"I have 20 IoT-security best-practices documents from various organizations. But the primary barriers here are economic; these low-cost devices just don't have the dedicated security teams and patching/upgrade paths that our phones and computers do. This is why we also need regulation to force IoT companies to take security seriously from the beginning. I know regulation is a dirty word in our industry, but when people start dying, governments will take action. I see it as a choice not between government regulation and no government regulation, but between smart government regulation and stupid government regulation."
The system now recognizes 17,500 words, and one of the researchers says, "As it keeps watching TV, it will learn."
- "Why pick on robots?" former Treasury Secretary Summers asked in a Washington Post opinion piece, which called Gates "profoundly misguided." The economist argued that progress, however messy and disruptive sometimes, ultimately benefits society overall.
- Mike Shedlock, a financial adviser with Sitka Pacific Capital Management in Edmonds, Washington, wrote on his blog that robot owners, who likely would pay the tax, would simply pass it along by jacking up prices.
- The European Union's parliament in February rejected a measure to impose a tax on robots, using much the same reasoning as Gates' critics.
But even while acknowledging that technology can complement humans rather than replacing them, a Bloomberg columnist argues that "Gates is right to say that we should start thinking ahead of time about how to use policy to mitigate the disruptions of automation." So if we're not going to tax robots, then how should society handle the next great wave of automated labor?
Yes, the article also describes cooking robots (which can already prepare burgers, pizza, and sandwiches), as well as new automated delivery vehicles restaurants. "Perhaps the only question remaining is whether there is a business case for this," they point out -- though under some scenarios, it could actually prove cheaper than driving to the grocery store yourself. "Consumers will find it ever easier to get what they want, when they want it, where they want it."
Their long analysis argues that the problems are already becoming apparent. "Uber, which didn't respond to questions from Jalopnik about its viability, recently paid $20 million to settle claims that it grossly misled how much drivers could earn on Craigslist ads. The company's explosive growth also fundamentally required it to begin offering subprime auto loans to prospective drivers without a vehicle."
Last month transportation industry analyst Hubert Horan calculated that Uber Global's losses have been "substantially greater than any venture capital-funded startup in history."
The bottom line is that I view Google's spam detection systems as currently too prone to false positives -- thereby enabling a form of algorithm-driven "censorship" (for lack of a better word in this specific context) -- especially by "lazy" sites that might accept Google's determinations of comment scoring as gospel... as someone who deals with significant numbers of comments filtered by Google every day -- I have nearly 400K followers on Google Plus -- I can tell you with considerable confidence that the problem isn't "spam" comments that are being missed, it's completely legitimate non-spam, non-toxic comments that are inappropriately marked as spam and hidden by Google.
Lauren is also collecting noteworthy experiences for a white paper about "the perceived overall state of Google (and its parent corporation Alphabet, Inc.)" to better understand how internet companies are now impacting our lives in unanticipated ways. He's inviting people to share their recent experiences with "specific Google services (including everything from Search to Gmail to YouTube and beyond), accounts, privacy, security, interactions, legal or copyright issues -- essentially anything positive, negative, or neutral that you are free to impart to me, that you believe might be of interest."
Last year Apple laid off most of the engineers it hired to design its own car. Google (now Waymo) stopped talking about making its own car. And Uber, despite its sky high market valuation, is still a long, long way from ever making any money, much less making its own autonomous cars. To paraphrase Elon Musk, Silicon Valley is learning that "Making rockets is hard, but making cars is really hard."
The article argues the big auto-makers launched "vigorous in-house autonomous programs" which became fully competitive with Silicon Valley's efforts, and that Silicon Valley may have a larger role crunching the data that's collected from self-driving cars. "Last year in the U.S. market alone Chevrolet collected 4,220 terabytes of data from customer's cars... Retailers, advertisers, marketers, product planners, financial analysts, government agencies, and so many others will eagerly pay to get access to that information."
"I just sort of forgot about it for a week," said Firoiu, who coauthored an unreviewed paper with William F. Whitney, the NYU student [who helped him] on the work. "A week later I looked at it and I was just like, 'Oh my gosh.' I tried playing it and I couldn't beat it."
Business Insider points out that their AI read the players positions, velocities, and states directly from the game's memory, so the AI responds six times faster than a human player. To compensate it played as Captain Falcon, the game's slowest character, but there was one crucial glitch. "One particularly clever player found that the simple strategy of crouching at the edge of the stage caused the network to behave very oddly, refusing to attack and eventually KOing itself by falling off the other side of the stage."