could eventually be capable of — not what cars on the road could do at the time.

While the video concerned Full Self-Driving, which operates on surface streets, the plaintiffs in the Banner case argue Tesla’s “marketing does not always distinguish between these systems.”

Not only is the marketing misleading, plaintiffs in several cases argue, the company gives drivers a long leash when deciding when and how to use the technology. Though Autopilot is supposed to be enabled in limited situations, it sometimes works on roads it’s not designed for. It also allows drivers to go short periods without touching the wheel and to set cruising speeds well above posted speed limits.

Identifying semi-trucks is a particular deficiency that engineers have struggled to solve since Banner’s death, according to a former Autopilot employee who spoke on the condition of anonymity for fear of retribution.

Tesla complicated the matter in 2021 when it eliminated radar sensors from its cars, The Post previously reported, making vehicles such as semi-trucks appear two-dimensional and harder to parse.

“If a system turns on, then at least some users will conclude it must be intended to work there,” Koopman said. “Because they think if it wasn’t intended to work there, it wouldn’t turn on.”Andrew Maynard, a professor of advanced technology transitions at Arizona State University, said customers probably just trust the technology.“Most people just don’t have the time or ability to fully understand the intricacies of it, so at the end they trust the company to protect them,” he said.

“I do think we are defining a new category of work that isn’t full-time employment but is not running your own business either,”

Proponents of on-demand work point out that many of the tech giants that sprang up over the last decade minted billions in profits without hiring very many people; Facebook, for instance, serves more than a billion users, but employs only a few thousand highly skilled workers, most of them in California.

But the rise of such work could also make your income less predictable and your long-term employment less secure. And it may relegate the idea of establishing a lifelong career to a distant memory.

“This on-demand economy means a work life that is unpredictable, doesn’t pay very well and is terribly insecure.” After interviewing many workers in the on-demand world, Dr. Reich said he has concluded that “most would much rather have good, well-paying, regular jobs.”

“We may end up with a future in which a fraction of the work force would do a portfolio of things to generate an income — you could be an Uber driver, an Instacart shopper, an Airbnb host and a Taskrabbit,”

at the end of 2014, Uber had 160,000 drivers regularly working for it in the United States. About 40,000 new drivers signed up in December alone, and the number of sign-ups was doubling every six months.

The report found that on average, Uber’s drivers worked fewer hours and earned more per hour than traditional taxi drivers, even when you account for their expenses. That conclusion, though, has raised fierce debate among economists, because it’s not clear how much Uber drivers really are paying in expenses. Drivers on the service use their own cars and pay for their gas; taxi drivers generally do not.

A survey of Uber drivers contained in the report found that most were already employed full or part time when they found Uber, and that earning an additional income on the side was a primary benefit of driving for Uber.

The larger worry about on-demand jobs is not about benefits, but about a lack of agency — a future in which computers, rather than humans, determine what you do, when and for how much. The rise of Uber-like jobs is the logical culmination of an economic and tech system that holds efficiency as its paramount virtue.

“These services are successful because they are tapping into people’s available time more efficiently,” Dr. Sundararajan said. “You could say that people are monetizing their own downtime.”Think about that for a second; isn’t “monetizing downtime” a hellish vision of the future of work?

“I’m glad if people like working for Uber, but those subjective feelings have got to be understood in the context of there being very few alternatives,” Dr. Reich said. “Can you imagine if this turns into a Mechanical Turk economy, where everyone is doing piecework at all odd hours, and no one knows when the next job will come, and how much it will pay? What kind of private lives can we possibly have, what kind of relationships, what kind of families?”

When faced with new competition, New York City’s immigrant drivers are supposed to learn new skills—they’re supposed to enroll in their local coding academy at night, or enroll in master’s programs in social-media marketing or food-truck management—and allow newcomers to take their place on the bottom rung. But what if climbing the ladder isn’t quite as easy as it sounds?

One of the reasons younger Americans are so optimistic about immigration, I suspect, is that many of us are the children of newcomers who, in earlier eras, were fortunate enough to make the transition from working-class service jobs to jobs that offered a bit more pay, status, and stability

To allow for the possibility that low-skill immigration has different implications today, when the prospects for upward mobility among low-skill workers are almost universally acknowledged to be bleaker than in years past, before a cavalcade of social and technological changes greatly reduced their power, seems almost sacrilegious. It smacks of dishonoring one’s parents or grandparents. And so piety wins out

We badly want to believe that we still live in a non-zero-sum nation, in which good-paying jobs for low-skill workers are abundant, and opportunities for advancement are always just around the corner

And all this is unfolding at a moment when the labor market is the tightest it has been since the turn of the century, and before the potential of labor-displacing automation is close to being fully realized.

What we are seeing in certain corners of New York City is not a story pitting scrappy immigrants against hateful nativists who resent their rivals for being culturally different or for the color of their skin. It is more like a desperate contest between people who are trying and failing to escape the pull of American poverty and others for whom American poverty still feels like deliverance from something much worse

This story does not compute for those who worship at the altar of Emma Lazarus, and who congratulate themselves for tipping their immigrant drivers generously or, better still, who deign to praise them for their marvelous work ethic. What they won’t do is stop to consider that we as a country are creating a new underclass for their convenience, and that the desperation of this new underclass might one day cause serious ructions that they won’t be able to ignore.

“If Amazon decides to take millions of jobs and essentially cut their labor costs in half, that only comes out of workers’ pockets,” added Korgan. “That creates a major economic problem in an industry that for the last 50 years has done a good job of supporting millions of middle-class jobs.”

“This sort of model is problematic for the entire industry,” said Randy Korgan, the director of the Teamster’s Amazon Project. “They’re willing to loan these small subcontractors money, get them access to their vans and help them advertise for employees to offload all the responsibility that would normally fall on Amazon.”

Amazon has been publicly opposed to unionization and organizing among their employees, most recently through an anti-union campaign launched ahead of a union election vote at a warehouse in Bessemer, Alabama, which has included anti-union captive audience meetings and sending mass texts and ads to workers encouraging them to vote against the union.

Drivers for Amazon contractors have complained of the surveillance and pressure they receive through cameras and a tracking app, Mentor.

remain

Drivers for Amazon delivery service providers also face fear of retaliation for trying to organize in their workplaces.

Jeff Bezos and Elon Musk have gone back and forth every week about who is the wealthiest person in the world and I can’t even pay my rentDerrick Flournoy

“Sixteen dollars an hour isn’t enough for the amount of work that we have to do. We’re a representation of the wealthiest company in the world and we’re barely making enough money to live,”

An Amazon spokesperson claimed drivers have built-in time through their routes for breaks and provide a list of nearby restrooms in the delivery app. They did not comment on the unfair labor practice charge or on organizing efforts by drivers.

They approached several bus drivers on break, showing them a picture of a subject from the original experiment and asking the driver if that rider would be allowed to stay on. In that survey, 86 percent of drivers said they’d let a black passenger stay onboard—a rate far higher than what happened out on the streets. Perhaps drivers know that they shouldn’t discriminate, but only act on that knowledge when they think their actions are being recorded

Still, other drivers said the job wasn’t overly difficult. “It’s about being alert, if you can’t be alert for a few straight hours then you’re not a very good driver,” a former Waymo test operator said. Video taken from inside the Uber vehicle, released by Tempe police, appears to show the vehicle heading straight into the pedestrian without slo

It is the second time in a year that Uber has ​temporarily halted testing following an accident involving one of its autonomous cars.

Uber began making the transition to using single test operators nearly three years after embarking on self-driving vehicle development. General Motors Co.’s Cruise Automation self-driving unit, which was founded in 2013, still has two test drivers in every car. Waymo—which has logged more than five million testing miles, by far the most of any company—began using one safety operator in many of its cars in 2015, about six years after its program began. Waymo now runs most vehicles without humans behind the wheel in the Phoenix area and plans to launch a commercial robot service later this year.

d under stress. California, where a lot of testing occurs, requires companies to disclose such “disengagements” of the autonomous technology, and unnecessary disengagements can interfere with learning and improving the technology.

He said that using this technology required the same kind of brain power as “balancing a checkbook while driving.”

“When you hang up, you have to figure out where you are, how fast you’re going, where other vehicles are,”

Texting while driving, an activity that is almost universally condemned as dangerous, is becoming more commonplace, not less so, according to survey

Carmakers have said that their voice-activated systems provide a safer alternative to manipulating phones with hands that should be on the wheel.

The group included children and one protester in a wheelchair, Anthony said. Before the truck could get through to the parking lot, though, protesters gathered on the other side of the gate, shouting “Shame!” Moments later, other guards from the prison rushed across the street to surround the protesters and then fired pepper spray.

After the demonstrators fled the pepper spray, the driver parked in the lot and then walked into the prison, Anthony said. Although Central Falls police were on the scene, they did not get involved, Anthony said, and officers later refused to take statements from protesters. Organizers are discussing what legal recourse they might have now.

Anthony said the incident hardened her group’s resolve to continue protesting ICE and prisons that work with the federal agency. “If this is the way this correctional officer is behaving in public when people are recording, it’s not hard to imagine the behavior is much worse behind the walls in the facility where no one can see what is happening,” she said.

The flip side of falling rates of business investment is a slackening pace of economic growth, which economists have termed “secular stagnation.” It’s this decades-long slowdown that has generated the insecure labour force on which Uber and Lyft rely.

This fight for workers’ rights is grounded in a growing recognition that the expansion of the digital economy does not simply reflect the triumph of an unstoppable technological change. Behind Silicon Valley rhetoric, much of what appears to be technological innovation turns out to be a means of circumventing legal regulations, including minimum wage laws

That governments turned a blind eye to Uber and Lyft’s misbehaviour for so long is no surprise. Governments are complicit in making workers more vulnerable. Facing persistently slow economic growth and high rates of unemployment, governments have spent decades trying to coax companies to invest by making it easier to deny workers’ benefits and to avoid paying taxes.

Capitalist economies have been able to extend security to widening circles of workers only in periods of rapid economic growth, when low rates of unemployment made it possible for more and more workers to demand better wages and working conditions.

High rates of economic growth in the mid-20th century – the reference point for any politics that seeks to restore economic growth in the present – were premised on a historically exceptional period. The restoration of stable international trade following two world wars made possible the largest growth of economic productive capacity in human history, not just in Europe and the United States, but worldwide

By the 1970s, rapid expansion had given way to worsening global overcapacity, resulting in rising competition and falling rates of investment in internationally traded goods. People were left scrambling for work in the growing service sector, where the potential for labour productivity growth, and hence economic growth, is significantly lower.

By misclassifying its workers, Uber avoided paying hundreds of millions of dollars into US state unemployment insurance schemes. Yet during the Covid-19 economic crisis, Uber lobbied the federal government to step in and pay its drivers’ unemployment benefits anyway.

this bid to restore conditions of rapid economic growth, much like supply-side and trickle-down solutions that failed to produce generalised prosperity, was a failure. The Covid crisis has only made economic prospects less auspicious.

People need security that is not tied to their job. The pandemic has revealed this imperative more than ever before. In a world that is as wealthy as ours, and given the technologies we have already produced – even without the realisation of the dreams of automation – everyone should have access to food, energy, housing and healthcare

The owners of Uber and Lyft know that their business is predicated on a world in which they get to make the key decisions that shape our futures, without our input. The world of work is going to have to be democratised. They are just delaying what should be inevitable.

it turns out that the way we move largely determines the way we live.

gadgets cumulatively contribute only a fraction of what we save by living in a walkable neighborhood. It turns out that trading all of your incandescent lightbulbs for energy savers conserves as much carbon per year as living in a walkable neighborhood does each week.

“gizmo green”; the obsession with “sustainable” products that often have a statistically insignificant impact on the carbon footprint when compared to our location. And, as already suggested, our location’s greatest impact on our carbon footprint comes from how much it makes us drive.

study made it clear that, while every factor counts, none counts more than walkability. Specifically, it showed how, in drivable locations, transportation energy use consistently tops household energy use, in some cases by more than 2.4 to 1. As a result, the most green home (with Prius) in sprawl still loses out to the least green home in a walkable neighborhood.

because it’s better than nothing, LEED — like the Prius — is a get-out-of-jail-free card that allows us to avoid thinking more deeply about our larger footprint. For most organizations and agencies, it is enough. Unfortunately, as the transportation planner Dan Malouff puts it, “LEED architecture without good urban design is like cutting down the rainforest using hybrid-powered bulldozers.”

10 to 20 units per acre is the density at which drivable suburbanism transitions into walkable urbanism.

“We are a destructive species, and if you love nature, stay away from it. The best means of protecting the environment is to

The average New Yorker consumes roughly one-third the electricity of the average Dallas resident, and ultimately generates less than one-third the greenhouse gases of the average American.

the American anti-urban ethos remained intact as everything else changed. The desire to be isolated in nature, adopted en masse, led to the quantities and qualities we now call “sprawl,” which somehow mostly manages to combine the traffic congestion of the city with the intellectual culture of the countryside.

New York consumes half the gasoline of Atlanta (326 versus 782 gallons per person per year). But Toronto cuts that number in half, as does Sydney — and most European cities use only half as much as those places. Cut Europe’s number in half, and you end up with Hong Kong

Paris is one place that has determined that its future depends on reducing its auto dependence. The city has recently decided to create 25 miles of dedicated busways, introduced 20,000 shared city bikes in 1,450 locations, and committed to removing 55,000 parking spaces from the city every year for the next 20 years. These changes sound pretty radical, but they are supported by 80 percent of the population.

increasing density from two units per acre to 20 units per acre resulted in about the same savings as the increase from 20 to 200.

New York is our densest big city and, not coincidentally, the one with the best transit service. All the other subway stations in America put together would not outnumber the 468 stops of the MTA. In terms of resource efficiency, it’s the best we’ve got.

most communities with these densities are also organized as traditional mixed-use, pedestrian-friendly neighborhoods, the sort of accommodating environment that entices people out of their cars. Everything above that is icing on the cake.

unless we hit a national crisis of unprecedented severity, it is hard to imagine any argument framed in the language of sustainability causing many people to modify their behavior. So what will?

The gold standard of quality-of-life rankings is the Mercer Survey, which carefully compares global cities in the 10 categories of political stability, economics, social quality, health and sanitation, education, public services, recreation, consumer goods, housing, and climate.

the top 10 cities always seem to include a bunch of places where they speak German (Vienna, Zurich, Dusseldorf, etc.), along with Vancouver, Auckland, and Sydney. These are all places with compact settlement patterns, good transit, and principally walkable neighborhoods. Indeed, there isn’t a single auto-oriented city in the top 50. The highest-rated American cities in 2010, which don’t appear until No. 31, are Honolulu, San Francisco, Boston, Chicago, Washington, New York, and Seattle.

Our cities, which are twice as efficient as our suburbs, burn twice the fuel of these European, Canadian, and Aussie/Kiwi places. Yet the quality of life in these foreign cities is deemed higher than ours by a long shot.

if we pollute so much because we are throwing away our time, money, and lives on the highway, then both problems would seem to share a single solution, and that solution is to make our cities more walkable. Doing so is not easy, but it can be done, it has been done,

His newfound interest in cars and racing, he said, was in some ways connected to his interest in tech.

“It’s a fiddly technological skill that you can always improve on,” Mr. Schachter said. “The same kind of guy who might be upgrading the video card on their computer for better performance might also be upgrading their car.” There’s also the visceral thrill. “When you make software, it’s an unreal product,” he said. “Building something physical is attractive in different ways.”

Then there’s the fact that cars are becoming much more like computers. Racecars now carry something like an automotive Fitbit, sophisticated sensors that precisely measure just about everything that’s happening on the track, from G-force to where drivers are braking and accelerating. All this data can be tracked and analyzed, turning racing into a sport of empiricism as much as of instinct.

At some point during every conversation I had with a tech guy who is interested in racing, there would come an awkward moment in which he would ask me not to paint him as an extravagant, sexist cretin. Mr. Schachter told me, “Try to tone down the rich guy hobby thing.

Mr. Bonforte said that many of his friends preferred to stay silent about racing because “the things that make us smell like the 1 percent, we’re very nervous about.” He added that while he has invited several women to come to the track, none had accepted his offer. The rise of a new boys’ club in Silicon Valley — one that was apparently leading to new deals and other business prizes — was “a totally valid concern,

Mr. Schachter pointed out that the most popular car for racing enthusiasts is a Mazda Miata, older models of which sell for less than $5,000. Renting a car for a day on the track costs a few hundred.

The most distracting, he found, belonged to the Mazda 6, followed by Microsoft’s Cortana system, and cars from Hyundai, Chrysler, Nissan and Volkswagen. Apple’s Siri system also created a “high distraction,” the research found.

The royal decree promises to change lifestyles for many of the 10 million women over the age of 20, including foreigners, who live in Saudi Arabia.

The younger girl is from the southeast section of DC, the older from Fort Washington, Maryland, police said.Anwar immigrated from Pakistan in 2014, his family said on the GoFundMe page.

The federal officials also wrote that “the shared false narrative of a ‘stolen’ election,” the false claim perpetuated by President Trump, “may lead some individuals to adopt the belief that there is no political solution to address their grievances and violent action is necessary.”

Chakrabarti is among a group of urbanists who’ve been calling attention to a less-discussed problem with cars. Automobiles are not just dangerous and bad for the environment, they are also profoundly wasteful of the land around us: Cars take up way too much physical space to transport too few people. It’s geometry.

In most American cities, wherever you look, you will see a landscape constructed primarily for the movement and storage of automobiles, not the enjoyment of people: endless wide boulevards and freeways for cars to move swiftly; each road lined with parking spaces for cars at rest; retail establishments ringed with spots for cars; houses built around garages for cars; and a gas station, for cars to feed, on every other corner.

In the most car-dependent cities, the amount of space devoted to automobiles reaches truly ridiculous levels. In Los Angeles, for instance, land for parking exceeds the entire land area of Manhattan, enough space to house almost a million more people at Los Angeles’s prevailing density.

in the most populated cities, physical space is just about the most precious resource there is. The land value of Manhattan alone is estimated to top $1.7 trillion. Why are we giving so much of it to cars?

Without cars, Manhattan’s streets could give priority to more equitable and accessible ways of getting around, including an extensive system of bike “superhighways” and bus rapid transit — a bus system with dedicated lanes in the roadway, creating a service that approaches the capacity, speed and efficiency of the subway, at a fraction of the cost.

The amount of space devoted to cars in Manhattan is not just wasteful, but, in a deeper sense, unfair to the millions of New Yorkers who have no need for cars.

More than half of the city’s households do not own a car, and of those who do, most do not use them for commuting. Of the 1.6 million commuters who come into Manhattan every weekday (or, who did, before the virus), more than 80 percent make the trip via public transit, mostly trains and buses. Only around 12 percent of daily commuters get to the island by car.

New York’s drivers are essentially being given enormous tracts of land for their own pleasure and convenience. To add the overall misery of the situation, though, even the drivers are not especially happy about the whole deal, because despite all the roadway they’ve been given, they’re still stuck in gridlock.

cars are not just greedy for physical space, they’re insatiable. There is even a term for the phenomenon: “induced demand,” which holds that the more land you give to cars, the more attractive driving becomes, leading to more traffic, leading to more roads — an unwinnable cycle that ends with every inch of our cities paved under parking lot.

Even if you’re a committed daily driver, “it’s in your best interest for walking, biking and public transit to be as attractive as possible for everyone else — because that means you’re going to be able to drive easier.”

PAU’s plan bears this out. Banning private cars on Manhattan would reduce traffic by as much as 20 percent on routes that start and end within New York’s other boroughs — that is, in places where cars would still be allowed

Under PAU’s plan, road traffic in a car-free Manhattan would fall by about 60 percent. The absence of cars would allow pedestrians, buses and bikes to race across New York at unheard-of speeds. Today, a bus trip from uptown to downtown — for instance, from Harlem to City Hall — takes an hour and 48 minutes. With the sort of rapid bus system PAU imagines, and without cars in the way, the same trek would take 35 minutes.

The officers were placed on administrative leave after the shooting, a Park Police sergeant told The Washington Post.

A video of the shooting was released in 2018 by Chief Edwin C. Roessler Jr. of the Fairfax County Police Department

He died 10 days later.

The officers have said they acted in self-defense. In 2019, the Justice Department said it would not pursue charges against them because it was unable to disprove the officers’ claim of self-defense. At a news conference on Thursday to announce the indictments, Mr. Descano said this was a “complex and nuanced case” involving “the careful review of 10,000 pieces of documentary evidence, the chasing down of additional evidence and the conducting of in-person interviews” amid a pandemic

In November 2017, what started as a fender-bender turned into a deadly shooting in a matter of minutes. After a brief chase by the police, one of the motorists involved in the crash, Bijan Ghaisar, stopped at a stop sign. Two police vehicles surrounded his car and officers converged. Several shots were fired into his vehicle.

the episode began on Nov. 17 at 7:31 p.m. According to the report, Mr. Ghaisar was driving south on George Washington Memorial Parkway — a federal road — in a green Jeep when he abruptly “stopped in the roadway.” The car behind Mr. Ghaisar then rear-ended him, according to the report, and Mr. Ghaisar drove away.The driver who struck Mr. Ghaisar’s Jeep got a citation for failing to “maintain proper control,” according to the police report, which did not classify the episode as a hit-and-run.

It was not clear why the Park Police sought Mr. Ghaisar, given that they had cited the other driver.

The video captured by the county police begins about six minutes later, at 7:37 p.m. It appears to show the Jeep being pursued by a Park Police car, its lights flashing and sirens blaring. A Fairfax County police officer follows behind.The chase continues along several residential streets. At 7:41 p.m., the Jeep stops at a stop sign, and the Park Police vehicle wheels around in front of it, effectively blocking it.The video then appears to show one officer approach the Jeep’s driver-side door, with a gun drawn and pointed toward the door’s window. The Jeep moves slightly forward, and one gunshot rings out.After a brief pause, three more shots are fired as the car continues to lurch forward. Another officer then approaches, and the sound of a fifth gunshot can be heard on the video.

Two more gunshots can be heard.

Another two gunshots can be heard.

At the news conference on Thursday, Mr. Descano said: “I wish this could have been done in a faster fashion. However, there is no shortcut to justice.”

"Oh," he mentioned at one point, "and there are no private schools in Finland."

Only a small number of independent schools exist in Finland, and even they are all publicly financed. None is allowed to charge tuition fees. There are no private universities, either. This means that practically every person in Finland attends public school, whether for pre-K or a Ph.D.

From his point of view, Americans are consistently obsessed with certain questions: How can you keep track of students' performance if you don't test them constantly? How can you improve teaching if you have no accountability for bad teachers or merit pay for good teachers? How do you foster competition and engage the private sector? How do you provide school choice?

Finland has no standardized tests. The only exception is what's called the National Matriculation Exam, which everyone takes at the end of a voluntary upper-secondary school, roughly the equivalent of American high school.

Instead, the public school system's teachers are trained to assess children in classrooms using independent tests they create themselves. All children receive a report card at the end of each semester, but these reports are based on individualized grading by each teacher.

"There's no word for accountability in Finnish," he later told an audience at the Teachers College of Columbia University. "Accountability is something that is left when responsibility has been subtracted."

what matters is that in Finland all teachers and administrators are given prestige, decent pay, and a lot of responsibility. A master's degree is required to enter the profession, and teacher training programs are among the most selective professional schools in the country. If a teacher is bad, it is the principal's responsibility to notice and deal with it.

"Real winners do not compete." It's hard to think of a more un-American idea, but when it comes to education, Finland's success shows that the Finnish attitude might have merits. There are no lists of best schools or teachers in Finland. The main driver of education policy is not competition between teachers and between schools, but cooperation.

Finally, in Finland, school choice is noticeably not a priority, nor is engaging the private sector at all.

Decades ago, when the Finnish school system was badly in need of reform, the goal of the program that Finland instituted, resulting in so much success today, was never excellence. It was equity.

Since the 1980s, the main driver of Finnish education policy has been the idea that every child should have exactly the same opportunity to learn, regardless of family background, income, or geographic location. Education has been seen first and foremost not as a way to produce star performers, but as an instrument to even out social inequality.

this means that schools should be healthy, safe environments for children. This starts with the basics. Finland offers all pupils free school meals, easy access to health care, psychological counseling, and individualized student guidance.

In fact, since academic excellence wasn't a particular priority on the Finnish to-do list, when Finland's students scored so high on the first PISA survey in 2001, many Finns thought the results must be a mistake. But subsequent PISA tests confirmed that Finland -- unlike, say, very similar countries such as Norway -- was producing academic excellence through its particular policy focus on equity.

the number of foreign-born residents in Finland doubled during the decade leading up to 2010, and the country didn't lose its edge in education. Immigrants tended to concentrate in certain areas, causing some schools to become much more mixed than others, yet there has not been much change in the remarkable lack of variation between Finnish schools in the PISA surveys across the same period.

Like Finland, Norway is small and not especially diverse overall, but unlike Finland it has taken an approach to education that is more American than Finnish. The result? Mediocre performance in the PISA survey. Educational policy, Abrams suggests, is probably more important to the success of a country's school system than the nation's size or ethnic makeup.

there were 18 states in the U.S. in 2010 with an identical or significantly smaller percentage of foreign-born residents than Finland

the goal of educational policy in the U.S. -- as articulated by most everyone from President Obama on down -- is to preserve American competitiveness by doing the same thing. Finland's experience suggests that to win at that game, a country has to prepare not just some of its population well, but all of its population well, for the new economy.

Finland's experience shows that it is possible to achieve excellence by focusing not on competition, but on cooperation, and not on choice, but on equity

The problem facing education in America isn't the ethnic diversity of the population but the economic inequality of society, and this is precisely the problem that Finnish education reform addressed. More equity at home might just be what America needs to be more competitive abroad.

I understand: shooting is fun! But so is driving, and we accept that we must wear seat belts, use headlights at night, and fill out forms to buy a car. Why can’t we be equally adult about regulating guns?

don’t say that it won’t make a difference because crazies will always be able to get a gun. We’re not going to eliminate gun deaths, any more than we have eliminated auto accidents. But if we could reduce gun deaths by one-third, that would be 10,000 lives saved annually

Likewise, don’t bother with the argument that if more people carried guns, they would deter shooters or interrupt them. Mass shooters typically kill themselves or are promptly caught, so it’s hard to see what deterrence would be added by having more people pack heat. There have been few if any cases in the United States in which an ordinary citizen with a gun stopped a mass shooting.

The tragedy isn’t one school shooting, it’s the unceasing toll across our country. More Americans die in gun homicides and suicides in six months than have died in the last 25 years in every terrorist attack and the wars in Afghanistan and Iraq combined.

Other countries offer a road map. In Australia in 1996, a mass killing of 35 people galvanized the nation’s conservative prime minister to ban certain rapid-fire long guns. The “national firearms agreement,” as it was known, led to the buyback of 650,000 guns and to tighter rules for licensing and safe storage of those remaining in public hands. The law did not end gun ownership in Australia. It reduced the number of firearms in private hands by one-fifth, and they were the kinds most likely to be used in mass shootings. In the 18 years before the law, Australia suffered 13 mass shootings — but not one in the 14 years after the law took full effect. The murder rate with firearms has dropped by more than 40 percent, according to data compiled by the Harvard Injury Control Research Center, and the suicide rate with firearms has dropped by more than half.

we can look for inspiration at our own history on auto safety. As with guns, some auto deaths are caused by people who break laws or behave irresponsibly. But we don’t shrug and say, “Cars don’t kill people, drunks do.” Instead, we have required seat belts, air bags, child seats and crash safety standards. We have introduced limited licenses for young drivers and tried to curb the use of mobile phones while driving. All this has reduced America’s traffic fatality rate per mile driven by nearly 90 percent since the 1950s.