Category Archives: Gadgets and Technology

Mining Twitter for ratings of mass transit and what the agencies can do in response

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A new study examined Twitter comments about mass transit in the United States and Canada and came up with a ranking of those invoking the most positive and negative sentiments:

The results of her study, published this month in the Journal of the American Planning Association, ranked 10 of the largest public transit agencies in the US and Canada by how well regarded they are on Twitter. Based on Schweitzer’s “mean sentiment score” and more than 60,000 tweets collected between 2010 and 2014, Twitter was nicest to Vancouver’s Translink, which was followed by Portland, Oregon’s TriMet and Toronto’s TTC. The harshest tweets concerned systems in Chicago, Philadelphia, Boston, and New York. For comparison, Schweitzer calculated scores for public figures (the sentiment score ranged from William Shatner to Osama Bin Laden), airlines, police departments, and welfare programs (the full chart is at the bottom of this post).

Schweitzer used text mining to pick out positive and negative words from the tweets (and manually added terms including brokedown, wtf, scam, epicfail, pervy, and unsuck). Machine learning helped spot things like parody accounts and unusually frequent tweeters. Schweitzer and her graduate students also analyzed some 5,000 tweets by hand, to ensure they lined up with the computer system’s interpretations. Reasons for complaint included delays, facilities, staff conduct, public mismanagement, and the class, race, and gender of other riders.

Here’s the funny thing: The transit system’s scores don’t line up with service quality (judged by on-time performance). But the unsurprising fact that public griping doesn’t necessarily match reality doesn’t make the data useless. Because Schweitzer did find one factor that predicts “mean sentiment”—the way the transit agencies themselves behave on Twitter…

So what’s the takeaway? If you’re looking for a low investment way to improve your public image on Twitter, use Twitter as a tool for conversation, not one-way communication. It may seem that someone complaining to 18 followers that their train is late doesn’t matter, but Schweitzer makes the point that social media does influence broader public perceptions.

Engaging in public relations on social media is not new. However, the idea that government agencies or infrastructure organizations need to may be more recent. On one hand, Americans expect government to be responsive. On the other hand, mass transit is one of those areas that seems monolithic: leaders in those organizations are not elected and infrastructure faces its own kind of difficulties (aging, weather issues, particular funding sources, a sort of permanence that is difficult to change quickly). But, at least the disgruntled might feel heard if there is social media interaction even if their complaints are not fixed immediately.

Possible next steps: would major mass transit groups make policy decisions based on Twitter? Remember, a small percentage of Americans use Twitter regularly but those users can be pretty vocal and/or well positioned in society.

You don’t want to win the McMansion award from protesters

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Some antitech protestors recently handed out a McMansion award in San Francisco:

Wearing a pig mask and sequined suit jacket, Amy Gilgan stood outside of Davies Symphony Hall on Thursday night to accept the McMansion award at the second annual Crappys on behalf of Jack Halprin, a Google lawyer, landlord and frequent target of San Francisco’s antitech ire.

In sparkles and sneakers, technorati streamed past protesters and into the concert hall for the eighth annual Crunchies Awards, the supposed Oscars of Silicon Valley. Few turned their heads to witness the sidewalk satire. Investor Ron Conway, who last year stood on the Crunchies stage and offered his sympathy to the protesters, buzzed by a group of taxi drivers rallying against Uber. Evening news crews scaled back their coverage.

This year the pig masks were new, but the message was old. The verve of the antitech demonstrators felt diminished, and even they noted that the turnout was low.

McMansion sounds like an invasive species for the self-interested and wealthy. Some of the backstory:

Tirado said things started off  badly  as soon as Halprin bought and moved into the seven-unit building two years ago. First, Halprin forced one tenant out under owner move-in laws. Then another existing tenant was evicted,  again through the owner move-in process. Halprin told tenants that his domestic partner would be taking over the second unit. That partner, however, never materialized, according to Erin McElroy, an organizer with Eviction Free San Francisco. The affected tenant has since filed a wrongful eviction lawsuit against Halprin.

The remaining six tenants, which includes two teachers, a small child, an artist and a disabled senior, received Ellis Act eviction notifications in February of this year.

The protests continued through December. This is a big issue right now in San Francisco: in a very expensive housing market, Silicon Valley employees and companies have been perceived by some as throwing their weight around regarding properties and sending buses for workers. While this could be thought of as a more localized issue in some cities – perhaps gentrification occurring in particular neighborhoods – it is bigger than that since prices are high all over the Bay Area.

Two other quick thoughts:

1. It is interesting that we don’t hear as much about protests on this issue in New York City even though Manhattan is similarly expensive and luxury construction is booming. Perhaps the land there is being redeveloped from non-residential uses and/or fewer people are being displaced?

2. Generally, I don’t think winning an award with McMansion in the title is intended as a compliment.

Cities that build their own highspeed internet services

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Several American cities have put together their own highspeed Internet services:

Chattanooga isn’t alone. Cities like Wilson, North Carolina and Lafayette, Louisiana have likewise given up on waiting for private companies and started their own ultra-highspeed internet services. But some community efforts have been stymied by state laws prohibiting governments from competing with private internet providers…

The debate over the future of municipal broadband is central to both the economic development of communities across the US—and to the future of investment in broadband infrastructure. Improvements to the state of broadband can’t come soon enough. The US lags behind countries like South Korea and the Czech Republic in both speed and cost of internet access.

Sure, the rise of Google Fiber has spurred competition both in cities lke Austin, where Google has only recently begun rolling out service, and areas that some providers think could be next on Google’s list. But there’s no guarantee that Google Fiber will spread beyond a very limited number of cities, and some communities are being left further behind in the broadband revolution than others. While 94 percent of Americans living in urban areas can purchase broadband faster than 25mbps, only 51 percent of rural Americans can purchase access at those speeds, according to the report.

The report also says that 30 percent of homes have no broadband connection, and high prices for access is a big part of that. Plus, there’s not much competition in most cities: 40 percent of US citizens have only one company in their area that can provide fixed line connections faster than 10mbps—if they have any option at that speed at all. “Without strong competition, providers can (and do) raise prices, delay investments, and provide sub-par quality of service,” the report says.

While this article tends to emphasize the public vs. private provision of the Internet, I wonder how much these projects are intended to help raise the profile of these cities and give them an edge in attracting businesses and residents. Cities compete through a variety of variables including tax breaks, the existing collection of businesses, the human capital of residents, the cultural and entertainment amenities that each place has. I would guess highspeed Internet could provide an edge, particularly for firms that want to be part of an innovative and enterprising community.

Plans for an Internet-driven Census in 2020

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The next dicennial census may just be largely conducted via Internet:

People may be asked to fill out their census forms on the Internet instead of sending them through the mail. Census takers may use smartphones instead of paper to complete their counts…

Despite outreach and advertising campaigns, the share of occupied homes that returned a form was 74 percent in 2010, unchanged from 2000 and 1990. The majority of the money the bureau spends during a census goes to getting everyone else to fill out their forms, Census Director John H. Thompson said…

Americans are ready for an Internet-driven census, officials said. During 2014 tests in in Washington, D.C., and nearby Montgomery County, Maryland, 55 percent of the families who were asked to fill out their census tests on the Internet responded without major prodding, an “exceptional response,” Thompson said. Census workers used iPhones to collect information in follow-up visits…

For government officials, going digital means they can do real-time analysis on areas to figure out which households have not responded, and be able to use their workers on the ground more efficiently, he said.

Three things I’d love to know:

1. Officials cite a high response rate but how accurate are the responses? In other words, who is likely to fill out the Census online? Internet users as a whole tend to skew toward younger and wealthier users (the digital divide) so this might skew the Internet data.

2. How exactly are households matched to email addresses? Or do people go to a website and input their own address which is then matched with a government database?

3. Given the threats to digital security, is the Census Bureau prepared to defend the data (particularly not allowing information to be matched to particular addresses?

“War Over Hollywood Sign Pits Wealthy Residents Against Urinating Tourists”

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GPS hasn’t just altered the lives of LA residents living on formerly quiet streets near the freeways – now, neighbors of the famous Hollywood sign have convinced Google and Garmin to remove their street off their maps due to an influx of visitors.

Everyone involved agrees that the situation has become a powder keg. “Neighbors have been yelling,” says Tamer Riad of Rockin’ Hollywood Tours. Homeowner Heather Hamza, whose husband, Karim, runs a diving company servicing film productions, claims she’s experienced “aggressive” tourists “cursing and spitting at me.” She adds that, after the recent holiday period, “There is rising, palpable tension between the residents and visitors. Everybody is infuriated. I shudder to think if any of these people coming up here have weapons in their cars. One of these days someone will get shot — it is that bad.“…

A sign originally erected to advertise a neighborhood to the world has become that neighborhood’s deepest frustration, and affluent residents have been fighting back. Although several thousand houses lie in Beachwood Canyon and neighborhoods adjoining the nearby Lake Hollywood Reservoir, most of the clamor comes from a few dozen activists in the area. They have lassoed various government and commercial entities into doing their bidding. They’ve persuaded Google, Garmin and other tech giants to literally take their exclusive neighborhood, where the average home costs $1.5 million, off the map for people searching for the sign. They’ve pushed City Hall to enact strict new parking regulations and to go after tour-bus operators. They’re fighting for the closure of a trailhead gate to Griffith Park and the removal of one popular viewing spot. And they’re not done.

Some residents say that a key element in winning the hearts and minds of city officials is a 30-minute advocacy film that, according to its producer, former actress and onetime Hollywoodland Homeowners Association president Sarajane Schwartz, required “thousands of hours” of collective labor and the expertise of “professional editors who live in the neighborhood and donated their time.” The wry narrative includes an overlaying of Stravinsky’s The Rite of Spring as doofusy tourists ride Segways, light up in hazardous areas and take nude pictures or pose with liquor bottles. THR was offered a rare screening of the closely guarded documentary: “We thought it would attract more people [if posted online] because it would just tell people where to go,” says Schwartz. “And we didn’t want it to end up on The Tonight Show — you know, making fun of us.”…

“There’s this privatization of public spaces in L.A., where people who are affluent expect to be insulated from the public,” says urban design professor Jenny Price, a visiting lecturer at Princeton and veteran of the Southern California coastal-access wars (she created the popular Our Malibu Beaches app, to David Geffen’s chagrin). “But the scandal here isn’t the wealthy homeowners. It’s the city’s complicity. Not just in getting permitted parking but in intentionally disseminating misinformation about a park they own. That’s the scandal.”

A fascinating story that raises important questions for cities: who gets to control access to public spaces? The sign is on public land (Griffith Park), streets are for the public, and yet wealthier residents want to control access and even knowledge disseminated on maps.

The article suggests the city needs a coherent plan:

Absent amid all the long-shot concepts are coherent, actionable steps to oversee access and shape tourism around a landmark. The city never has moved forward with clear plans to build a visitor center, properly control parking, manage trail access, strictly enforce rules (about smoking and alcohol, for instance) and inform visitors how to interact with the sign in a way that is satisfying and sensitive to residents. Imagine this type of chaos at the Statue of Liberty or Mount Rushmore (both are managed by the National Park Service).

Sounds like there is work to do to divert visitors, particularly if the city wants to respond to the wealthier residents while also keeping areas near the sign public (a visitor center just means people won’t really need to get that close).

“How solar power and electric cars could make suburban living a bargain”

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New technologies may help the American suburbs live on for decades:

[A] new National Bureau of Economic Research working paper by Magali A. Delmas and two colleagues from the UCLA Institute of the Environment suggests that recent technologies may help to eradicate this suburban energy use problem. The paper contemplates the possibility that suburbanites — including politically conservative ones — may increasingly become “accidental environmentalists,” simply because of the growing consumer appeal of two green products that are even greener together: electric vehicles and solar panels…

Installing solar panels on the roof of your suburban home means that you’re generating your own electricity — and paying a lot less (or maybe nothing at all) to a utility company as a result. At the same time, if you are able to someday generate enough energy from solar and that energy is also used to power your electric car, well then you might also be able to knock out your gasoline bill. The car would, in effect, run “on sunshine,” as GreenTechMedia puts it.

A trend of bundling together solar and “EVs,” as they’re called, is already apparent in California. And if it continues, notes the paper, then the “suburban carbon curve would bend such that the differential in carbon production between city center residents and suburban residents would shrink.”…

The reason is that, especially as technologies continue to improve, the solar-EV combo may just be too good for suburbanites to pass up — no matter their political ideology. Strikingly, the new paper estimates that for a household that buys an electric vehicle and also owns a solar panel system generating enough power for both the home and the electric car, the monthly cost might be just $89 per month — compared with $255 per month for a household driving a regular car without any solar panels.

Read on for the discussion of how both solar panels and electric cars are becoming cheaper to purchase and operate. Yet, I’m sure environmentalists and critics of sprawl would argue these costs aren’t the only ones incurred by suburban life. Other factors include using more land, spreading out services (from police to shopping centers), the resources needed to build and maintain individual properties, and the loss of community life.

This is another piece of evidence that the suburban based lives, the space where a majority of Americans live, is not likely to disappear anytime soon.

California doesn’t know what safety standards to adopt with driverless cars

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Who should certify the safety of driverless cars? California is considering this question:

DMV officials say they won’t let the public get self-driving cars until someone can certify that they don’t pose an undue risk. The problem is that the technology remains so new there are no accepted standards to verify its safety. Absent standards, certifying safety would be like grading a test without an answer key.Broadly, the department has three options: It could follow the current U.S. system, in which manufacturers self-certify their vehicles; it could opt for a European system, in which independent companies verify safety; or the state could (implausibly) get into the testing business…

Manufacturers generally would prefer self-certification. That may be where California ends up, but for now the DMV is exploring independent certification — something that doesn’t exist for driverless cars.

In July, the DMV asked third-party testers whether they’d be interested in getting into the game. The department doesn’t have the expertise to create a safety standard and testing framework, so “the department wanted to get a very good sense of what is out there in the market,” according to Russia Chavis, a deputy secretary at the California State Transportation Agency, which oversees the DMV and requested a deeper exploration of third-party alternatives to self-certification.

 

I can’t imagine California or another US state allowing corporations to do this on their own. Perhaps it would be allowed if they agreed to provide generous payouts if their products failed? Yet, given the hubbub about Toyota and its stuck pedals as well as the Takata air bag scares, this is a public safety issue.

I wonder what the public would want. Americans like progress and like cars. But, there would be some fear regarding the safety of driverless cars until they have some sort of independent certification. And how would Google’s reputation these days affect perceptions of these cars?

Radio will be saved – by the lack of NSA monitoring, zombie apocalypse

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Slate has an interesting set of articles about podcasts but one article notes the persistence of terrestrial radio. Among the reasons given for its ongoing influence includes operating outside of NSA control and zombie apocalypses:

  • Most of us don’t feel the cost of the data we’re using when we stream online content. But this could be changing. “Half the public still has no idea what data metering is,” says Smulyan, “but we find it changes consumption completely when people see what they’re paying for the data they use.”
  • Due to some complex legislation, it can be less onerous to pay artist royalties when you play music over the airwaves than when you send it over the Internet. For this reason, last year Pandora bought an FM station in South Dakota, in an effort to qualify as a terrestrial broadcaster.
  • When the revolution comes, radio will be vital for the propagation of seditious content. It leaves no digital footprints. And the NSA is unlikely to hack into your transistor boom box and track what you listen to.
  • When the zombie apocalypse arrives, radio will save your hide. Anyone with a generator and an antenna can broadcast radio, and everyone listening hears the same key information in real time.

The first two reasons have to do with finances: radio can be relatively cheap for operators and listeners. These are important considerations today: can media conglomerates and music artists still make money?

The last two have some different rationales. Radio can’t be controlled as easily, even with the complex rules regarding licenses and broadcasting though perhaps listeners have even more freedom as they can tune in to what they want (as long as they aren’t recording what they listened to for ratings purposes). In times of disasters – and there is a lower likelihood of facing zombies compared to being in a natural disaster – radio provides an easy way to broadcast and hear information. Does the Internet work well in those situations? The argument here is that the infrastructure for the Internet is more complicated than that for radio, thus, radio will win in times of trouble.

I suspect the second pair of reasons will prove less influential in the long run than the first pair regarding money. But, if money wins out and broadcasting moves to the Internet, might that completely wipe out the presence of radio for the last two purposes?

 

Waze app ruins tranquil Los Angeles streets near major highways

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Drivers have flooded a number of residential streets near major LA highways thanks to apps that reroute drivers around congestion:

When the people whose houses hug the narrow warren of streets paralleling the busiest urban freeway in America began to see bumper-to-bumper traffic crawling by their homes a year or so ago, they were baffled.

When word spread that the explosively popular new smartphone app Waze was sending many of those cars through their neighborhood in a quest to shave five minutes off a daily rush-hour commute, they were angry and ready to fight back.

They would outsmart the app, some said, by using it to report phony car crashes and traffic jams on their streets that would keep the shortcut-seekers away…

There are some things that can be done to mitigate the situation, said Los Angeles Department of Transportation spokesman Bruce Gillman, like placing speed bumps and four-way stop signs on streets. Lanes could even be taken out to discourage shortcut seekers, but a neighborhood traffic study would have to be done first.

A fascinating confluence of driving culture and new technology. Now, no street near the major highways are safe from traffic!

It will be fascinating to see how the city responds to complaints from local residents. Having rush hour congestion on your residential road can make for quite a different experience. It is a quality of life issue – who wants to have bumper to bumper cars in front – and I suspect the residents are also worried about their property values. Yet, what about the concerns of drivers on highways like the 405 that handle over 375,000 cars a day? This is a classic stand-off between individual drivers and individual property owners – who should win between the prized American driver and property-owner?

The real solution here is to keep looking for ways to reduce the number of vehicles on the highways in the first place. However, such plans at this point in LA’s development require a long-term perspective and lots of money.

Does posting the number of highway deaths in Illinois lead to safer driving?

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A columnist discusses the effects of signs on Illinois Tollways that post the number of automobile fatalities on area highways:

The first time I saw one of those grim Illinois expressway signs was in 2012. I was merrily driving to the family farm in Indiana to visit my mom when I spotted a roadside sign dishing a little shock and awe to commuters and vacationers. There was something cold about the little electric bulbs in the sign above my expressway lane letting me know: “679 TRAFFIC DEATHS THIS YEAR.”

It made me think…

That’s precisely what the sign was meant to do. While many states were seeing fewer traffic fatalities during the summer of 2012, Illinois was seeing a substantial increase in the number of people killed on Illinois roads in the first half of that year. After the Illinois Department of Transportation started posting a running total of the dead in July, the last half of 2012 saw fewer fatalities than the last half of sign-free 2011.

Still, the number of fatalities went up in 2012, from 918 to 957. Last year, with those same signs updating our death toll daily and urging us to drive more safely, our fatalities inched higher again, to 973.

This evidence suggests the signs had little effect. This would line up with research that suggests drivers don’t pay all that much attention to road signs; hence, the suggestion that perhaps no signs might even be better. Indeed, the Illinois Department of Transportation has moved on to other strategies to reduce traffic deaths:

Michael Rooker, the actor who played Merle Dixon on TV’s “The Walking Dead,” stars in the latest IDOT safety campaign, a series of videos at thedrivingdeadseries.com and Facebook posts titled “The Driving Dead.” The postings don’t have anything close to the power of watching a young mother of two die while pinned in her car, but perhaps they will prove more effective than the road signs. The catchphrase of “The Driving Dead” gives those behind the wheel a new way of thinking about driving.

I would be curious to know whether IDOT is pursuing these strategies based on evidence that suggest they work or the agency is mounting what they think might work and/or what is publicly visible. Driving is a dangerous activity – one of the most dangerous the average person will partake in each day – and you would want solutions that work rather than guesses.