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Javier E

Inequality And The Right - The Daily Dish | By Andrew Sullivan - 0 views

andrewsullivan.theatlantic.com/...inequality-and-the-right.html

income inequality social economic stability justice

shared by Javier E on 08 Mar 11 - No Cached
  • The Atlantic Home todaysDate();Monday, March 7, 2011Monday, March 7, 2011 Go Follow the Atlantic » Politics Presented by The Rise and Fall of John Ensign Chris Good Sarah Palin Feud Watch Tina Dupuy In Wisconsin, the Mood Turns Against Compromise Natasha Vargas-Cooper Business Presented by Credit Card Balances Resume Their Decline Daniel Indiviglio 5 Ways the Value of College Is Growing Derek Thompson America's 401(k)'s Are a Mess, Are Its Pensions? Megan McArdle Culture Presented By 'Spy' Magazine's Digital Afterlife Bill Wyman http://as
  • To many on the right, this inequality is a non-issue, and in an abstract sense, I agree. Penalizing people for their success does not help the less successful. But at a time of real sacrifice, it does seem to me important for conservatives not to ignore the dangers of growing and vast inequality - for political, not economic, reasons. And by political, I don't mean partisan. I mean a genuine concern for the effects of an increasingly unequal society.
  • it increasingly seems wrong to me to exempt the very wealthy from sacrifice, in the context of their gains in the last three decades, if we are to ask it of everyone else. It's not about fairness. It isn't even really about redistribution, as we once understood that from the hard left. It's about political stability and cohesion and coherence. Without a large and strong middle class, we can easily become more divided, more bitter and more unstable. Concern about that is a legitimate conservative issue. And if someone on the right does not find a way to address it, someone on the left may well be empowered to over-reach.
Javier E

The Coming Software Apocalypse - The Atlantic - 0 views

www.theatlantic.com/...540393

software programming failure design

shared by Javier E on 26 Sep 17 - No Cached
  • Our standard framework for thinking about engineering failures—reflected, for instance, in regulations for medical devices—was developed shortly after World War II, before the advent of software, for electromechanical systems. The idea was that you make something reliable by making its parts reliable (say, you build your engine to withstand 40,000 takeoff-and-landing cycles) and by planning for the breakdown of those parts (you have two engines). But software doesn’t break. Intrado’s faulty threshold is not like the faulty rivet that leads to the crash of an airliner. The software did exactly what it was told to do. In fact it did it perfectly. The reason it failed is that it was told to do the wrong thing.
  • Software failures are failures of understanding, and of imagination. Intrado actually had a backup router, which, had it been switched to automatically, would have restored 911 service almost immediately. But, as described in a report to the FCC, “the situation occurred at a point in the application logic that was not designed to perform any automated corrective actions.”
  • This is the trouble with making things out of code, as opposed to something physical. “The complexity,” as Leveson puts it, “is invisible to the eye.”
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  • Code is too hard to think about. Before trying to understand the attempts themselves, then, it’s worth understanding why this might be: what it is about code that makes it so foreign to the mind, and so unlike anything that came before it.
  • Technological progress used to change the way the world looked—you could watch the roads getting paved; you could see the skylines rise. Today you can hardly tell when something is remade, because so often it is remade by code.
  • Software has enabled us to make the most intricate machines that have ever existed. And yet we have hardly noticed, because all of that complexity is packed into tiny silicon chips as millions and millions of lines of cod
  • The programmer, the renowned Dutch computer scientist Edsger Dijkstra wrote in 1988, “has to be able to think in terms of conceptual hierarchies that are much deeper than a single mind ever needed to face before.” Dijkstra meant this as a warning.
  • “The serious problems that have happened with software have to do with requirements, not coding errors.” When you’re writing code that controls a car’s throttle, for instance, what’s important is the rules about when and how and by how much to open it. But these systems have become so complicated that hardly anyone can keep them straight in their head. “There’s 100 million lines of code in cars now,” Leveson says. “You just cannot anticipate all these things.”
  • What made programming so difficult was that it required you to think like a computer.
  • The introduction of programming languages like Fortran and C, which resemble English, and tools, known as “integrated development environments,” or IDEs, that help correct simple mistakes (like Microsoft Word’s grammar checker but for code), obscured, though did little to actually change, this basic alienation—the fact that the programmer didn’t work on a problem directly, but rather spent their days writing out instructions for a machine.
  • “The problem is that software engineers don’t understand the problem they’re trying to solve, and don’t care to,” says Leveson, the MIT software-safety expert. The reason is that they’re too wrapped up in getting their code to work.
  • As programmers eagerly poured software into critical systems, they became, more and more, the linchpins of the built world—and Dijkstra thought they had perhaps overestimated themselves.
  • a nearly decade-long investigation into claims of so-called unintended acceleration in Toyota cars. Toyota blamed the incidents on poorly designed floor mats, “sticky” pedals, and driver error, but outsiders suspected that faulty software might be responsible
  • software experts spend 18 months with the Toyota code, picking up where NASA left off. Barr described what they found as “spaghetti code,” programmer lingo for software that has become a tangled mess. Code turns to spaghetti when it accretes over many years, with feature after feature piling on top of, and being woven around
  • Using the same model as the Camry involved in the accident, Barr’s team demonstrated that there were actually more than 10 million ways for the onboard computer to cause unintended acceleration. They showed that as little as a single bit flip—a one in the computer’s memory becoming a zero or vice versa—could make a car run out of control. The fail-safe code that Toyota had put in place wasn’t enough to stop it
  • . In all, Toyota recalled more than 9 million cars, and paid nearly $3 billion in settlements and fines related to unintended acceleration.
  • The problem is that programmers are having a hard time keeping up with their own creations. Since the 1980s, the way programmers work and the tools they use have changed remarkably little.
  • “Visual Studio is one of the single largest pieces of software in the world,” he said. “It’s over 55 million lines of code. And one of the things that I found out in this study is more than 98 percent of it is completely irrelevant. All this work had been put into this thing, but it missed the fundamental problems that people faced. And the biggest one that I took away from it was that basically people are playing computer inside their head.” Programmers were like chess players trying to play with a blindfold on—so much of their mental energy is spent just trying to picture where the pieces are that there’s hardly any left over to think about the game itself.
  • The fact that the two of them were thinking about the same problem in the same terms, at the same time, was not a coincidence. They had both just seen the same remarkable talk, given to a group of software-engineering students in a Montreal hotel by a computer researcher named Bret Victor. The talk, which went viral when it was posted online in February 2012, seemed to be making two bold claims. The first was that the way we make software is fundamentally broken. The second was that Victor knew how to fix it.
  • Though he runs a lab that studies the future of computing, he seems less interested in technology per se than in the minds of the people who use it. Like any good toolmaker, he has a way of looking at the world that is equal parts technical and humane. He graduated top of his class at the California Institute of Technology for electrical engineering,
  • WYSIWYG (pronounced “wizzywig”) came along. It stood for “What You See Is What You Get.”
  • “Our current conception of what a computer program is,” he said, is “derived straight from Fortran and ALGOL in the late ’50s. Those languages were designed for punch cards.”
  • in early 2012, Victor had finally landed upon the principle that seemed to thread through all of his work. (He actually called the talk “Inventing on Principle.”) The principle was this: “Creators need an immediate connection to what they’re creating.” The problem with programming was that it violated the principle. That’s why software systems were so hard to think about, and so rife with bugs: The programmer, staring at a page of text, was abstracted from whatever it was they were actually making.
  • Victor’s point was that programming itself should be like that. For him, the idea that people were doing important work, like designing adaptive cruise-control systems or trying to understand cancer, by staring at a text editor, was appalling.
  • With the right interface, it was almost as if you weren’t working with code at all; you were manipulating the game’s behavior directly.
  • When the audience first saw this in action, they literally gasped. They knew they weren’t looking at a kid’s game, but rather the future of their industry. Most software involved behavior that unfolded, in complex ways, over time, and Victor had shown that if you were imaginative enough, you could develop ways to see that behavior and change it, as if playing with it in your hands. One programmer who saw the talk wrote later: “Suddenly all of my tools feel obsolete.”
  • hen John Resig saw the “Inventing on Principle” talk, he scrapped his plans for the Khan Academy programming curriculum. He wanted the site’s programming exercises to work just like Victor’s demos. On the left-hand side you’d have the code, and on the right, the running program: a picture or game or simulation. If you changed the code, it’d instantly change the picture. “In an environment that is truly responsive,” Resig wrote about the approach, “you can completely change the model of how a student learns ... [They] can now immediately see the result and intuit how underlying systems inherently work without ever following an explicit explanation.” Khan Academy has become perhaps the largest computer-programming class in the world, with a million students, on average, actively using the program each month.
  • . In traditional programming, your task is to take complex rules and translate them into code; most of your energy is spent doing the translating, rather than thinking about the rules themselves. In the model-based approach, all you have is the rules. So that’s what you spend your time thinking about. It’s a way of focusing less on the machine and more on the problem you’re trying to get it to solve.
  • “Everyone thought I was interested in programming environments,” he said. Really he was interested in how people see and understand systems—as he puts it, in the “visual representation of dynamic behavior.” Although code had increasingly become the tool of choice for creating dynamic behavior, it remained one of the worst tools for understanding it. The point of “Inventing on Principle” was to show that you could mitigate that problem by making the connection between a system’s behavior and its code immediate.
  • In a pair of later talks, “Stop Drawing Dead Fish” and “Drawing Dynamic Visualizations,” Victor went one further. He demoed two programs he’d built—the first for animators, the second for scientists trying to visualize their data—each of which took a process that used to involve writing lots of custom code and reduced it to playing around in a WYSIWYG interface.
  • Victor suggested that the same trick could be pulled for nearly every problem where code was being written today. “I’m not sure that programming has to exist at all,” he told me. “Or at least software developers.” In his mind, a software developer’s proper role was to create tools that removed the need for software developers. Only then would people with the most urgent computational problems be able to grasp those problems directly, without the intermediate muck of code.
  • Victor implored professional software developers to stop pouring their talent into tools for building apps like Snapchat and Uber. “The inconveniences of daily life are not the significant problems,” he wrote. Instead, they should focus on scientists and engineers—as he put it to me, “these people that are doing work that actually matters, and critically matters, and using really, really bad tools.”
  • “people are not so easily transitioning to model-based software development: They perceive it as another opportunity to lose control, even more than they have already.”
  • In a model-based design tool, you’d represent this rule with a small diagram, as though drawing the logic out on a whiteboard, made of boxes that represent different states—like “door open,” “moving,” and “door closed”—and lines that define how you can get from one state to the other. The diagrams make the system’s rules obvious: Just by looking, you can see that the only way to get the elevator moving is to close the door, or that the only way to get the door open is to stop.
  • Bantegnie’s company is one of the pioneers in the industrial use of model-based design, in which you no longer write code directly. Instead, you create a kind of flowchart that describes the rules your program should follow (the “model”), and the computer generates code for you based on those rules
  • “Typically the main problem with software coding—and I’m a coder myself,” Bantegnie says, “is not the skills of the coders. The people know how to code. The problem is what to code. Because most of the requirements are kind of natural language, ambiguous, and a requirement is never extremely precise, it’s often understood differently by the guy who’s supposed to code.”
  • On this view, software becomes unruly because the media for describing what software should do—conversations, prose descriptions, drawings on a sheet of paper—are too different from the media describing what software does do, namely, code itself.
  • for this approach to succeed, much of the work has to be done well before the project even begins. Someone first has to build a tool for developing models that are natural for people—that feel just like the notes and drawings they’d make on their own—while still being unambiguous enough for a computer to understand. They have to make a program that turns these models into real code. And finally they have to prove that the generated code will always do what it’s supposed to.
  • tice brings order and accountability to large codebases. But, Shivappa says, “it’s a very labor-intensive process.” He estimates that before they used model-based design, on a two-year-long project only two to three months was spent writing code—the rest was spent working on the documentation.
  • uch of the benefit of the model-based approach comes from being able to add requirements on the fly while still ensuring that existing ones are met; with every change, the computer can verify that your program still works. You’re free to tweak your blueprint without fear of introducing new bugs. Your code is, in FAA parlance, “correct by construction.”
  • The ideas spread. The notion of liveness, of being able to see data flowing through your program instantly, made its way into flagship programming tools offered by Google and Apple. The default language for making new iPhone and Mac apps, called Swift, was developed by Apple from the ground up to support an environment, called Playgrounds, that was directly inspired by Light Table.
  • The bias against model-based design, sometimes known as model-driven engineering, or MDE, is in fact so ingrained that according to a recent paper, “Some even argue that there is a stronger need to investigate people’s perception of MDE than to research new MDE technologies.”
  • “Human intuition is poor at estimating the true probability of supposedly ‘extremely rare’ combinations of events in systems operating at a scale of millions of requests per second,” he wrote in a paper. “That human fallibility means that some of the more subtle, dangerous bugs turn out to be errors in design; the code faithfully implements the intended design, but the design fails to correctly handle a particular ‘rare’ scenario.”
  • Newcombe was convinced that the algorithms behind truly critical systems—systems storing a significant portion of the web’s data, for instance—ought to be not just good, but perfect. A single subtle bug could be catastrophic. But he knew how hard bugs were to find, especially as an algorithm grew more complex. You could do all the testing you wanted and you’d never find them all.
  • An algorithm written in TLA+ could in principle be proven correct. In practice, it allowed you to create a realistic model of your problem and test it not just thoroughly, but exhaustively. This was exactly what he’d been looking for: a language for writing perfect algorithms.
  • TLA+, which stands for “Temporal Logic of Actions,” is similar in spirit to model-based design: It’s a language for writing down the requirements—TLA+ calls them “specifications”—of computer programs. These specifications can then be completely verified by a computer. That is, before you write any code, you write a concise outline of your program’s logic, along with the constraints you need it to satisfy
  • Programmers are drawn to the nitty-gritty of coding because code is what makes programs go; spending time on anything else can seem like a distraction. And there is a patient joy, a meditative kind of satisfaction, to be had from puzzling out the micro-mechanics of code. But code, Lamport argues, was never meant to be a medium for thought. “It really does constrain your ability to think when you’re thinking in terms of a programming language,”
  • Code makes you miss the forest for the trees: It draws your attention to the working of individual pieces, rather than to the bigger picture of how your program fits together, or what it’s supposed to do—and whether it actually does what you think. This is why Lamport created TLA+. As with model-based design, TLA+ draws your focus to the high-level structure of a system, its essential logic, rather than to the code that implements it.
  • But TLA+ occupies just a small, far corner of the mainstream, if it can be said to take up any space there at all. Even to a seasoned engineer like Newcombe, the language read at first as bizarre and esoteric—a zoo of symbols.
  • this is a failure of education. Though programming was born in mathematics, it has since largely been divorced from it. Most programmers aren’t very fluent in the kind of math—logic and set theory, mostly—that you need to work with TLA+. “Very few programmers—and including very few teachers of programming—understand the very basic concepts and how they’re applied in practice. And they seem to think that all they need is code,” Lamport says. “The idea that there’s some higher level than the code in which you need to be able to think precisely, and that mathematics actually allows you to think precisely about it, is just completely foreign. Because they never learned it.”
  • “In the 15th century,” he said, “people used to build cathedrals without knowing calculus, and nowadays I don’t think you’d allow anyone to build a cathedral without knowing calculus. And I would hope that after some suitably long period of time, people won’t be allowed to write programs if they don’t understand these simple things.”
  • Programmers, as a species, are relentlessly pragmatic. Tools like TLA+ reek of the ivory tower. When programmers encounter “formal methods” (so called because they involve mathematical, “formally” precise descriptions of programs), their deep-seated instinct is to recoil.
  • Formal methods had an image problem. And the way to fix it wasn’t to implore programmers to change—it was to change yourself. Newcombe realized that to bring tools like TLA+ to the programming mainstream, you had to start speaking their language.
  • he presented TLA+ as a new kind of “pseudocode,” a stepping-stone to real code that allowed you to exhaustively test your algorithms—and that got you thinking precisely early on in the design process. “Engineers think in terms of debugging rather than ‘verification,’” he wrote, so he titled his internal talk on the subject to fellow Amazon engineers “Debugging Designs.” Rather than bemoan the fact that programmers see the world in code, Newcombe embraced it. He knew he’d lose them otherwise. “I’ve had a bunch of people say, ‘Now I get it,’” Newcombe says.
  • In the world of the self-driving car, software can’t be an afterthought. It can’t be built like today’s airline-reservation systems or 911 systems or stock-trading systems. Code will be put in charge of hundreds of millions of lives on the road and it has to work. That is no small task.
Javier E

We are the empire: Military interventions, "Star Wars" and how we're the real aliens - ... - 0 views

www.salon.com/...nd_how_were_the_aliens_partner

military repression US army empire culture

shared by Javier E on 17 Jul 16 - No Cached
  • in these years, we’ve morphed into the planet’s invading aliens.
  • Think about it. Over the last half-century, whenever and wherever the U.S. military “deploys,” often to underdeveloped towns and villages in places like Vietnam, Afghanistan or Iraq, it arrives very much in the spirit of those sci-fi aliens. After all, it brings with it dazzlingly destructive futuristic weaponry and high-tech gadgetry of all sorts (known in the military as “force-multipliers”). It then proceeds to build mothership-style bases that are often like American small towns plopped down in a new environment. Nowadays in such lands, American drones patrol the skies (think: the “Terminator” films), blast walls accented with razor wire and klieg lights provide “force protection” on the ground, and the usual attack helicopters, combat jets and gunships hover overhead like so many alien craft. To designate targets to wipe out, U.S. forces even use lasers.
  • In the field, American military officers emerge from high-tech vehicles to bark out commands in a harsh “alien” tongue. (You know: English.
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  • the message couldn’t be more unmistakable if you happen to be living in such countries — the “aliens” are here, and they’re planning to take control, weapons loaded and ready to fire.
  • . In 2004, near Samarra in Iraq’s Salahuddin province, for instance, then-Major Guy Parmeter recalled asking a farmer if he’d “seen any foreign fighters” about. The farmer’s reply was as simple as it was telling: “Yes, you.
  • It’s not the fault of the individual American soldier that, in these years, he’s been outfitted like a “Star Wars” storm trooper. His equipment is designed to be rugged and redundant, meaning difficult to break, but it comes at a cost. In Iraq, U.S. troops were often encased in 80 to 100 pounds of equipment, including a rifle, body armor, helmet, ammunition, water, radio, batteries and night-vision goggles. And, light as they are, let’s not forget the ominous dark sunglasses meant to dim the glare of Iraq’s foreign sun.
  • Think for a moment about the optics of a typical twenty-first-century U.S. military intervention. As our troops deploy to places that for most Americans might as well be in a galaxy far, far away, with all their depersonalizing body armor and high-tech weaponry, they certainly have the look of imperial storm troopers.
  • Do you recall what the aliens were after in the first “Independence Day” movie? Resources. In that film, they were compared to locusts, traveling from planet to planet, stripping them of their valuables while killing their inhabitants. These days, that narrative should sound a lot less alien to us. After all, would Washington have committed itself quite so fully to the Greater Middle East if it hadn’t possessed all that oil so vital to our consumption-driven way of life?
  • American troops in that country often moved about in huge MRAPs (mine-resistant, ambush-protected vehicles) described to me by an Army battalion commander as “ungainly” and “un-soldier like.” Along with M1 Abrams tanks and Bradley fighting vehicles, those MRAPs were the American equivalents of the Imperial Walkers in “Star Wars.”
  • As Iraq war veteran Roy Scranton recently wrote in The New York Times, “I was the faceless storm trooper, and the scrappy rebels were the Iraqis.” Ouch.
  • Now, think how that soldier appeared to ordinary Iraqis — or Afghans, Yemenis, Libyans or almost any other non-Western people. Wouldn’t he or she seem both intimidating and foreign, indeed, hostile and “alien,” especially while pointing a rifle at you and jabbering away in a foreign tongue?
  • Now, think of the typical U.S. military response to the nimbleness and speed of such “rebels.” It usually involves deploying yet more and bigger technologies. The United States has even sent its version of Imperial Star Destroyers (we call them B-52s) to Syria and Iraq to take out “rebels” riding their version of “speeders” (i.e. Toyota trucks).
  • unlike the evil empire of “Star Wars” or the ruthless aliens of “Independence Day,” the U.S. military never claimed to be seeking total control (or destruction) of the lands it invaded, nor did it claim to desire the total annihilation of their populations (unless you count the “carpet bombing” fantasies of wannabe Sith Lord Ted Cruz). Instead, it promised to leave quickly once its liberating mission was accomplished, taking its troops, attack craft and motherships with it.After 15 years and counting on Planet Afghanistan and 13 on Planet Iraq, tell me again how those promises have played out.
  • Like it or not, as the world’s sole superpower, dependent on advanced technology to implement its global ambitions, the U.S. provides a remarkably good model for the imperial and imperious aliens of our screen life.
Javier E

Telosa: Marc Lore and Bjarke Ingels unveil plans for 5-million-person city in the Ameri... - 0 views

www.cnn.com/...index.html

city desert ecological urbanism design

shared by Javier E on 08 Sep 21 - No Cached
  • The former Walmart executive last week unveiled plans for Telosa, a sustainable metropolis that he hopes to create, from scratch, in the American desert. The ambitious 150,000-acre proposal promises eco-friendly architecture, sustainable energy production and a purportedly drought-resistant water system. A so-called "15-minute city design" will allow residents to access their workplaces, schools and amenities within a quarter-hour commute of their homes.
  • Although planners are still scouting for locations, possible targets include Nevada, Utah, Idaho, Arizona, Texas and the Appalachian region, according to the project's official website.
  • The first phase of construction, which would accommodate 50,000 residents across 1,500 acres, comes with an estimated cost of $25 billion. The whole project would be expected to exceed $400 billion, with the city reaching its target population of 5 million within 40 years.
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  • "Cities that have been built to date from scratch are more like real estate projects," Lore said in a promotional video for the project. "They don't start with people at the center. Because if you started with people at the center, you would immediately think, 'OK, what's the mission and what are the values?'
  • On Telosa's official website, Lore explains that he was inspired by American economist and social theorist Henry George. The investor cites capitalism's "significant flaws," attributing many of them to "the land ownership model that America was built on."
  • BIG's founder, Danish architect Bjarke Ingels, is meanwhile quoted as saying that Telosa "embodies the social and environmental care of Scandinavian culture, and the freedom and opportunity of a more American culture."
  • It is not the first new city being planned by Ingels' firm, which famously installed a ski slope on top of a Copenhagen power plant and has co-designed Google's new headquarters in London and California. In January 2020, Japanese carmaker Toyota revealed that it had commissioned BIG to create a master plan for a new 2,000-person city in the foothills of Mount Fuji. Although significantly smaller than Telosa, the project, dubbed Woven City, promises autonomous vehicle testing, smart technology and robot-assisted living.
Javier E

Adbusters' War Against Too Much of Everything - NYTimes.com - 0 views

www.nytimes.com/...st-too-much-of-everything.html

consumerism critical advertising

shared by Javier E on 23 Dec 12 - No Cached
  • One of Mr. Lasn’s favorite words is “meme,” as in: “Adbusters floated the meme of occupying the iconic heart of global capitalism.” The biologist Richard Dawkins coined the term: a meme is a unit of cultural information spread among people like a gene. Spreading radically subversive memes is Mr. Lasn’s avowed mission.
  • He has written a new Adbusters book, “Meme Wars: The Creative Destruction of Neoclassical Economics” (Seven Stories Press). It is a lavishly illustrated collection, with photographs, drawings and essays that exhort university students to become “meme warriors” and revolutionize the field of economics.
  • Like the magazine, the book elaborates on an old theme: his belief that core economic values must shift from profit-making and expansion of the gross domestic product toward improvement of human health and protection of the planet.
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  • Accomplishing that requires overturning economic orthodoxy and capitalism as we know it, he says. “We have to do this,” he says. “With climate change, and the exhaustion of the planet’s resources. I believe the alternative is apocalypse.”
  • Advocating a life of material simplicity and spiritual richness, Mr. Enns urges people to “make things for others themselves, not to just go out and buy.” He says he and his wife make gifts like wooden figurines and animal dolls for children, and salsa and relish for adults.
  • Mr. Lasn says his lifestyle isn’t really sustainable. He commutes 30 minutes each way from the magazine to his home on five acres of countryside. He and his wife are occupying too much land, and his little Toyota Echo burns too much fuel for the planet’s health, he says: “What can I do? Living there helps to keep me sane.”
  • Mr. Lasn is an analog man in a digital world. He favors spoken conversations, not e-mail or text messages, and owns only a simple cellphone — no iPhone or iPad for him.
  • Mr. Lasn does the initial design and editing of Adbusters on paper. Digitally savvy colleagues transfer his work online. The magazine’s paid circulation, which Mr. Lasn says is 60,000 to 70,000 worldwide, is overwhelmingly print, not digital. Digital subscriptions and downloads are cumbersome and must be improved, he says, although he doesn’t understand the processes.
  • Such apparent inconsistencies, and the magazine’s incendiary tone, can be maddening and even offensive, yet this rambunctious approach is also deeply appealing, some critics say. As Mr. Haiven, of New York University, puts it: “I’ve certainly been very critical of them but I’m also very glad they exist. I think they do very important work sometimes, in their own way.”
Javier E

Limbaugh's Advertiser Exodus Expands Exponentially | Media Matters for America - 0 views

mediamatters.org/...201203100003

social media politics activism advertiser media

shared by Javier E on 12 Mar 12 - No Cached
  • Radio-Info.com reported on Friday that 98 advertisers have told Premiere Radio Networks, which syndicates Rush Limbaugh's radio show, that they want to avoid advertising on Limbaugh's show and other programs with content "deemed to be offensive or controversial": The list includes carmakers (Ford, GM, Toyota), insurance companies (Allstate, Geico, Prudential, State Farm) and restaurants (McDonald's, Subway).
Javier E

Problems at Volkswagen Start in the Boardroom - The New York Times - 0 views

www.nytimes.com/...en-start-in-the-boardroom.html

VW car governance industry germany

shared by Javier E on 25 Sep 15 - No Cached
  • I spoke this week to a longtime former senior Volkswagen executive, who agreed that a scandal, especially one involving emissions, was all but inevitable at Volkswagen. He cited the company’s isolation, its clannish board and a deep-rooted hostility to environmental regulations among its engineers.
  • Wolfsburg, where Volkswagen is based in Lower Saxony and the city with the highest per capita income in Germany, is even more remote and isolated than Detroit was in its heyday. “The entire economy is automotive,” he said. “People have a completely uncritical view of cars and their impact on the environment because they all make a living from the industry.”
  • Moreover, “there’s no other company where the owners and the unions are working so closely together as Volkswagen,” he said. Volkswagen “guarantees jobs for over half the supervisory board. What management, the government and the unions all want is full employment, and the more jobs, the better. Volkswagen is seen as having a national mission to provide employment to the German people. That’s behind the push to be No. 1 in the world. They’ll look the other way about anything.”
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  • “There’s an attitude among the German public that it’s very unfair for the U.S. to target the auto industry over emissions,” Professor Roth said. “If you have electric cars and a coal-fired plant producing the electricity, you gain nothing.”
  • maximizing employment shouldn’t be a primary goal of a board, whose purpose is to monitor management for a company’s investors and ensure the long-term health and profitability of a company.
  • The Volkswagen board has been especially slow to move on environmental issues, investing less in electric and hybrid engine technology than industry leaders.
  • From an employment standpoint, the company has succeeded. Volkswagen said it employed nearly 600,000 people last year to produce about 10 million vehicles. By comparison, No. 2 Toyota employed 340,000 to produce just under nine million vehicles.
  • The former Volkswagen executive said Volkswagen’s engineer-driven culture takes the notion even further. He said the engineers felt that the politicians were guilty of rank hypocrisy, especially in the United States, also grumbling that electric cars make no sense as long as power plants are burning fossil fuels.
  • That Volkswagen is nonetheless obliged to obey applicable environmental laws, he said, is a notion likely to fall on deaf ears in Wolfsburg, especially compared to demands to be No. 1 in sales.
  • Considering the damage to Volkswagen from the still-unfolding scandal, its attitudes and approach to governance may have to change. Volkswagen faces a staggering number of investigations and lawsuits. Volkswagen said it set aside $7.3 billion, which doesn’t seem nearly enough; legal fees are likely to run into the billions, and the Environmental Protection Agency alone could fine the company up to $18 billion
  • Volkswagen shares were trading at about €160, or $180, last Friday before the Environmental Protection Agency announced its investigation. They have dropped about 30 percent in the days after the news broke, wiping out over $26 billion in shareholder value
  • Given the serious financial and reputational damage, the long-term survival of Volkswagen is a real question
Javier E

How Uber Is Changing Night Life in Los Angeles - NYTimes.com - 0 views

www.nytimes.com/...night-life-in-los-angeles.html

public transit LA ride-sharing urban

shared by Javier E on 03 Nov 14 - No Cached
  • “It became very clear to me that I could use Uber and have the kind of life I wanted,” he said. “I feel like I found a way to take the best parts of my New York lifestyle, and incorporate them in L.A.”
  • Mr. O’Connell is part of a growing contingent of urbanites who have made Ubering (it’s as much a verb as “Googling”) an indispensable part of their day and especially their night life. Untethered from their vehicles, Angelenos are suddenly free to drink, party and walk places.
  • If you’re going to go to a party, you either don’t drink or you Uber there and Uber back, and problem solved.”
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  • “Before Uber was a thing, I would rarely go to Hollywood,” said Drew Heitzler, an artist who lives in Venice, a potentially treacherous drive away. “The prospect of going to Hollywood on a weekend night, if I was invited to a party or an art event, it just wouldn’t happen. I would just stay home.”
  • Taxis here were often unreliable, he added, but ride shares are always just a swipe away.
  • “There’s a lot of New Yorkers here, and they’re saying it’s almost like New York.”
  • Once, only the privileged few, the studio bosses and pampered starlets, could afford to have a chauffeur and a waiting car to transport them around sprawling Los Angeles. Now anyone with a credit card can enjoy that freedom.
  • “Uber and Lyft have made it much more affordable, and encouraged people to venture out of their neighborhoods, and to explore.”
  • That is especially true of downtown Los Angeles, which is enjoying the double whammy of a recent cultural resurgence — partly bolstered by the Ace, which opened its hotel and performance space in a historic 1920s movie palace in January — and the car services that deliver once-reluctant visitors. Along with Santa Monica and West Hollywood, it is the area with the highest ridership, according to an Uber representative, though the company refused to release specific figures.
  • A night out in Los Angeles used to involve negotiating parking, beating traffic and picking a designated driver. Excursions from one end to the other — say, from the oceanfront city of Santa Monica to the trendy Silver Lake neighborhood on the eastern side — had to be planned and timed with military precision, lest they spiral into a three-hour commute. More often than not, they were simply avoided.
  • Grand Central Market, a food hall from 1917, has lately turned Smorgasburg-y; on weekends, preppily dressed crowds wait patiently for sandwiches from Eggslut. Outside, the street is blocked off for pedestrians, with cafe tables and umbrellas, and nearby is a linger-worthy bookstore and a retro barbershop with shuffleboard. Along Broadway, between discount stores and pupusa stands, are boutiques like OAK NYC and Acne Studios, the Swedish fashion label that opened a giant store there this fall.
  • “I find myself going down there a lot and taking friends that are coming to visit, because there’s so much cool stuff to do,” s
  • Ride sharing, some analysts say, has become a viable alternative to owning a car: between the cost of gas, insurance, garages and valet tips, it’s often more economical to get a lift in a professional’s Toyota than to drive solo in your own, and that’s without factoring in the mental cost of sitting in gridlock on Interstate 405.
  • A short ride through downtown in UberX, the company’s lower-priced service, introduced here last spring, can cost as little as $4, while parking lots charge $5 for 15 minutes.
  • In a nod to the city’s continued obsession with the status ride, the company recently implemented, in Los Angeles and Orange County only, UberPlus, with a fleet of BMWs and other luxury vehicles. Even with ride shares, what you pull up in matters.
gaglianoj

Kentucky Teens Dalton Hayes, Cheyenne Phillips on the Run for 12 Days - NBC News.com - 0 views

www.nbcnews.com/...e-phillips-run-12-days-n287301

shared by gaglianoj on 17 Jan 15 - No Cached
  • "It is imperative that these two be located and apprehended as their behavior is becoming increasingly brazen and dangerous," the Grayson County Sheriff's Office said in a statement.
  • They're accused of stealing a neighbor's red Toyota pickup truck, which was spotted on security video nine days later outside a Walmart store in Manning
Javier E

SUVs Are Bumper-to-Bumper on Dealer Lots, With More on the Way - WSJ - 0 views

www.wsj.com/...th-more-on-the-way-11562491801

car SUV history

shared by Javier E on 07 Jul 19 - No Cached
  • The number of crossover and sport-utility models on sale in the U.S. has steadily climbed this decade from 70 individual nameplates in model-year 2014 to 96 currently, according to a Bank of America report. By 2023, that figure is expected to rise to 149 models, the most ever for this category, the report found
  • he estimates the profit premiums auto makers have long enjoyed on these models will fall over the next three years, eventually matching the lower margins now earned on sedans.
  • Today, crossovers and sport-utility vehicles make up more than 47% of the new-vehicle market, while sales of sedans and hatchbacks have plunged this decade to only 30% of the market today, down from about 50% during the same period in 2012
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  • Many drivers say they prefer the elevated ride height and bigger cargo space. Auto manufacturers can charge a premium for the vehicles, which cost only slightly more to produce than similar-sized cars because they share much of the same engineering. For instance, the average price paid for a midsize SUV in May was $37,790, nearly $12,000 higher than a midsize sedan, according to sales data from Kelley Blue Book.
  • Japanese and South Korean car companies have also rolled out new sport-utility offerings as their earnings have been hit by slowing sedan sales—long a sweet spot for brands like Toyota and Honda.
Javier E

GM, Volkswagen Say Goodbye to Hybrid Vehicles - WSJ - 0 views

www.wsj.com/...to-hybrid-vehicles-11565602200

hybrid electric car volkswagen GM vehicles ecological china

shared by Javier E on 14 Aug 19 - No Cached
  • General Motors Co. GM 0.39% and Volkswagen AG VOW 0.96% are concentrating their investment on fully electric cars, viewing hybrids—which save fuel by combining a gasoline engine with an electric motor—as only a bridge to meeting tougher tailpipe-emissions requirements, particularly in China and Europe.
  • GM plans to launch 20 fully electric vehicles world-wide in the next four years, including plug-in models in the U.S. for the Chevy and Cadillac brands
  • Volkswagen has committed billions to producing more battery-powered models, including introducing a small plug-in SUV in the U.S. next year and an electric version of its minibus around 2022.
  • ...10 more annotations...
  • GM’s view contrasts with other auto-making giants, including Toyota Motor Corp. TM 0.93% and Ford Motor Co. F -0.32% , which are working on full electrics but also expanding their U.S. hybrid offerings
  • Last week, Continental AG, one of the world’s biggest car-parts makers, said it would cut investment in conventional engine parts because of a faster-than-expected fall in demand—yet another sign the industry is accelerating the shift to electric vehicles.
  • Today, auto companies generally lose money on each electric car they sell, mostly because of the high cost of lithium-ion batteries. Concerns about the battery range, along with a lack of places to plug in, also deter buyers from considering electric vehicles. Those factors make going straight to all-electric cars a risky strategy
  • Hybrids, which were popularized by Toyota’s Prius last decade as a social statement, accounted for about 3% of U.S. sales in 2018, according to research firm LMC Automotive. Sales of plug-in electric vehicles were around 1% of the total market—mostly thanks to the success of Tesla Inc.’s offerings.
  • pouring investment into both hybrids and electrics strains car-company finances, Morgan Stanley analyst Adam Jonas said. “It’s time to pick a path and commit to it,”
  • VW and GM are focused on all-electric cars largely because of China, where new regulations require car companies to sell a minimum number of zero-emissions vehicles to avoid financial penalties.
  • VW plans to use its electric-car expansion in China to build scale and drive down prices faster in the U.S., said Scott Keogh, VW’s U.S. chief.
  • Auto companies are spending $225 billion to develop more than 200 new plug-in vehicles through 2023, a figure that doesn’t include hybrids
  • For now, both hybrids and electric cars are more expensive to produce than comparable gas-powered vehicles. A hybrid system can add roughly $2,000 to a vehicle’s cost, while a fully electric version costs an additional $6,000 to $10,000,
  • Toyota’s sales chief for North America, said that with U.S. electric-vehicle sales expected to lag behind Europe and China, the company needs a nearer-term remedy. “That’s why we feel so confident in hybrids
nrashkind

Stopping Global Warming Will Cost $50 Trillion: Morgan Stanley Report - 0 views

www.forbes.com/...trillion-morgan-stanley-report

global warming

shared by nrashkind on 26 Oct 19 - No Cached
  • Morgan Stanley analysts finds that to do so by 2050 the world will need to spend $50 trillion in five key areas of zero-carbon technology.
  • Electric vehicles will become more important than ever in the bid to reduce greenhouse gas emissions from automobiles;
  • $11 trillion will be needed to build more factories and develop the batteries and infrastructure needed for a widespread switch to electric vehicles
  • ...5 more annotations...
  • Carbon capture and storage, which Morgan Stanley says is the only viable option for reducing emissions from coal-fired plants, is another key area and would need almost $2.5 trillion of investment.
  • to reduce net carbon emissions to zero and meet the Paris Agreement’s goal, the world would have to eliminate 53.5 billion metric tons of carbon dioxide each year,
  • Beyond the social and environmental consequences from failing to act on climate change, going beyond a temperature rise of 2 degrees Celsius could result in a loss of $10 trillion to $20 trillion of global GDP by 2100, Morgan Stanley predicts.
  • Within the electric vehicles space, Tesla is the “only pure play”—though they should be followed by VW and Toyota in the long run, while other companies like Panasonic and Albemarle are among the leading players in lithium technology and supply.
  • For hydrogen, companies to watch include Air Liquide, Siemens and Alstom.
  • nrashkind on 26 Oct 19
     
    This article talks about the costs of ending global warming
leilamulveny

Election Voting Issues: What We're Watching - WSJ - 0 views

www.wsj.com/...-voting-challenges-11603030074

voting election issues politics us

shared by leilamulveny on 04 Nov 20 - No Cached
  • Voters face challenges including changing deadlines for mail-in ballots and concerns about long lines, demonstrations and potential intimidation at polling places.
  • Disabled voters will have limited access after the Supreme Court reinstated a ban on curbside voting, blocking a lower-court order that allowed county officials to use the accommodation.
  • A Superior Court judge ordered polls to remain open an additional two hours, until 9 p.m., in Spalding County after technical difficulties prevented people from voting in the county. Voters who vote in the extended time frame will cast provisional ballots.
  • ...7 more annotations...
  • reports of robocalls spreading misinformation in the city of Flint that told voters that “due to long lines, they should vote tomorrow.” Attorney General Dana Nessel said that was false and called it an effort to suppress the vote.
  • An extension for receiving ballots in the mail by Nov. 10, as long as they were postmarked by Election Day, faces legal uncertainty after a federal appeals court ruling last week that the extended deadline is likely unconstitutional. The court ordered the state to segregate late-arriving ballots for possible disqualification.
  • Civil-rights groups said they filed a lawsuit in federal court late Monday against the Alamance County sheriff and chief of police in Graham, N.C., alleging the police disrupted a Saturday march to an early-voting location and intimidated and discouraged march participants from voting. The Graham Police Department said the demonstration blocked traffic and was deemed unsafe and unlawful. The department said it arrested eight people.
  • A Republican-backed lawsuit asked a federal judge to throw out at least 1,200 ballots in Montgomery County, outside Philadelphia, alleging local officials handled mail-in ballots illegally. The suit alleged the county Board of Elections was illegally sorting through and identifying potential problems with mail-in ballots received before Nov. 3. A county spokesperson said: “We believe our process is sound and permissible under the Election Code.”
  • The Supreme Court earlier let stand a ruling by Pennsylvania’s highest court that extended the deadline for accepting mail-in ballots by three days. The ruling also allows ballots with illegible postmarks to be counted if received by the deadline. The state’s top election official, a Democrat, extended the deadline to compensate for more voters turning to mail ballots. Republican plaintiffs asked the high court to reconsider the matter. In anticipation of possible postelection legal challenges, local election officials have been directed to separate ballots received after the original Election Day deadline.
  • The judge noted that state law requires voting on Election Day to take place inside buildings. To ensure compliance, the clerk for Harris said on Twitter that the county would operate one drive-through center on Election Day, at the Toyota Center, a large indoor arena.
  • The Supreme Court declined to allow pandemic-related changes to voting rules in Wisconsin, letting stand a federal appeals court’s ruling that mail-in ballots must be received by Election Day.
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