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Thursday, January 16, 2014

If a Time Traveler Saw a Smartphone

As reported by The New Yorker:  Are we getting smarter or stupider? In “The Shallows: What the Internet Is Doing to Our Brains,” from 2010, Nicholas Carr blames the Web for growing cognitive problems, while Clive Thompson, in his recent book, “Smarter Than You Think: How Technology Is Changing Our Minds for the Better,” argues that our technologies are boosting our abilities.

To settle the matter, consider the following hypothetical experiment:  A well-educated time traveler from 1914 enters a room divided in half by a curtain. A scientist tells him that his task is to ascertain the intelligence of whoever is on the other side of the curtain by asking whatever questions he pleases.

The traveler’s queries are answered by a voice with an accent that he does not recognize (twenty-first-century American English). The woman on the other side of the curtain has an extraordinary memory. She can, without much delay, recite any passage from the Bible or Shakespeare. Her arithmetic skills are astonishing—difficult problems are solved in seconds. She is also able to speak many foreign languages, though her pronunciation is odd. Most impressive, perhaps, is her ability to describe almost any part of the Earth in great detail, as though she is viewing it from the sky. She is also proficient at connecting seemingly random concepts, and when the traveler asks her a question like “How can God be both good and omnipotent?” she can provide complex theoretical answers.

Based on this modified Turing test, our time traveler would conclude that, in the past century, the human race achieved a new level of superintelligence. Using lingo unavailable in 1914, (it was coined later by John von Neumann) he might conclude that the human race had reached a “singularity”—a point where it had gained an intelligence beyond the understanding of the 1914 mind.

The woman behind the curtain, is, of course, just one of us. That is to say, she is a regular human who has augmented her brain using two tools: her mobile phone and a connection to the Internet and, thus, to Web sites like Wikipedia, Google Maps, and Quora. To us, she is unremarkable, but to the man she is astonishing. With our machines, we are augmented humans and prosthetic gods, though we’re remarkably blasé about that fact, like anything we’re used to. Take away our tools, the argument goes, and we’re likely stupider than our friend from the early twentieth century, who has a longer attention span, may read and write Latin, and does arithmetic faster.
 
The time-traveler scenario demonstrates that how you answer the question of whether we are getting smarter depends on how you classify “we.” This is why Thompson and Carr reach different results: Thompson is judging the cyborg, while Carr is judging the man underneath.

The project of human augmentation has been under way for the past fifty years. It began in the Pentagon, in the early nineteen-sixties, when the psychologist J. C. R. Licklider, who was in charge of the funding of advanced research, began to contemplate what he called man-computer symbiosis. (Licklider also proposed that the Defense Department fund a project which became, essentially, the Internet). Licklider believed that the great importance of computers would lie in how they improved human capabilities, and so he funded the research of, among others, Douglas Engelbart, the author of “Augmenting Human Intellect,” who proposed “a new and systematic approach to improving the intellectual effectiveness of the individual human being.” Engelbart founded the Augmentation Research Center, which, in the nineteen-sixties, developed the idea of a graphical user interface based on a screen, a keyboard, and a mouse (demonstrated in “The Mother of all Demos”). Many of the researchers at A.R.C. went on to work in the famous Xerox PARC laboratories. PARC’s interface ideas were borrowed by Apple, and the rest is history.

Since then, the real project of computing has not been the creation of independently intelligent entities (HAL, for example) but, instead, augmenting our brains where they are weak. The most successful, and the most lucrative, products are those that help us with tasks which we would otherwise be unable to complete. Our limited working memory means we’re bad at arithmetic, and so no one does long division anymore. Our memories are unreliable, so we have supplemented them with electronic storage. The human brain, compared with a computer, is bad at networking with other brains, so we have invented tools, like Wikipedia and Google search, that aid that kind of interfacing.

Our time-traveling friend proves that, though the human-augmentation project has been a success, we cannot deny that it has come at some cost. The idea of biological atrophy is alarming, and there is always a nagging sense that our auxiliary brains don’t quite count as “us.” But make no mistake: we are now different creatures than we once were, evolving technologically rather than biologically, in directions we must hope are for the best.

Tim Wu is a professor at Columbia Law School and the author of “The Master Switch.” This is the first in a series of posts he will be writing about technology and intelligence.

Public Safety Needs a Competitive Wireless Industry


Charles L. Werner is the fire chief for the City of Charlottesville
Fire Department. 
He also serves on the Department of
Homeland Security (DHS) SAFECOM Executive Committee.
As reported by The Hill:  As a fire chief and first responder, it’s critical that I be able to communicate.  And I recognize that for me and for all, mobile phones are no longer a luxury, but an important part of everyday life, especially necessary in times of crisis.  We all need robust communications, and we need them all the more during emergencies.

Ever since 9/11, there has been renewed public debate focused on how we can provide our nation’s police and firefighters with an advanced communications network that enables full inter-operability across multiple jurisdictions/departments/agencies and functionality even in the most difficult and trying of circumstances.

After more than 12 years, we’re making progress.  Plans are in place to develop a nationwide, high-speed network dedicated to public safety.  And the board of FirstNet is providing the leadership and collaboration with emergency responders across the country to bring the network to life – with the objective of protecting the homeland, saving more lives, preventing law breaking, solving crimes and keeping our communities safer.
As you can imagine, this massive undertaking will not come cheaply.  However, FirstNet will be funded from the proceeds of several spectrum auctions conducted by the Federal Communications Commission (FCC).  Spectrum provides the highways that enable wireless communications, and for first responders, the proceeds from upcoming spectrum auctions will endow the creation of a network dedicated to improved broadband communications.

In 2015, the largest auction of spectrum in years will occur – the FCC Broadcast Incentive Auction.  All first responders should be watching this very closely as a portion of the proceeds from this auction will go a long way toward helping to fund FirstNet, though important, it’s not the only source.  This spectrum, in the 600 MHz band, is extremely valuable because it can both travel long distances and allow wireless signals to penetrate building interiors to provide broadband connections where they can be hardest to reach.  This is why they call it beachfront spectrum, and that’s why  it is absolutely critical that the spectrum is auctioned in a way that will ensure a competitive marketplace.

The FCC auction process is complicated, but these auctions will have ramifications for our future.  Importantly, public safety wants the most competitive auction possible, with a wide variety of bidders to drive up revenues.  My hope is the FCC will create an auction structure that provides all bidders a reasonable chance to win some of this low-band spectrum.  That outcome will be good for auction revenues, and good for a competitive wireless broadband landscape in the future. 

And there’s an important aspect of this auction no one is talking about – that a healthy competitive wireless industry in itself is good for public safety.  As a first responder, I want to know that all carriers in the market have robust networks.  So that during emergency situations, we’ll all be able to communicate better, no matter whose network we’re making a call on or relying on for transmitting critical data.

Ultimately, we in public safety want the auctions to be successful.  Success for us means that enough money is made to fund the public safety network AND a wireless industry is still intact that enables public safety departments across the country to have carrier choice and competitive pricing.

We also know what auction failure looks like.  A failed auction would discourage participation from a wide variety of carriers and create a wireless industry that offers limited network and hardware partners for FirstNet.  Costs would be driven up and quality would be driven down.

After more than 12 years of waiting and with lives on the line, we want the FCC to know that failure is not an option.

Charles L. Werner is the fire chief for the City of Charlottesville Fire Department. He also serves on the Department of Homeland Security (DHS) SAFECOM Executive Committee, the DHS Homeland Security Information Network Advisory Committee, the DHS Virtual Social Media Working Group, the FirstNet Public Safety Advisory Committee, the International Association of Fire Chiefs Technology Council, the National Alliance for Public Safety GIS and the National Information Sharing Consortium.

Trucker Who Refused To Drive Awarded Back Wages, Fleet Ordered To Stop Retaliation

As reported by Overdrive:  An Auburn, Wash.-based fleet has been ordered by the Labor Department to pay one of its former truck drivers back wages and to stop an attendance policy that the department says retaliates against drivers who refuse to drive due to safety reasons.

The Department of Labor’s Occupational Safety and Health Administration after an investigation into Oak Harbor Freight Lines ordered the fleet to pay an unnamed driver lost wages after the driver filed a whistleblower complaint under the Surface Transportation Assistance Act.

OSHA said the driver had notified his carrier that he was sick and was taking a prescribed cough medicine — and therefore could not drive. The driver was then suspended without pay in September 2010.

The Surface Transportation Assistance Act protects drivers from retaliation by employers for refusing to drive when doing so would violate safety laws.

OSHA, in addition to ordering the carrier to compensate the driver, ordered Oak Harbor to stop issuing “occurrences” to drivers, which OSHA says punishes drivers for not driving, regardless of safety concerns, as the attendance policy can lead to disciplinary action.

Oak Harbor will also be required to post a notice for drivers to read to learn more about their rights under STAA.

“Punishing workers for exercising their right to refuse driving assignments is against the law,” said David Mahlum, OSHA’s acting regional administrator in Seattle. “A company cannot place its attendance policies ahead of the safety of its drivers and that of the public.”

World Superpowers Are in a Space Race to Build the Best GPS

As reported by Bloomberg TechnologyAll around the world, people use GPS to get driving directions in their cars, find nearby restaurants on their smartphones and geotag tweets sent from their tablets. The technology, created and operated by the U.S. Department of Defense, has become ubiquitous and indispensable.

And that may be making other governments uneasy, especially in light of the National Security Administration's snooping scandal. China, Russia, Japan, India and the European Union are each working on their own satellite systems to identify the locations of mobile devices on the ground.
So to stay ahead, the U.S. government is turning to the private sector. This year, the U.S. Air Force Research Lab plans to kick $15 million into technology startups developing tools for satellite-based navigation, positioning and timing. Grant applications are due by Jan. 22, and the Air Force won't take an equity stake in the companies it gives money to, said Joel Sercel, the founder and president of ICS Associates, a tech consulting firm that's advising the Air Force on the program.
"The Air Force wants to reach the best people in Silicon Valley," Sercel said in an interview. "It only asks to license the intellectual property that gets created during the contract for government use, with no dilution of ownership."
Alok Das, the Air Force Research Lab's chief innovation officer, wrote in an e-mail that the U.S. wants "to fundamentally improve its ability to navigate around the world."
Not all countries are looking to supplant America's efforts. For example, government projects in India and Japan are each building out satellite systems that can precisely cover nearby regions, primarily for military and government research — not to replace the Global Positioning System as a service embedded in millions of consumer electronics. The European Commission's Galileo project serves, in part, as a failsafe in case GPS and similar services become unavailable, according to the European Space Agency, which works jointly with the commission.
China has larger ambitions. The country began working on its Beidou Navigation Satellite System in 2000 and plans to achieve global coverage by 2020. Beyond preventing the U.S. from being able to easily track citizens' location information, the system could end up being more accurate. The version of GPS that the U.S. makes publicly available is less precise than the one its government uses. China is offering Beidou for free to encourage neighboring Asian countries to adopt it, according to the South China Morning Post.
For now, Russia is further along in creating a rival to GPS. In 2011, Apple began supporting the Russian Glonass system in the iPhone, and other device makers have followed suit. But a new U.S. law could serve as a major setback for Russia. A provision within the defense budget that was passed last month effectively bars Russia from building monitor stations in the U.S. designed to improve Glonass, the New York Times reported.
The U.S., it turns out, is concerned about spying.

Wednesday, January 15, 2014

Why The World Needs OpenStreetMap

As reported by the Guardian: Every time I tell someone about OpenStreetMap, they inevitably ask "Why not use Google Maps?" From a practical standpoint, it's a reasonable question, but ultimately this is not just a matter of practicality, but of what kind of society we want to live in. I discussed this topic in a 2008 talk on OpenStreetMap I gave at the first MappingDC meeting. Here are many of same concepts, but expanded.

In the 1800s, people were struggling with time, not how much of it they had, but what time it was. Clocks existed, but every town had its own time, "local time", which was synchronized by town clocks or, more often than not, church bells. Railway time, then eventually Greenwich mean time, supplanted all local time, and most people today don't think about time as anything but universal. This was accomplished in the US by adoption first of the railroads, and then by universities and large businesses.

Geography is big business
The modern daytime dilemma is geography, and everyone is looking to be the definitive source. Google spends $1bn annually maintaining their maps, and that does not include the $1.5bn Google spent buying the navigation company Waze. Google is far from the only company trying to own everywhere, as Nokia purchased Navteq and TomTom and Tele Atlas try to merge. All of these companies want to become the definitive source of what's on the ground.

That's because what's on the ground has become big business. With GPS' in every car, and a smartphone in every pocket, the market for telling you where you are and where to go has become fierce.

With all these companies, why do we need a project like OpenStreetMap? The answer is simply that as a society, no one company should have a monopoly on place, just as no one company had a monopoly on time in the 1800s. Place is a shared resource, and when you give all that power to a single entity, you are giving them the power not only to tell you about your location, but to shape it. In summary, there are three concerns: who decides what gets shown on the map, who decides where you are and where you should go, and personal privacy.

Decision time
Who decides what gets displayed on a Google Map? The answer is, of course, that Google does. I heard this concern in a meeting with a local government in 2009: they were concerned about using Google Maps on their website because Google makes choices about which businesses to display. The people in the meeting were right to be concerned about this issue, as a government needs to remain impartial; by outsourcing their maps, they would hand the control over to a third party.

It seems inevitable that Google will monetise geographic searches, with either premium results, or priority ordering, if it hasn't done so already (is it a coincidence than when I search for "breakfast" near my home, the first result is "SUBWAY® Restaurants"?).

Of course Google is not the only map provider; it's just one example. The point is that when you use any map provider, you are handing them the controls - letting them determine what features get emphasised, or what features may not be displayed at all.

A road sign warning HGV drivers not to follow Satellite Navigation instructions.
A road sign warning HGV drivers not to follow Satellite Navigation instructions. Photograph: Christopher Thomond
Location, location
The second concern is about location. Who defines where a neighborhood is, or whether or not you should go? This issue was brought up by the American Civil Liberties Union (ACLU) when a map provider was providing routing (driving/biking/walking instructions) and used what it determined to be "safe" or "dangerous" neighborhoods as part of its algorithm. This raises the question of who determines what makes a neighborhood "safe" or not – or whether safe is merely a code-word for something more sinister.

Right now, Flickr collects neighborhood information based on photographs which it exposes through an API. It uses this information to suggest tags for your photograph. But it would be possible to use neighborhood boundaries in a more subtle way in order to affect anything from traffic patterns to real estate prices, because when a map provider becomes large enough, it becomes the source of "truth".

Lastly, these map providers have an incentive to collect information about you in ways that you may not agree with. Both Google and Apple collect your location information when you use their services. They can use this information to improve their map accuracy, but Google has already announced that is going to use this information to track the correlation between searches and where you go. With more than 500 million Android phones in use, this is an enormous amount of information collected on the individual level about people's habits, whether they're taking a casual stroll, commuting to work, going to their doctor, or maybe attending a protest.

Certainly we can't ignore the societal implication of so much data in the hands of a single entity, no matter how benevolent it claims to be. Companies like Foursquare use gamification to overlay what is essentially a large scale data collection process, and even Google has gotten into the game of gamification with Ingress, a game which overlays an artificial world onto this one and encourages users to collect routing data and photo mapping as part of effort to either fight off, or encourage, an alien invasion.

Finding the solution
Now that we have identified the problems, we can examine how OpenStreetMap solves each of them.

In terms of map content, OpenStreetMap is both neutral and transparent. OpenStreetMap is a wiki-like map that anyone in the world can edit. If a store is missing from the map, it can be added in by a store owner or even a customer. In terms of display (rendering), each person or company who creates a map is free to render it how they like, but the main map on OpenStreetMap.org uses FLOSS (Free/Libre Open Source Software) rendering software and a liberally licensed stylesheet which anyone can build on.

In other words, anyone who cares can always create their own maps based on the same data.

Similarly, while the most popular routing programs for OpenStreetMap are FLOSS, even if a company chooses another software stack, a user is always free to use their own routing software; it would be easy to compare routing results based on the same data to find anomalies.

And lastly, with OpenStreetMap data a user is free to download some, or all of the map offline. This means that it's possible to use OpenStreetMap data to navigate without giving your location away to anyone at all.

OpenStreetMap respects communities and respects people. If you're not already contributing to OSM, consider helping out. If you're already a contributor: thank you.

US Senate Calls For Information About GPS Data Use

As reported by The HillSen. Al Franken (D-Minn.) is pressing Ford over recent statements about the way the auto manufacturer uses drivers' data.
Last week, Ford's executive vice president for global marketing and sales Jim Farley said that GPS units in the vehicles allow Ford to “know everyone who breaks the law" but that the automaker does not share that data.
The claim came on the heels of a report from the Government Accountability Office (GAO) that found some car companies have "unclear" privacy policies that could confuse customers. The report also found that all companies the GAO looked at both collect and share location data.
"This would strongly suggest that Ford does, in fact, share its customers’ location data in some form," Franken wrote in a letter to chief executive Alan Mulally on Monday.
Farley has since retracted his statements but that has not quelled Franken's concerns.
He wrote that companies operating car-based GPS still provide "too little transparency" about the way information about their driving patterns is used. "American drivers deserve better – and Mr. Farley’s latest statements underscore this problem."
“It’s troubling to see confusing and contradictory comments from Ford about something as sensitive as their customers’ location data—just days after the GAO report," he added in a statement.
The GAO surveyed 10 vehicle manufacturers, device companies and app developers for its report.
After the report came out, Franken said that it had encouraged him to reintroduce his location privacy bill from 2012. The Location Privacy Protection Act passed through the Senate Judiciary Committee but never received a floor vote.

Enhanced Differential Loran Maritime Trials in The Netherlands Declared Successful

As reported by Inside GNSSThe Dutch Pilots Corporation and Reelektronika announced today (January 7, 2013) the successful development and test of an Enhanced Differential Loran (eDLoran) backup to GNSS in The Netherlands.  

Trials at sea and in the Rotterdam Europort harbor area met the requirement for absolute accuracies in the five-meter range, according to Durk van Willigen, CEO of Reelektronika, and Wim van Buuren, Loodswezen’s information & communications technology (ICT) and innovation manager and board member.

The cooperating organizations have implemented a complete test system, which includes an eDLoran reference station and the eDLoran receiver for the pilots. This small and lightweight receiver can operate in tandem wirelessly with the standard software of the pilot’s GPS-RTK equipment. Differential eLoran data are available in real-time via the mobile telephone network. No modifications of the existing Loran transmitters was required.
For this joint project, the Dutch Pilots’ Corporation made facilities available on board their pilot station vessel Polaris and for the location of an eDLoran reference station. Reelektronika performed the research on eDLoran, and developed the equipment for the pilots and the low-cost reference station.
The position corrections (Additional Secondary Factors, ASF) database will automatically be expanded and refined by any new trip the pilots make, using GPS-RTK and Loran data they collect during maritime operations.
The effects on eLoran transmissions of any new industrial installations and buildings in the harbor area are thus adaptively incorporated into the database. This nearly continuously upgrading of the eLoran ASF database does not require any special measuring equipment or procedures, according to the organizations.