Google paid Mastercard millions of dollars for the data, according to two people who worked on the deal, and the companies discussed sharing a portion of the ad revenue, according to one of the people. The people asked not to be identified discussing private matters. A spokeswoman for Google said there is no revenue sharing agreement with its partners.
A Google spokeswoman declined to comment on the partnership with Mastercard, but addressed the ads tool. “Before we launched this beta product last year, we built a new, double-blind encryption technology that prevents both Google and our partners from viewing our respective users’ personally identifiable information,” the company said in a statement. “We do not have access to any personal information from our partners’ credit and debit cards, nor do we share any personal information with our partners.” The company said people can opt out of ad tracking using Google’s “Web and App Activity” online console. Inside Google, multiple people raised objections that the service did not have a more obvious way for cardholders to opt out of the tracking, one of the people said.
Dyson has unveiled plans for a 10-mile test track in Wiltshire where its new electric cars will be put through their paces.
The track and other facilities are part of a plan to start selling a “radical” electric car from 2021.
The company best known for its vacuums and domestic appliances bought the disused airfield at Hullavington two years ago.
Dyson has already renovated two hangars built in 1938 at the 517-acre site.
That redevelopment has cost £84m and the next phase of the airfield’s development would take Dyson’s total investment to £200m.
As ridership grows across the more than 40 cities in which Bird operates, information collected about e-scooter trips becomes more robust and can be used to help paint a detailed story about the transportation opportunities and challenges that exist throughout a community. Given the dynamic nature of this anonymized and aggregated information and its ability to significantly benefit communities, Bird’s Government Technology team is creating a comprehensive, customized dashboard to provide cities direct access to digestible information. In addition to the dashboard, Bird is also delivering cities the ability to geo-fence specific no-ride and no-parking zones, providing members of any community an easy way to report irresponsible riding and poor parking and increasing rider education.
The Bird GovTech Platform, an industry-leading offering, will be rolling out to cities where Bird operates, includes four initial products:
VW said it was easier to do over-the-air software updates for cars if the operating system was designed in-house, rather than depending on third-party software supplied by the different vendors providing various sensors.
VW said it expects to generate around 1 billion euros in sales by 2025 from offering new digital services including car-sharing, parking and parcel delivery services.
The digital push includes embedding smartphone applications like “We Park” into car infotainment systems and connecting vehicles with vendors like Amazon that can use an app to open cars so they can be used as delivery locations, VW said.
Volkswagen also said it would launch a car-sharing business, called “We Share”, in Berlin using a fleet of 2,000 electric cars in the second quarter of 2019.
I consider Definite Optimism as Human Capital to be my most creative piece. Unfortunately, it’s oblique and meandering. So I thought to write a followup to lay out its premises more directly and to offer a restatement of its ideas.
The goal of both pieces is to broaden the terms in which we discuss “technology.” Technology should be understood in three distinct forms: as processes embedded into tools (like pots, pans, and stoves); explicit instructions (like recipes); and as process knowledge, or what we can also refer to as tacit knowledge, know-how, and technical experience. Process knowledge is the kind of knowledge that’s hard to write down as an instruction. You can give someone a well-equipped kitchen and an extraordinarily detailed recipe, but unless he already has some cooking experience, we shouldn’t expect him to prepare a great dish.
I submit that we have two big biases when we talk about technology. First, we think about it too much in terms of tools and recipes, when really we should think about it more in terms of process knowledge and technical experience. Second, most of us focus too much on the digital world and not enough on the industrial world. Our obsession with the digital world has pushed our expectation of the technological future in the direction of cyberpunk dystopia; I hope instead that we can look forward to a joyful vision of the technological future, driven by advances in industry.
This is one of my longer essays; the final section summarizes the main points.
Process knowledge is represented by an experienced workforce. I’ve been studying the semiconductor industry, and that has helped to clarify my thoughts on technological innovation more broadly. It’s easy to identify all three forms of technology in the production of semiconductors: tools, instructions, and process knowledge. The three firms most responsible for executing Moore’s Law—TSMC, Intel, and Samsung—make full use of each of these tools. Each of them invest north of $10 billion a year to push forward that technological frontier.
“The bottom line is society needs identifiers,” says Jeremy Grant, coordinator of the Better Identity Coalition, an industry collaboration that includes Visa, Bank of America, Aetna, and Symantec. “We just have to make sure that knowledge of an identifier can’t be used to somehow take over the authenticator. And a phone number is only an identifier; in most cases, it’s public.”
Think of your usernames and passwords. The former are generally public knowledge; it’s how people know who you are. But you keep the latter guarded, because it’s how you prove who you are.
The use of phone numbers as both lock and key has led to the rise, in recent years, of so-called SIM swapping attacks, in which an attacker steals your phone number. When you add two-factor authentication to an account and receive your codes through SMS texts, they go to the attacker instead, along with any calls and texts intended for the victim. Sometimes attackers even use inside sources at carriers who will transfer numbers for them.
Sir James Dyson – the billionaire inventor, turbo-bespectacled, closely buttoned, best known for things that suck and things that blow, but specifically ones that do each very well – took to a stage in early March 2018 in the Meat-packing District of New York and began to tell the crowd about how his latest product sucked like never before.
The item in question was a vacuum cleaner called the V10. (Dyson products tend to have names you suspect engineers coined; this is not unrelated to the fact, as Dyson himself admits, that, “The company is run by engineers now. The CEO is an engineer. All the product directors are engineers.”) It was the latest in Dyson’s range of “stick” battery-powered vacuums, which is to say it is more like a gun you fire at the floor, complete with trigger, than a hulking machine you push around. The difference has seen some unexpectedly comic consequences – when a couple buy one, for instance, the man will often start taking up cleaning duties.
“Hello,” Dyson said, arriving to light clapping. “That’s very kind. Now…”
The development of a Group-wide platform and digital services for the “Volkswagen We” ecosystem is being accelerated. The Group plans to invest 3.5 billion euros in digitization by 2025, making the car the central hub on the Internet of Things.
“We have a clear vision: we will continue to build vastly superior vehicles. But going forward, our Volkswagens will increasingly become digital devices on wheels”, Jürgen Stackmann, Volkswagen Brand Board Member for Sales, said today at a press conference in the Group Representative Office in Berlin. “Our customers will become part of an ecosystem that we have named ‘We’. This system complements the Volkswagen experience on wheels and enables customer to take their world into their vehicle”, Stackmann commented, adding that the brand hoped open interfaces would also encourage third parties to participate in creating a strong community by contributing their own software.
Chinese automakers appear to be cracking the powerful Japanese oligopoly in Southeast Asia -something western automakers have tried – and failed at – for more than 30 years.
Southeast Asia, aka “ASEAN”, is the loose association of 10 countries – including Indonesia, Thailand, Vietnam, Malaysia and the Philippines – located in the South Pacific. As a group, the nations are home to nearly 500 million people, an expanding middle-class and 3.4 million new car purchases a year. In Indonesia alone, annual car sales will reach around 1.1 million in 2018.
OpenOil was founded in late 2011 by Johnny West, and has since evolved into a consultancy, publishing house and training provider, specialised on open data products and services around natural resources.
We began with a focus on the Middle East, but have since carried out projects and workshops in many countries across the globe, published more than 20 books on the extractive industries, including “How to Read and Understand Oil Contracts“, as well as developed a series of open data applications, such as the OpenOil Contract Repository, the Corporate Network Navigator, and the Aleph Database – a fully text-searchable database of over 1,000,000 company reports, news articles and government publications.
Few engines throughout history have achieved a near mythical status among its admirers. Fewer still can share credit for the rescue of an entire nation. Perhaps only the Rolls-Royce Merlin engine can claim both distinctions. During the Battle of Britain, it was the Merlin that powered the Royal Air Force Hurricanes and Spitfires that were England’s only effective defense against German air attacks. With the battle won, and the engine’s reputation thus established, the Merlin would become the stuff of legend and the powerplant of choice for numerous other aircraft.
Even before the 1940 air battles over England, it was apparent that demand for the Merlin was far outpacing Rolls-Royce’s ability to produce them. The Ford Motor Company was asked to build 9,000 Merlins for both England and the US. Ford initially accepted the deal, but later reneged. Henry Ford explained that he would only produce military items for US defense. Interestingly, Ford of Britain in Manchester, England ultimately produced 36,000 Merlin engines, beginning at the same time period. Of course, Ford’s American factories would indeed become vital to the war effort. They manufactured unfathomable quantities of airplanes, jeeps and other war materiel–but not Merlins.
In “Google Data Collection,” Professor Douglas C. Schmidt, Professor of Computer Science at Vanderbilt University, has fully cataloged how much data Google is collecting about consumers and their most personal habits across all of its products and how that data is being tied together.
The key findings include:
A dormant, stationary Android phone (with the Chrome browser active in the background) communicated location information to Google 340 times during a 24-hour period, or at an average of 14 data communications per hour. In fact, location information constituted 35 percent of all the data samples sent to Google.
For comparison’s sake, a similar experiment found that on an iOS device with Safari but not Chrome, Google could not collect any appreciable data unless a user was interacting with the device. Moreover, an idle Android phone running the Chrome browser sends back to Google nearly fifty times as many data requests per hour as an idle iOS phone running Safari.
An idle Android device communicates with Google nearly 10 times more frequently as an Apple device communicates with Apple servers. These results highlighted the fact that Android and Chrome platforms are critical vehicles for Google’s data collection. Again, these experiments were done on stationary phones with no user interactions. If you actually use your phone the information collection increases with Google.
Google has the ability to associate anonymous data collected through passive means with the personal information of the user. Google makes this association largely through advertising technologies, many of which Google controls. Advertising identifiers—which are purportedly “user anonymous” and collect activity data on apps and third-party webpage visits—can get associated with a user’s real Google identity through passing of device-level identification information to Google servers by an Android device.
Likewise, the DoubleClick cookie ID—which tracks a user’s activity on the third-party webpages—is another purportedly “user anonymous” identifier that Google can associate to a user’s Google account. It works when a user accesses a Google applica
Lyons said she soon realized that many people were reporting posts as false simply because they did not agree with the content. Because Facebook forwards posts that are marked as false to third-party fact-checkers, she said it was important to build systems to assess whether the posts were likely to be false to make efficient use of fact-checkers’ time. That led her team to develop ways to assess whether the people who were flagging posts as false were themselves trustworthy.
“One of the signals we use is how people interact with articles,” Lyons said in a follow-up email. “For example, if someone previously gave us feedback that an article was false and the article was confirmed false by a fact-checker, then we might weight that person’s future false-news feedback more than someone who indiscriminately provides false-news feedback on lots of articles, including ones that end up being rated as true.”
For almost five decades, the United States has guided the growth of the Internet. From its origins as a small Pentagon program to its status as a global platform that connects more than half of the world’s population and tens of billions of devices, the Internet has long been an American project. Yet today, the United States has ceded leadership in cyberspace to China. Chinese President Xi Jinping has outlined his plans to turn China into a “cyber-superpower.” Already, more people in China have access to the Internet than in any other country, but Xi has grander plans. Through domestic regulations, technological innovation, and foreign policy, China aims to build an “impregnable” cyberdefense system, give itself a greater voice in Internet governance, foster more world-class companies, and lead the globe in advanced technologies.
China’s continued rise as a cyber-superpower is not guaranteed. Top-down, state-led efforts at innovation in artificial intelligence, quantum computing, robotics, and other ambitious technologies may well fail. Chinese technology companies will face economic and political pressures as they globalize. Chinese citizens, although they appear to have little expectation of privacy from their government, may demand more from private firms. The United States may reenergize its own digital diplomacy, and the U.S. economy may rediscover the dynamism that allowed it create so much of the modern world’s technology.
But given China’s size and technological sophistication, Beijing has a good chance of succeeding—thereby remaking cyberspace in its own image. If this happens, the Internet will be less global and less open. A major part of it will run Chinese applications over Chinese-made hardware. And Beijing will reap the economic, diplomatic, national security, and intelligence benefits that once flowed to Washington.
Car makers are collecting massive amounts of data from the latest cars on the road. Now, they’re figuring out how to make money off it.
With millions of cars rolling off dealer lots with built-in connectivity, auto companies are gaining access to unprecedented amounts of real-time data that allow them to track everything from where a car is located to how hard it is braking and whether or not the windshield wipers are on.
Conducted by the Federal Highway Administration (FHWA), the NHTS is the authoritative source on the travel behavior of the American public. It is the only source of national data that allows one to analyze trends in personal and household travel. It includes daily non-commercial travel by all modes, including characteristics of the people traveling, their household, and their vehicles.
This paper is concerned with how future cities have been visualised, what these projections sought to communicate and why.
The paper is organised into eight sections. Each of the first seven sections is highly illustrated by relevant visualisations to capture the main ways in which the thematic content is evident within future cities. We present a brief summary at the end of each section to understand the key issues.
First, we describe the relevance and power of imagined cities and urban visions throughout popular culture, a multi-disciplinary discourse, along with an explanation of the methods used.
Second, we examine the role of different media and its influence upon the way in which ideas are communicated and also translated, including, but not limited to: diagrams, drawings, films, graphic novels, literature, paintings, and photomontages.
Third, we interrogate the ‘groundedness’ of visualisations of future cities and whether they relate to a specific context or a more general set of conditions.
Fourth, we identify the role of technological speculation in future city scenarios including: infrastructure, mobility, sustainability, built form, density and scale.
Fifth, we examine the variations in socio-spatial relationships that occur across different visualisations of cities, identifying the lived experience and inhabitation of the projected environments.
Sixth, we consider the relationship of data, ubiquitous computing and digital technologies in contemporary visualisations of cities.
Seventh, we establish the overarching themes that appear derived from visualisations of British cities and their legacy.
In conclusion, we establish a synthesis of the prevalent patterns within and across legacies, and the diversity of visualisations, to draw together our findings in relation to overarching narratives and themes for how urban life has been envisaged and projected for the period under scrutiny.
As Canadian cities struggle to find solutions to traffic-related pedestrian and cycling deaths, New York City is touting its remarkable four-year turnaround in making its streets safer — something the mayor says is the result of going all in on a Sweden-conceived road safety program.
New York credits its “Vision Zero” program for a 44 per cent drop in pedestrian deaths since 2014, with overall traffic fatalities down by 27 per cent. The first half of 2018 has seen the fewest traffic-related fatalities in any six-month period ever measured in America’s most populated city, officials say.
“The last time city streets were this safe, people were getting around in a horse and buggy,” New York Mayor Bill de Blasio said earlier this year.
Vision Zero’s goal is to reframe how cities look at traffic fatalities — not as “accidents” but preventable incidents that can be addressed through a combined approach involving road design, public outreach and increased enforcement.
And some long-term residents and likely voters speaking with the San Francisco Examiner — older constituents and homeowners — are grateful for that opposition.
“You could look at a Ford GoBike map and draw supervisorial districts, you know what I mean?” said Randy Rentschler, director of legislation and public affairs with the Metropolitan Transportation Commission, which negotiated Ford GoBike’s exclusivity contract to provide docked bikeshare within the Bay Area.
The latest politico to block Ford GoBike expansion is Supervisor Catherine Stefani, who represents District 2, which includes the Marina and Pacific Heights, among other neighborhoods.
Stefani announced that she halted plans to install three Ford GoBike stations in a newsletter to her constituents on July 26 at Bay and Fillmore streets, Clay and Steiner streets, and Laguna and Washington streets.
“My office received many responses from residents and community organizations who expressed concern over the proposed locations and lack of community outreach performed by the (San Francisco Municipal Transportation Agency) and Ford GoBike operator Motivate,” she wrote to her constituents. SFMTA “recognized” the community concerns, she wrote, and “as of now, the SFMTA and Motivate have halted plans to install any stations in District 2 and will not do so in the future without consulting my office and the community.”