Imagine corporate highways with autonomous vehicles

Pair self-driving vehicles with highways that can coordinate their movement and corporations may be interested. More on those highways:

Amazon was awarded a patent for a network that manages a very specific aspect of the self-driving experience: How autonomous cars navigate reversible lanes…

In the patent, Amazon outlines a network that can communicate with self-driving vehicles so they can adjust to the change in traffic flow. That’s particularly important for self-driving vehicles traveling across state lines onto new roads with unfamiliar traffic laws…

The patent also indicates that the roadway management system will help “assign” lanes to autonomous vehicles depending on where the vehicle is going and what would best alleviate traffic…

The main difference is that Amazon’s proposed network would be owned and operated by Amazon, not each individual automaker. It also appears to be designed so any carmaker’s vehicles can take advantage of the technology.

We’ve seen highways funded or operated with private money. But, imagine a highway built and run by Amazon for the primary purposes of moving Amazon traffic. With the traffic management capabilities and the autonomous vehicles, you could reduce the number of required lanes, increase speeds, and cut labor costs. Roads still aren’t cheap to construct but this may be feasible monetarily in particular corridors.

Even better: an Amazon Hyperloop.

Making carpooling in America great again

A scientist discusses the issues that need to be solved for Americans to voluntarily carpool in larger numbers:

Maybe carpooling apps should let drivers set clear terms about the kind of behaviors they expect and encourage in their car, says Glasnapp. Maybe they permit conference calls and snacking, or maybe they’d prefer friendly, food-and-phone-free conversation. (Or total silence!) Riders should have the option to choose specific types of in-car experiences, too, with the understanding that the lower cost they are paying to carpool comes with a different set of expectations than does ride-hailing.

Technology has simplified the logistics of the rider/driver experience, says Glasnapp, but that sometimes comes at the expense of control. Most carpool apps offer specific time brackets during which drivers and riders can schedule rides—for example, on Scoop, morning trips have to be solidified by 9 PM the night before, and evening trips by 3:30 PM the same day, and matches are made after that deadline. That clarity is nice, says Glasnapp, but it’s almost too inflexible, since the system penalized him for making changes afterwards, and didn’t notify him if his ride offer had been accepted until after the cut-off. On the other hand, Waze operates its carpool system at any time of the day that drivers are on the road, which can be somewhat chaotic for riders’ expectations, says Glasnapp. The best carpool app will find a balancing point between structure and flexibility…

Finding the sweet spot for payment might be the most elusive goal for a great carpool system. Each app Glasnapp tested had their own approach to setting prices and payments for passengers and drivers: On Waze, riders pay a price that reflects the federal mileage reimbursement rate of $.54 per mile; this money is transferred directly to the driver. Lyft took the approach of setting flat fares, where carpool drivers earned up to $10, and riders paid anywhere between $4 and $10. Scoop pricing follows a similar model, and it also partners with local employers to provide discounted trips for riders, Glasnapp says. So long as drivers are still getting their cut, that’s an attractive strategy for all parties.

Even if the mileage rate is attractive on its face, though, the length of the journey has to match up to the driver’s expectation of fair compensation. If you’re already driving 40 miles to work, a request from a rider who is 17 minutes out of the way might require a pretty healthy compensation for you to accept—more than, say, the $10-and-under that a standard Lyft or Waze trip paid. “I think there is a magic number for every driver based on amount of inconvenience,” Glasnapp says. This is also sort of a chicken-and-egg problem—if there were more carpool drivers on the road, they wouldn’t be receiving such far-flung requests. But a great carpool app will need to nail the (highly individual!) question of pricing, so that more drivers want in.

A few other problems I could imagine:

  1. The lack of personal space. Is there a way to design carpool vehicles where each person has this own compartment? This would cut down on the problems of differences in behavioral expectations and have the passengers and drivers not even interact or possibly even see each other.
  2. Can everyone who wants to find someone to carpool with? I’m imagining it would be tougher for those with irregular work hours or who live in certain locations (or have unique paths). Would this be seen as a penalty for certain people for circumstances that may be difficult to control?
  3. Is the answer necessarily an app?
  4. The article suggests Americans have done this twice before – World War II and the 1970s Oil Crisis. This could be reassuring …or not. Might it suggest that Americans will only carpool when circumstances really demand it?

Avoid public wi-fi

Here is a helpful reminder:

And finally, don’t forget for one minute that public Wi-Fi is dangerous.

This one illustration is humorous:

Evan, now 11, programmed fake Wi-Fi portals and took them to food courts shopping centers across the Austin, Texas, area and waited to see how many agreed to some pretty outrageous conditions. For the love of free internet access, they’d have to give their OK for the Wi-Fi owner to do things like “reading and responding to your emails, monitoring of input and/or output, and ‘bricking’ of your device.”

More than half of the shoppers shown these terms accepted them.

I like that this the article ties this issue to shopping malls. This might primarily be due to this time of year when plenty of people are out purchasing gifts. However, it also works because shopping malls are about as close as we get as Americans to public spaces. Where else can you regularly go for a safe environment to be around other people to do one of the ultimate American activities (consume)? While this article reminds us that the mall may not be so safe, is it odd that Americans tend to think of it as a safe place? And if malls want to keep attracting people (who then spend money), shouldn’t they do something about protecting their wi-fi?

I see an opportunity for either malls or security firms: ensuring that your public wi-fi experience is a good one.

The Internet and social media can help us see more small things but the bigger picture is still fuzzy

On one hand, the Internet and what comes along with it allows us unprecedented access to what is going on in the world. Information galore. Bypassing the traditional gatekeepers of the media. Access to millions of stories we might not have otherwise seen or heard.

On the other hand, it is a glut of stories and information. The social media feeds just keep going. The 24 hour news cycle of cable TV news is now an up to the second compendium of events big and small. There is a lot to take in. Some of the research I’ve done with the social media use of emerging adults suggests some have a hard time keeping up with it all. What should we pay attention to?

Going forward, I fear the extra information we now have – an unprecedented amount in human history – isn’t helping as much as it might. This is the case for at least four reasons. First, even though we have more information, we still don’t have all the information. As Max Weber once said, social life is so complex that it is difficult to imagine even social scientists understanding all aspects of social phenomena. Second, we’re not necessarily good as humans or trained well in how to process all the information. Certain things catch our eye – for example, such as information that agrees with what we already think (confirmation bias) – while we see others but they don’t register at all. Third, there is simply too much. Perhaps humans were not made to think at this scale; for much of human history, we lived in relatively small settings and had close relationships with people who were pretty similar to us. See Dunbar’s Number as an example of how the limits of humans comes up against friends and followers on social media.

Fourth, and this is where my sociological perspective particularly comes in, it is difficult work to connect individual level data – what we might call microsociology – with larger societal trends – macrosociology. Take this example: we see a post of involving a person with particular traits leaving no tip for a waitperson which they have posted on social media. Unfortunately, such negative interactions happen frequently. But, are we to take this single example as just an attempt to point out a wrong done by a single customer or does this one event reflect on an entire people group? Or, is a serious weather event on the other side of the world (one we would have had little knowledge about even a few decades ago) evidence for climate change or for deniers? When we are immersed in so many small events and their immediate interpretations, how are we to form big picture understandings of patterns? It requires us to step back and try to make sense of it all rather than simply slotting each small event into our existing heuristics.

Our capacities to deal with all of this information may improve in coming years as it becomes the new normal. Or, some may go another direction – though it is hard to imagine – where they retreat from this information overload. Either way, we’ll need to figure out ways to help everyone see the broader patterns so we all don’t lose the forest for the tees.

Let Amazon’s big data tractor trailer drive to you

Americans like big trucks and hard drive space so why not put the two together?

Amazon announced the new service, confusingly named Snowmobile, at its Re:Invent conference in Las Vegas this week. It’s designed to shuttle as many as 100 petabytes–around 100,000 terabytes–per truck. That’s enough storage to hold five copies of the Internet Archive (a comprehensive backup of the web both present and past), which contains “only” about 18.5 petabytes of unique data...

Using multiple semis to shuttle data around might seem like overkill. But for such massive amounts of data, hitting the open road is still the most efficient way to go. Even with a one gigabit per-second connection such as Google Fiber, uploading 100 petabytes over the internet would take more than 28 years. At an average speed of 65 mph, on the other hand, you could drive a Snowmobile from San Francisco to New York City in about 45 hours—about 4,970 gigabits per second. That doesn’t count the time it takes to actually transfer the data onto Snowmobile–which Amazon estimates will take less than 10 days–or from the Snowmobile onto Amazon’s servers. But all told, that still makes the truck much, much faster. And because Amazon has data centers throughout the country, your data probably won’t need to travel cross-country anyway.

One could make a strong case that semis make America go. And all the money that the government has put into highways and roads certainly helps.

Your McMansion is so big, you need a wifi mesh

Coming soon to a McMansion near you: a wifi mesh from Google.

Google Wifi is available for pre-order in the US at retailers like the Google Store. A single Wifi point retails for $129, and covers homes up to 1,500 square feet. The three-pack, at $299, covers homes up to 4,500 square feet. Google Wifi ships on December 6th, just in time for fast Wi-Fi for all of your holiday guests.

All the Wifi points are connected to each other. Data can take several paths toward its destination — and Google uses their Network Assist technology to ensure that Google Wifi points always choose the fastest route from your device to the internet. This means that you get faster Wi-Fi speeds for things like streaming and gaming.

Because it would defeat the purpose of having an impressive McMansion if you and your guests couldn’t enjoy a wonderful wifi experience…

I’m waiting to see more McMansions and regular homes build around the all-important wifi as the central feature. Forget all of this about open concept living, great rooms, separate spaces for men, women, and the kids; homes should start with great wifi and build around that. With the Internet of Things supposedly just around the corner, this may happen soon.

UPDATE 11/20/16 at 1:16 PM: This is no joke. I keep hearing Comcast ads pushing their faster Internet. The reason you need it? So all of your holiday guests can do all they need to do on the wifi at the same time. Aren’t all those holiday guests supposed to be interacting or spending time together as a family?

A fortified skyscraper to house telecommunications hub, shield NSA spying

AT&T owns a unique skyscraper in Manhattan that may also serve as a key node in the government’s snooping into phone calls:

They called it Project X. It was an unusually audacious, highly sensitive assignment: to build a massive skyscraper, capable of withstanding an atomic blast, in the middle of New York City. It would have no windows, 29 floors with three basement levels, and enough food to last 1,500 people two weeks in the event of a catastrophe.

But the building’s primary purpose would not be to protect humans from toxic radiation amid nuclear war. Rather, the fortified skyscraper would safeguard powerful computers, cables, and switchboards. It would house one of the most important telecommunications hubs in the United States — the world’s largest center for processing long-distance phone calls, operated by the New York Telephone Company, a subsidiary of AT&T.

The building was designed by the architectural firm John Carl Warnecke & Associates, whose grand vision was to create a communication nerve center like a “20th century fortress, with spears and arrows replaced by protons and neutrons laying quiet siege to an army of machines within.”…

It is not uncommon to keep the public in the dark about a site containing vital telecommunications equipment. But 33 Thomas Street is different: An investigation by The Intercept indicates that the skyscraper is more than a mere nerve center for long-distance phone calls. It also appears to be one of the most important National Security Agency surveillance sites on U.S. soil — a covert monitoring hub that is used to tap into phone calls, faxes, and internet data.

Three quick thoughts:

  1. Telecommunications equipment and other vital infrastructure has to go somewhere in major cities. It is often covered up in a variety of ways. But, a 500+ foot building is difficult to disguise completely.
  2. Americans tend not to spend much time thinking about how many features of modern life happen. That such a large building is needed to house a “large international ‘gateway switch'” hints at what is needed behind the scenes when people use a phone to dial people outside the country.
  3. The article may be suggesting that the architecture of the building matches its sinister use. This sounds like post hoc theorizing. When construction started in 1969, the architecture fit what was needed: a protected building. I don’t know if it is possible to make such structures more beautiful or appealing. On the other hand, perhaps some can see past the functional approach used in the design of many infrastructure housings and admire such particular designs. Chic infrastructure?