Showing posts with label Travel. Show all posts
Showing posts with label Travel. Show all posts

Saturday, April 25, 2026

We Absolutely Do Know That Waymos Are Safer Than Human Drivers

In a recent article in Bloomberg, David Zipper argued that “We Still Don’t Know if Robotaxis Are Safer Than Human Drivers.” Big if true! In fact, I’d been under the impression that Waymos are not only safer than humans, the evidence to date suggests that they are staggeringly safer, with somewhere between an 80% to 90% lower risk of serious crashes.

“We don’t know” sounds like a modest claim, but in this case, where it refers to something that we do in fact know about an effect size that is extremely large, it’s a really big claim.

It’s also completely wrong. The article drags its audience into the author’s preferred state of epistemic helplessness by dancing around the data rather than explaining it. And Zipper got many of the numbers wrong; in some cases, I suspect, as a consequence of a math error.

There are things we still don’t know about Waymo crashes. But we know far, far more than Zipper pretends. I want to go through his full argument and make it clear why that’s the case.
***
In many places, Zipper’s piece relied entirely on equivocation between “robotaxis” — that is, any self-driving car — and Waymos. Obviously, not all autonomous vehicle startups are doing a good job. Most of them have nowhere near the mileage on the road to say confidently how well they work.

But fortunately, no city official has to decide whether to allow “robotaxis” in full generality. Instead, the decision cities actually have to make is whether to allow or disallow Waymo, in particular.

Fortunately, there is a lot of data available about Waymo, in particular. If the thing you want to do is to help policymakers make good decisions, you would want to discuss the safety record of Waymos, the specific cars that the policymakers are considering allowing on their roads.

Imagine someone writing “we don’t know if airplanes are safe — some people say that crashes are extremely rare, and others say that crashes happen every week.” And when you investigate this claim further, you learn that what’s going on is that commercial aviation crashes are extremely rare, while general aviation crashes — small personal planes, including ones you can build in your garage — are quite common.

It’s good to know that the plane that you built in your garage is quite dangerous. It would still be extremely irresponsible to present an issue with a one-engine Cessna as an issue with the Boeing 737 and write “we don’t know whether airplanes are safe — the aviation industry insists they are, but my cousin’s plane crashed just three months ago.”

The safety gap between, for example, Cruise and Waymo is not as large as the safety gap between commercial and general aviation, but collapsing them into a single category sows confusion and moves the conversation away from the decision policymakers actually face: Should they allow Waymo in their cities?

Zipper’s first specific argument against the safety of self-driving cars is that while they do make safer decisions than humans in many contexts, “self-driven cars make mistakes that humans would not, such as plowing into floodwater or driving through an active crime scene where police have their guns drawn.” The obvious next question is: Which of these happens more frequently? How does the rate of self-driving cars doing something dangerous a human wouldn’t compare to the rate of doing something safe a human wouldn’t?

This obvious question went unasked because the answer would make the rest of Bloomberg’s piece pointless. As I’ll explain below, Waymo’s self-driving cars put people in harm’s way something like 80% to 90% less often than humans for a wide range of possible ways of measuring “harm’s way.”

by Kelsey Piper, The Argument |  Read more:
Image: Justin Sullivan/Getty Images
[ed. I'd take one any time (if reasonably priced), and expect to see them everywhere soon. See also: I Was Promised Flying Self Driving Cars (Zvi):]
***
A Tesla Model S drove itself from Los Angeles to New York with zero disengagements. Full reverse cannonball run.
Mike P: I don’t mean to say this in a way that discredits what they’ve done, but ngl, this stuff isn’t even surprising to me anymore like ya, makes total sense. I went from Philly to Raleigh NC to Tennessee and back to Philly and the only thing I had to do was re park the car at 2 charging stops when the car parked in the wrong place.
Tesla did the thing
There’s still a difference between full self-driving (FSD) that can take you across the country, and the point when you can sleep while it drives.

A Waymo moving 17mph hits the breaks instantly upon seeing a child step in front of it from a blind spot, hits the child at 6mph and dialed 911. If a human had been driving, the child would likely have been struck at 14mph and be dead.

What did some headlines call this, of course?
TechCrunch: Waymo robotaxi hits a child near an elementary school in Santa Monica

Samuel Hammond: A more accurate headline would be “Waymo saves child’s life thanks to superhuman reaction time”
This was another good time to notice that almost all the AI Safety people are strongly in favor of Waymo and self-driving cars.
Rob Miles: Seems worthwhile for people to hear AI Safety people saying: No, self driving cars are not the problem, they have the potential to be much safer than human drivers, and in this instance it seems like a human driver would have done a much worse job than the robot

Wednesday, April 22, 2026

The Secret History of Wakanda

The history of Wakanda is not, of course, an African history; it’s a history of Europe, and of Europe’s fantasies about Africa.

This hidden kingdom is first attested in Book V, Chapter VIII of Pliny the Elder’s Natural History, on the ‘countries on the other side of Africa.’ As Pliny ventures further from the known world of the Mediterranean, and into the depths of Africa, the peoples he describes are drawn with a lighter and lighter brush. He can’t quite say what these people are, but only what they lack. Nightmares live here, in the hot voids of the world: [...]

But then, after this list of fantastic degenerations, we meet something different. Pliny describes a kind of African Utopia:
At the centre of the region of Æthiopia we may find the source of the Nile, guarded by a kingdom called Vicindaria, so called for its many conquests. The Vicindariæ are ruled by their philosophers; and if Pelagon of Rhodes is to be believed their libraries contain all that can be known in the useful crafts. Among their marvels are flying chariots, drawn by certain spinning serpents; fine silks that protect the body like armour; trees bearing glowing fruit with which they light their houses; and great towers made of brass and iron. Their cities are arranged in circles, like those of the Etruscans; at the centre of each stands a library which is also a temple to their God and his son. In all their affairs they are orderly and virtuous; solemn are their laws and just are their judges, and all men live in amity with one another. The Vicindariæ are the ancestors of the the Egyptians and the Numidians, and by some accounts, the fathers of all men. But Pelagon says that they have withdrawn from their troublesome children, have no intercourse with the peoples of the world, and no longer set off on voyages over the oceans or to the Moon; preferring to perfect their knowledge in seclusion, their kingdom can not be found by foreigners.
Where did this idea come from? And how did Pliny appear to describe helicopters, skyscrapers, and the electric lightbulb? Pelagon of Rhodes was a Greek geographer of the second century BC; frustratingly, one of our only surviving sources for his works is Pliny himself. Maybe the story stretches back further; maybe the Greeks had nursed this legend of a distant, magical kingdom for centuries. It’s been suggested that the army of Memmon in Arctinus Milesius’ lost Aethiopis might have some relation to the myth; so too might the Homeric gods’ repeated habit of flying off to visit Ethiopia. We will probably never know.

We do know that in Pliny’s time, Vicindaria was widely believed to be real. Sixteen years before the Natural History was published, the emperor Nero sent a praetorian expedition down the White Nile, to find its source and establish relations between Rome and Vicindaria, for future trade and possible conquest. Seneca, as Nero’s tutor, had commissioned the voyage, and he reports its findings in his Natural Questions:
There we found not towers of bronze or wondrous libraries, but only marshes, the limit of which even the natives did not know, and no one else could hope to know, so completely was the river entangled with vegetable growth, so impassable the waters by foot, or even by boat, since the muddy overgrown marsh would bear only a small boat containing one person.
Nero’s expedition may have reached present-day Uganda: the furthest Roman legions ever travelled into equatorial Africa. Europeans made no further efforts to contact the hidden kingdom of Vicindaria for another thousand years.

This is not to say that the story was forgotten. Pliny’s account was reproduced in the Etymologies of Isidore of Seville; among early medieval writers the most significant part of the narrative was the reference to ‘their God and his son.’ Centuries before Christ, these people were Christian. In 687 AD, the heresiarch Caelestius of Aquitaine was burned for insisting that Christ had been born twice, once to the Vicindariae and once to the rest of the world, but that the Vicindariae, being wise, had not killed him. Small communities of Caelestians survived in the Pyrenees for another two hundred years, claiming to follow a purer, African version of Christianity, in which redemption can be achieved without blood. (They rejected the name Caelestians, and preferred to call themselves the ‘Good Whites’ instead.)

by Sam Kriss, Numb at the Lodge |  Read more:
Image: uncredited

Monday, April 20, 2026

Reality Instruction

The idea​ of a road trip organised around trials and hearings at courthouses across the US had been in my head for years. Last autumn I found myself in a position to make it a reality. I had a month. My aim was to attend as many different kinds of criminal and civil hearing in as many parts of the country as I could. Some courts post their weekly dockets online but most don’t, so there was little scope for detailed planning. A helpful clerk in Deadwood, South Dakota told me of a jury trial that was almost certain to go ahead early in my time frame (most trials are plea-bargained out), and I had to be in New Orleans for a talk three weeks later. That gave me the bare bones of an itinerary.

I left New York at the beginning of October and headed for Chicago. The day before I arrived, ICE agents conducted a raid on a South Side apartment building, with agents rappelling from a Black Hawk helicopter and zip-tying children. Given the mayhem I’d seen on TV, the city was surprisingly calm. Families were out enjoying the sunshine in Millennium Park. Office workers strolled in shirtsleeves. Even the Chicago Immigration Court, my first destination, seemed oddly quiet. I had to pass through a magnetometer, but nobody asked what I was doing and there were no agents lurking in corridors to snatch deportable aliens, as had recently started happening in New York.

I’d had some misgivings about my project before setting off, mostly to do with the voyeuristic element. What I hadn’t imagined was the possibility of my presence affecting anyone but myself. It became apparent the moment I stepped inside the windowless courtroom. A dozen adults and children, all Hispanic, turned to me with looks of terror, and it dawned on me that, with my shaved head and pale skin, I must look like some ICE body snatcher. Mortified, I slid onto one of the wooden benches and tried to make myself invisible.

It was a master calendar hearing (the first stage in removal proceedings) and hybrid, with participants appearing remotely as well as in person. The judge was swearing in a Russian interpreter on speakerphone while a young couple from Kyrgyzstan appeared huddled on a screen. After some back and forth, the judge gave the couple’s attorney a date for 2028, when ‘their comments about their government’ would be assessed. The Department of Homeland Security, in the person of a young attorney in the courtroom, offered no objection.

Similar hearings followed at a clip. Some of the technicalities went over my head, but the gist was that the respondents, while admitting to being in the country illegally, were asking for asylum. Until recently, America’s conflicted attitude to immigration expressed itself in lengthy procedures that offered undocumented migrants some grounds for hope. Under Trump, judges are being pressured to dismiss cases altogether, a cynical tactic that exposes migrants to the body snatchers, and around 150 have been sacked (immigration judges are not part of the judiciary proper, but employees of the Department of Justice). Here in Chicago, both the judge and DHS lawyer appeared to be playing by the old rules, setting follow-up appearances far into the future.

The families on the benches next to me were dressed in their finest and their children sat in absolute silence. Speaking to them through an interpreter, the judge told them they’d been summoned because the government ‘thinks you shouldn’t be in the country for one reason or another’. They had a right to representation, he continued, though they would have to pay for it themselves. ‘Raise your hands if you don’t want time to look for an attorney, and just want to talk about removal from the country today.’ No hands went up and the judge set an appearance date for the following year, wishing them luck.

A woman who’d been sitting with a little boy in a braided pink suit said: ‘I just want to know. Do we have a removal order against us today?’ The judge repeated patiently that no order would be made until their next appearance.

As the room emptied out, he turned to me. ‘You’re an observer, I assume?’ I nodded, pleased by the designation, which had a reassuringly official ring. [...]

Courtroom encounters present you with just a fragment of a person’s story, from which you may or may not be inclined to infer the rest. On the face of it, these particular shards didn’t add up to much, and yet I felt encouraged in my belief that courts were still places where, to adapt a phrase of Saul Bellow’s, ‘reality instruction’ was to be had. The first time I was inside a courtroom was at the Old Bailey, in my twenties. I had dropped in on a whim and found myself lost in the exploits of a Pinteresque young crook who’d got the pampered son of a Harley Street doctor into his clutches and pressured him into using his father’s money to finance a long spree of luxury shopping and drug bingeing. When asked how he’d persuaded his victim to make yet another raid on the family coffers, the young man said: ‘I speeched him, didn’t I?’ I was never good at striking up conversation with strangers – a major drawback for an aspiring writer – but I realised that here was an arena where an endless variety of characters would reveal their stories to you without your having to utter a word. [...]

I took the scenic route towards Nebraska. White wooden farmhouses among clusters of silos appeared at regular intervals, along with ivied chimneys and other tenderly preserved ruins of bygone industry. Together they conveyed a settled, agreeable way of life, one that clearly worked well for those who enjoyed it. ‘We Know Clean!’ a sign at a rest stop declared, and it was true that everything, from the curving plough-lines in the fields to the filigreed gantries on the silos, looked amazingly clean and orderly. I could see the domed sky meet the land far ahead along the road and felt as if I were driving through an enormous glass paperweight.

I stopped for the night in Omaha, a city I’d put on my itinerary largely because I had never imagined visiting it. In the morning I went to the Douglas County District Court, where a bench trial (i.e. no jury) was just starting. The structure of a state court system usually echoes that of the federal system, with trial courts, appeal courts and a supreme court. Unlike the federal courts, however, where judges are appointed by the president, state courts have a mixture of elected and locally appointed judges, who sometimes serve fixed terms, and the jurisdiction of a given court will vary from state to state. In Omaha, a witness was describing an incident from earlier that year. He’d been eating lunch when a man approached him asking for food and money. ‘I told him I wanted to relax,’ he recalled on the stand. He’d then seen the man enter several nearby businesses, including a restaurant where he set off the sprinkler system the witness had just installed. The witness called the cops. His 911 tape was played. ‘There’s like a drunk, homeless Black man keeps entering businesses here ... He set off the fire suppressants. I didn’t see any weapon, but I don’t want to get too close to the dude ... He looked all jacked up.’

The accused (I’ll call him Fletcher), dressed in orange prison scrubs, was acting as his own defence. He’d mastered some lawyerly phrases and quickly scored a point with them. ‘Objection! Did you see me pull that alarm?’

‘I did not.’

‘No further questions!’

Unfortunately, he spoiled the effect by asking again: ‘Did you see me with your own eyes pull that particular fire alarm?’

‘No, but it wasn’t pulled before you went in and it was afterwards.’

The police officer who’d responded to the 911 call took the stand. She testified that she and her partner had found Fletcher at the back of the restaurant and been met by ‘a very rude demeanour’. ‘I was advised by Mr Fletcher: “Fuck you bitch.”’

Her bodycam footage was offered into evidence.

‘Any objection, Mr Fletcher?’ the judge asked.

Fletcher produced another courtroom phrase. ‘No, I have no objection at this time.’

He was visibly intoxicated in the bodycam footage, stumbling around a patch of waste ground and swearing colourfully.

‘Hi, how are you?’ the officer greeted him, putting on latex gloves. ‘Why’d you pull the fire alarm?’

‘What am I charged with?’

‘Disorderly conduct.’

She cuffed and frisked him.

‘What did you do today, besides drink?’ she asked. She and her partner began removing and bagging the copious contents of his pockets.

‘You’ve got a lot of stuff on you!’

‘I got a pickle in there,’ he muttered.

‘You do have a pickle!’ she said, holding it up.

She then talked to the witness who’d installed the sprinkler system. ‘I didn’t go in after him,’ he told her, ‘because I don’t know what he’s got and I don’t want to get diseased or anything.’ He showed her the damage in the restaurant.

‘What a mess!’ she exclaimed. ‘This is such a nice, up-and-coming area too.’

The real issue, the man told her, wasn’t the mess but the cost of recharging the sprinkler system, around $6000. The sum surprised her, and on the basis of it – still with the same amused, motherly air – she amended the disorderly conduct charge to a felony charge of ‘criminal mischief, $5000 or more’.

The judge called a recess. After he and the prosecutor had left the courtroom, the deputy guarding Fletcher asked him about the incident. ‘I never went into the building,’ Fletcher told him. ‘I was just down by the dumpster there.’

The deputy shrugged. ‘I don’t have a dog in the race.’

‘I never was in the restaurant, period.’

The judge returned, and now it was Fletcher’s turn to question the officer.

‘Your probable cause to detain me was disorderly conduct,’ he began. For a moment he seemed to be laying the ground for a procedural point about the charge being amended, but he quickly lost his thread and began spinning out random Perry Mason phrases – ‘Did you or did you not? ... Yes or no? ... Let me rephrase ...’ Changing tack, he offered to pay restitution for any damage he’d caused rather than go to prison, while again protesting that he hadn’t been in the restaurant. The judge stopped him, pointing out that he couldn’t testify while he was also questioning a witness, and asked whether he wanted to take the stand. He didn’t, and the state gave its closing arguments. Fletcher began talking again, more frantically now, but the judge cut him off.

‘Sir, you already made your closing statement. The court finds that the state’s witnesses are credible. I am going to find you guilty.’

A sentencing hearing was scheduled, and Fletcher was led away, loudly demanding a restitution hearing.

As I stood up to leave, the judge came over and asked if I had ‘any investment in the case’. ‘Just an observer,’ I replied. He nodded affably. It was unusual for defendants to act pro se, he said, and it always presented challenges. He’d originally set bond at $200, keeping it deliberately low, but Fletcher hadn’t paid. ‘He’s been having trouble in jail,’ he said, adding gloomily: ‘He’s a danger to himself.’ He and the prosecutor were both Black, and I wondered what they’d made of the witness’s barely disguised bigotry.

by James Lasdun, London Review of Books |  Read more:
Image: David Golbitz, Omaha Daily Record

Friday, April 17, 2026

Electric Training Wheels

Two hours into a road trip in my Tesla, I start to get twitchy. By that point, the battery in my 2019 Model 3 has dipped to an uncomfortably low percentage. If I can’t reach the next plug, I’m in trouble. This is the kind of problem that Ram’s electric pickup truck is intended to solve. When the range starts to dwindle, the truck automatically fires up a hidden gas engine that refills the giant battery. The “electric” vehicle keeps on chugging down the highway, hour after hour; pit stops are once again decided by the need for bathroom breaks rather than battery range.

The Ram 1500 REV, set to debut later this year, is what’s called an “extended-range electric vehicle,” or EREV. In essence, it is an electric vehicle that burns gas. There’s nothing revolutionary about a half-gas, half-electric car, of course. Hybrids have been a mainstay in the United States since the Toyota Prius broke through two decades ago, and automakers have released more efficient plug-in hybrids—allowing drivers to charge up for about 30 miles of electric driving, just enough to accomplish daily errands without fossil fuels. An extended-range EV is a different kind of beast. The engine burns gasoline for the sole purpose of replenishing the battery—it never actually pushes the wheels.

The technology is not exactly new: BMW sold a more primitive extended-range EV in the U.S. during the mid-2010s. But now these souped-up hybrids are set to go mainstream. EREVs are the car industry’s new hope for quieting the doubts of American drivers who are wary of going electric. In the Ram, the battery can run for about 150 miles of electric driving, and the whole setup delivers enough range to travel nearly 700 miles between stops. EREVs are the car industry’s new hope for quieting the doubts of American drivers who are wary of going electric. “It takes away the range anxiety,” Jeremy Michalek, the director of the Vehicle Electrification Group at Carnegie Mellon University, told me. “When you want to go on a long trip, you can still put liquid fuel in it and continue to drive for longer distances.” But for all the upside, gas-burning electric cars are not quite the future that we were promised. Just last year, the Ram truck was slated to be fully electric, with no gas engine to be found. Ford recently killed the electric F-150 pickup truck and is now promising to bring it back as—you guessed it—an EREV.

These new hybrids are the latest sign that the electric revolution has not exactly gone according to plan. Sales of EVs, true electric vehicles, had been growing slowly in the United States, but they’ve slid in the past six months, plagued by high prices and attacks from the Trump administration. Automakers have responded by canceling and delaying new EV models. Last month, for example, Honda announced that it would halt the development of three new EVs; a few days later, Volvo said it would discontinue its affordable electric SUV, citing “shifting market conditions.” Other car companies, having invested billions into building EVs, are trying to find new ways to persuade Americans to take a chance on big batteries and electric motors. That’s where extended-range EVs come in.

By throwing in a backup generator, the car industry hopes that it can finally appeal to pickup drivers, who have been especially resistant to going electric. Of the 16 EREVs that are set to hit the market within the next three years, all are trucks or SUVs. “For American brands at the moment, I think it’s an admission that maybe, especially for big trucks and SUVs, EVs can’t deliver the type of utility and the performance that their customers demand,” Joseph Yoon, a consumer-insights analyst at the car-buying site Edmunds, told me. Indeed, electrifying the full-size American pickup truck has proved to be a particularly tough problem. Because these vehicles are so big and heavy, electric versions need colossal batteries to move them. That raises the price, and drivers are still sometimes left with subpar performance: Towing a boat or trailer severely dings their battery range. [...]

However, the curse of any hybrid is compromise. EREVs aren’t likely to solve the biggest reason Americans are not going electric: cost. Though Ram has yet to announce the price of its new extended-range pickup truck, Car and Driver estimates that the vehicle will run at least $60,000. Ram’s gas-powered truck, meanwhile, starts at $42,000. The price difference is partly because an extended-range EV still has a big, expensive battery in addition to carrying around a gas engine with its thousands of chugging belts and spinning gears. That leads to other downsides. EREVs require plenty of upkeep, unlike fully electric cars that have just a few dozen moving parts. In the six and a half years that I’ve owned my Tesla, I’ve done basically nothing but replace the tires and the small backup battery.

The problem that these buzzy new hybrids do solve isn’t as relevant as you might think. For those who aren’t doing any heavy-duty driving—which includes lots of American pickup-truck owners—range anxiety is a vanishing concern. New electric cars can now run for 300 or even 400 miles a charge, which is more than enough to pull off a road trip without having to make lots of extra stops. High-speed charging is also getting more common and more reliable: Tesla now has more than 3,000 Supercharger stations in the United States, and competitors such as IONNA and EVgo have accelerated the previously slow pace of installing new plugs. (The Trump administration tried to freeze billions in federal funding for EV charging, but courts have ruled against that move.)

Two things are clear about electric vehicles: They are far cleaner in the long run, and people who buy them typically don’t return to gas. Perhaps extended-range EVs are the training wheels that hesitant drivers need, providing the benefits of electric cars—instantaneous torque, quiet driving, fewer planet-killing carbon emissions—alongside the comfort of knowing there’s a gas station at every freeway exit. Seen another way, though, a built-in backup generator is poised to prolong the inevitable transition to true electric cars... Considering that vehicles tend to stay on the road for a decade or more, these trucks are likely to be still burning fossil fuels deep into the 2040s. Any driver who buys an EREV to go mostly electric is one who could have gone fully electric and never picked up a gas pump again.

by Andrew Moseman, The Atlantic |  Read more:
Image: Alisa Gao

Thursday, April 2, 2026

Airports Are Too Safe: The Case Against Checkpoint Screening

If you take a plane in New York City, you must first perform a series of rituals. You set aside any liquids you possess, then you remove your shoes. You place your laptop and sometimes your phone into a plastic bin. You take off your belt and sometimes your shoes and place them into a plastic bin as well. You enter a machine that sees through your clothes. Only then may you board your plane.

If you take the subway in New York City, you swipe a card at a faregate and walk onto the train.

Put another way, airports have ‘checkpoint screening’: systematic inspection of every passenger and their belongings before boarding. Subways and rail stations do not.

Once we start thinking about this asymmetry, the stranger it seems. LaGuardia Airport hosted 32.8 million passengers in 2025, which averages roughly to 90,000 per day. Meanwhile, Penn Station processes more than 600,000 riders per day. Despite the fact that Penn Station has more than six times the number of passengers, no one verifies their identity, checks their bags, asks what liquids they are carrying, nor inspects their belts and footwear.

It’s not as if terrorist attacks on railways are unheard of. Madrid’s commuter trains were bombed in 2004, the London Underground in 2005, and Mumbai’s suburban railway in 2006, causing hundreds of deaths. And yet none of these now feature checkpoint screening. Indeed, the absence of checkpoints is regarded as a merit of rail and a demerit of air; there is no debate over just how many hours before one’s trip one should arrive at a rail station. Meanwhile, the USA’s Transportation Security Administration (TSA) employs over 56,000 people and spends more than $11 billion per year ensuring that no one boards an airplane with an unexamined shampoo bottle.

The asymmetry is so familiar that it barely registers as a choice. It feels like a law of nature: air travellers are screened but rail travellers are not. But it is a choice we’ve made, and the fact of that choice permits only two conclusions: either rail security is unconscionably negligent, or aviation security is irrationally excessive.

Our behaviour reveals which we actually believe.

A History of Violence

In the early days of commercial aviation there was no security at all. For a taste, watch Bullitt (1968) or Airport (1970), where it’s taken for granted that one can carry guns and bombs through terminals, onto the tarmac, or into aircraft without any mechanism for authorities to stop it, or even notice.

Those portrayals fall squarely within the so-called Golden Age of Hijacking, which began in 1961 when Antulio Ortiz, a passenger on a flight from Miami to Key West, threatened the pilot with a gun and demanded to be flown to Cuba. His was the first of 159 hijackings over the next ten years. After a 1972 incident where hijackers threatened to crash a plane into a nuclear reactor, in January 1973 the Federal Aviation Administration finally mandated that every passenger and their carry-on bag be inspected for weapons. Metal detectors appeared at airports that year.

The 1973 system had a clear purpose: prevent hijackers from bringing weapons aboard. Metal detectors caught guns and knives and, in principle, explosives carried by passengers, while X-ray machines did the same for carry-on luggage. This physical system to deal with hijacking complemented the social system, which was to cooperate. Acting on the theory that hijackers wanted hostages, not corpses, the doctrine for crew and passengers alike was to comply rather than resist. Going along with demands bought time for negotiation, which generally ended with surrender, or with the hijackers escaping the plane and being apprehended elsewhere without loss of life to those aboard the airplane.

This system, of metal detectors, X-ray machines, and cooperative passengers, persisted largely unchanged for nearly three decades. It was imperfect, but it addressed a real problem, and it worked reasonably well.

This was the model that the 9/11 attackers exploited. They carried box cutters on board the plane, which were seen as tools rather than weapons and as such were permitted. Once aboard, they relied on passengers and crew behaving passively. Lack of resistance meant they were able to carry out their attacks on the World Trade Center and the Pentagon. Notably, Flight 93 did not carry out such an attack, because the passengers did resist. Having learned, via Airphone, that other captured flights were being deliberately crashed, the passengers on that plane understood their only chance of survival was to fight back. They attempted to overpower their captors, who destroyed the plane rather than lose control of it.

That shift on Flight 93, from compliance to resistance, has turned out to be a permanent psychological change. Richard Reid, the ‘shoe’ bomber, was subdued by passengers and crew in 2001. Umar Farouk Abdulmutallab, the ‘underwear’ bomber, was subdued by passengers and crew in 2009. In both cases, everyone else on the plane understood that the right move was to restrain the hijacker rather than submit to his demands. This means that one of the two vulnerabilities the 9/11 attackers used is now closed.

The other is closed as well. By April 2003, all commercial aircraft were required to feature hardened cockpit doors. The flight deck is now mechanically isolated from the main cabin, and will remain that way irrespective of what might happen there. To commandeer the aircraft, as the 9/11 terrorists did, now requires breaching that barrier. At a cost of $12,000 to $17,000 per door, plus annual extra fuel costs of $3,000, these doors make it more-or-less impossible for the cockpit to be captured, meaning that, in the future, any attacker’s bad acts will be confined to the cabin.

This means that the specific attack vector that made 9/11 catastrophic, using aircraft as guided missiles against ground targets, is now defended against by layers that don’t depend on checkpoint performance. Cockpit doors provide physical protection. Passengers provide active resistance. The weaponization-of-aircraft scenario requires defeating both. [ed. along with the presence of air marshals].

Despite these changes, checkpoint screening has become ever more elaborate in the post-9/11 era. After Reid’s failed shoe bombing in 2001, passengers were required to remove their shoes for X-ray inspection. After a foiled liquid-explosives plot in 2006, liquids were restricted to containers of 100 millilitres or less. After Abdulmutallab’s failed underwear bombing in 2009, full-body scanners were deployed. Each measure was a reaction to a specific plot. Each remains in place decades later, despite none of these measures having ever demonstrably prevented a subsequent attack.

Indeed the evidence that checkpoint screening catches any threat is weak. In 2015, the Department of Homeland Security red-teamed its own screening and found that screeners failed to detect threat items in 67 of 70 tests: a failure rate of 95%. We’re told things are better now, but I’m not aware of any subsequent published test, so there’s no public evidence to support the claim.

So if the 9/11-style vulnerability has been addressed by hardened cockpit doors and changed passenger psychology, what is the marginal security value of the vast post-9/11 checkpoint expansion? The 1973 system screened for guns and knives; perhaps that still serves a purpose. But the layers added since—shoe scanning, liquid restrictions, body scanners—what are they for? [...]

We maintain a regime whose costs are staggering (over $11 billion annually in direct federal spending in the USA, plus equivalent per-capita amounts in other nations, plus hundreds of millions of passenger-hours in queues globally) and whose marginal benefits are undemonstrated.

Let me pause to acknowledge a counter-argument: perhaps aviation checkpoint screening deters terrorists, who shift their attacks to softer targets like rail. The Madrid, London, and Mumbai bombings might be evidence of successful deterrence, with subsequent displacement. But if checkpoint screening merely displaces attacks from aviation to rail, the net security benefit is zero; we’ve spent billions and wasted millions of hours to move the threat from one set of passengers to another… implicitly, a set of passengers we think less deserving of our protection.

And the fundamental point remains: whether those rail attacks were sui generis or displaced from harder targets, they killed hundreds, yet we didn’t impose checkpoints. We revealed our preference.

The Security Ratchet

If that revealed preference is for the rail model of security, why doesn’t aviation security move in that direction?

The reason for the air vs. rail distinction is a separate asymmetry among political incentives. An official who maintains excessive security incurs no blame for doing things the way they have always been done. Passengers may grumble, but passengers always grumble. Conversely, an official who loosens security would incur heavy blame in the event of an attack, regardless of whether the loosened measures would have prevented it.

Put another way, any official who changes the system must first incur costs of time, attention, and effort. If things go well, they receive no benefit in return, because no one notices; but if things go poorly, the disbenefit they receive would be massive.

This incentive structure produces a ratchet. Security measures accumulate, but almost never recede. After the shoe-bomb plot, we started removing shoes. After the liquid explosives plot, we restricted liquids. After the underwear-bomb plot, we deployed full-body scanners. Each measure responds to a specific plot, but none is ever removed, at least not without a technological excuse. The only significant rollback in two decades came in July 2025, when the TSA eliminated the shoe-removal requirement… but only because new scanning technology could inspect footwear while still on people’s feet, not because anyone concluded the requirement was unnecessary.

There’s a strong tell that the system understands that checkpoint screening is theatre, namely TSA PreCheck.

by Andrew Miller, Changing Lanes |  Read more:
Image: Alist, Denver Airport Security Lines, 2008, Flickr, licensed under CC BY-NC 2.0
[ed. Finally, a voice of reason, no doubt shared by millions. I'd also add another reason for the asymmetry we see between air and rail travel: just the psychological aversion to falling (in a damaged aircraft) vs. smashing into something or being blown up. Nobody every said humans are totally rational.]

Thursday, March 26, 2026

Seeing Like a Sedan

Waymos and Cybercabs see the world through very different sensors. Which technology wins out will determine the future of self-driving vehicles.

Picture a fall afternoon in Austin, Texas. The city is experiencing a sudden rainstorm, common there in October. Along a wet and darkened city street drive two robotaxis. Each has passengers. Neither has a driver.

Both cars drive themselves, but they perceive the world very differently.
 
One robotaxi is a Waymo. From its roof, a mounted lidar rig spins continuously, sending out laser pulses that bounce back from the road, the storefronts, and other vehicles, while radar signals emanate from its bumpers and side panels. The Waymo uses these sensors to generate a detailed 3D model of its surroundings, detecting pedestrians and cars that human drivers might struggle to see.

In the next lane is a Tesla Cybercab, operating in unsupervised full self-driving mode. It has no lidar and no radar, just eight cameras housed in pockets of glass. The car processes these video feeds through a neural network, identifying objects, estimating their dimensions, and planning its path accordingly.

This scenario is only partially imaginary. Waymo already operates, in limited fashion, in Austin, San Francisco, Los Angeles, Atlanta, and Phoenix, with announced plans to operate in many more cities. Tesla Motors launched an Austin pilot of its robotaxi business in June 2025, albeit using Model Y vehicles with safety monitors rather than the still-in-development Cybercab. The outcome of their competition will tell us much about the future of urban transportation.

The engineers who built the earliest automated driving systems would find the Waymo unsurprising. For nearly two decades after the first automated vehicles emerged, a consensus prevailed: To operate safely, an AV required redundant sensing modalities. Cameras, lidar, and radar each had weaknesses, but they could compensate for each other. That consensus is why those engineers would find the Cybercab so remarkable. In 2016, Tesla broke with orthodoxy by embracing the idea that autonomy could ultimately be solved with vision and compute and without lidar — a philosophical stance it later embodied in its full vision-only system. What humans can do with their eyeballs and a brain, the firm reasoned, a car must also be able to do with sufficient cameras and compute. If a human can drive without lidar, so, too, can an AV… or so Tesla asserts.

This philosophical disagreement will shortly play out before our eyes in the form of a massive contest between AVs that rely on multiple sensing modalities — lidar, radar, cameras — and AVs that rely on cameras and compute alone.

The stakes of this contest are enormous. The global taxi and ride-hailing market was valued at approximately $243 billion in 2023 and is projected to reach $640 billion by 2032. In the United States alone, people take over 3.6 billion ride-hailing trips annually. Converting even a fraction of this market to AVs represents a multibillion-dollar opportunity. Serving just the American market, at maturity, will require millions of vehicles.

Given the scale involved, the cost of each vehicle matters. The figures are commercially sensitive, but it is certainly true that cameras are cheaper than lidar. If Tesla’s bet pays off, building a Cybercab will cost a fraction of what it will take to build a Waymo. Which vision wins out has profound implications for how quickly each company will be able to put vehicles into service, as well as for how quickly robotaxi service can scale to bring its benefits to ordinary consumers across the United States and beyond.

by Andrew Miller, Asterisk |  Read more:
Image: Jared Nangle
[ed. via DWAtV:]
***
A relevant thing about Elon Musk is that, while he has a lot of technical expertise and can accomplish a lot of seemingly impossible tasks, he also just says things.

For example, here’s another thing he just said this week, in a trick he’s pulled several times without delivering, where the prediction market is at 12% but that seems rather high to me:
NewsWire: Elon Musk offers to pay TSA workers' salaries amid government shutdown.
Just saying things, and announcing with confidence he will do things he probably cannot do, is central to his strategy of then yelling at people to sleep on floors until they manage to do it, which occasionally works to at least some extent. Elon Musk may plausibly start such a project, but the chances he achieves the goals he is stating are very low.

Announce periodically you are going to the moon and stars, and if one time you end up with SpaceX, it’s still a win. It’s worked for him quite well, so far.

Tuesday, March 24, 2026

Carving Up Big Bend

 

A massive border wall expansion is underway (Washington Post/Archive Today)

TERLINGUA, Texas — The Trump administration is building hundreds of miles of border wall through iconic national parks, public lands and ecologically sensitive wilderness, empowered by provisions in the One Big Beautiful Bill that provided $46.5 billion in funding and a 2005 law that waived dozens of environmental rules for border security projects. [...]

The aggressive pace — three new miles of wall a week — has alarmed advocates and national parks staff who say the construction will destroy pristine country, threaten endangered species, and cut off access to sacred Indigenous and archaeological sites. And it has sparked an unusual degree of bipartisan pushback, with sheriffs, conservative county judges, environmentalists and Texas state lawmakers lobbying Trump officials to change course. [...]

The Department of Homeland Security has issued waivers under the 2005 REAL ID Act, allowing the department to disregard the wall’s impact on plants and animals normally protected by the Endangered Species Act. The project is exempted from the National Environmental Policy Act — a sweeping law that mandates an extensive review of a federal action’s potential impacts and public consultation that can take years...


Sorting through complicated legal and property ownership issues slowed down border wall construction in Texas during the first Trump administration. But the federal government is now skipping meetings with local officials and landowners and awarding contracts to out-of-state firms. Last month, the Army Corps of Engineers sent packets to Texas landowners along the wall’s path containing maps showing the land they planned to take. The proposed construction could include anything from ground sensors and infrared cameras to 30-foot steel bollards affixed with floodlights and gravel roads for Border Patrol vehicles — and often all of the above.

Big Bend National Park has emerged as a political flash point in the new expansion, with many landowners and conservationists describing a border wall as an unnecessary encroachment from big government seizing one of the last vestiges of unspoiled freedom and frontier.

by Arelis R. Hernández, Jake Spring, John Muyskens and Thomas Simonetti, Washington Post | Read more:
Images: YouTube/WaPo
[ed. Of all the national parks in the lower 48 Big Bend is the one I'd most like to visit. Beautiful and rugged, and not overly ruined by tourism (yet) or walls (yet). More great pictures in the article. If you've seen the movie Fandango (with Kevin Costner) you know the area. Then there's Marfa (a small nearby arts community) and Terlingua (ref: Jerry Jeff Walker's Viva Terlingua). And, a night sky that's been documented as the darkest in the country (floodlights will do wonders for that). I guess it's ok to just ignore every law on the books and outright take people's property against their will in this administration.]

Sunday, March 22, 2026

Dick Griffith: Alaskan Adventurer Dies At 98

Roman Dial’s first encounter with Dick Griffith at the Alaska Mountain Wilderness Classic pretty much encapsulated the spirit of the man Dial called the “grandfather of modern Alaskan adventure.”

Griffith invited the 21-year-old Dial, who was traveling without a tent, to bunk with him while rain fell in Hope at the onset of the inaugural race. And then the white-haired Griffith proceeded to beat virtually the entire field of racers — most of whom were 30 years his junior — to the finish line in Homer.

Griffith, who died earlier this month at age 98, was a prodigious adventurer with a sharp wit who fostered a growing community of fellow explorers who shared his yearning for the Alaska outdoors.

Dial was one of the many acolytes who took Griffith’s outdoors ethos and applied it to his own adventures across the state.

“Someone once told me once that the outdoor adventure scene is like this big tapestry that we all add on to,” Dial said. “And where somebody else is sort of woven in something, we pick up and kind of riff on that. And he added a really big band to that tapestry, and then the rest of us are just sort of picking up where he left off.”

On that first meeting at the race in 1982, Dial and the other Alaska Mountain Wilderness Classic competitors got a sense of Griffith’s humor as well. In a story that is now Alaska outdoors lore, Griffith pulled a surprise move at the race’s first river crossing, grabbing an inflatable vinyl raft out of his pack and leaving the field in his rear view.

“You young guys may be fast, but you eat too much and don’t know nothin’,” Dial recalls Griffith quipping as he pushed off.

“Old age and treachery beats youth and skill every time.”

In those years, Griffith may have been known for his old age as much as anything. But it didn’t take long for the 50-something racing against a much younger crowd to make a mark.

Kathy Sarns was a teenager when she first met Griffith in the early 1980s, and the topic of the Alaska Mountain Wilderness Classic came up.

“He says, ‘You want to do that race? I think a girl could do that race,’ ” Sarns recalls. “And I’m thinking, ‘Who is this old guy?’ And then he says, ‘If you want to do the race, give me a call. I’ll take you.’ ”

Sarns took up Griffith on the offer and in 1984, she and her friend Diane Catsam became the first women to complete the race.

Sarns said the adventures “fed his soul,” and were infectious for those who watched Griffith and joined him along the way.

“He motivated and inspired so many people by what he was doing,” Sarns said. “It’s like, well if he can do that, then I guess I could do this.”

By the time Dial and Sarns had met Griffith, he had already established a resume for exploring that was likely unmatched in the state.

In the late 1950s, Griffith walked 500 miles from Kaktovik to Anaktuvuk Pass, passing through the Brooks Range. Later he went from Kaktovik to Kotzebue in what is believed to be the first documented traverse of the range.

In total, Griffith logged over 10,000 miles in the Alaska and Canadian Arctic. He raced the 210-mile Iditaski multiple times.

Starting in his 60s, Griffith made annual trips north to tackle a 4,000-mile route from Unalakleet to Hudson Bay in northeastern Canada. At age 73, he completed the journey.

“The reason he did a lot of trips by himself is because nobody could keep up,” Dial said. [...]

John Lapkass was introduced to Griffith through Barney, a friend with whom Lapkass shared outdoor adventures.

Like many, Lapkass connected with Griffith’s wry sense of humor. Griffith would write “Stolen from Dick Griffith” on all of his gear, often accompanied by his address.

In Alaska, Griffith basically pioneered rafting as a form of getting deep into the Alaska backcountry.

Anchorage’s Luc Mehl has himself explored large swaths of the state in a packraft. An outdoors educator and author, Mehl met Griffith over the years at the barbecues he hosted leading up to the Alaska Wilderness Classic.

Although he didn’t embark on any adventures with Griffith, Mehl was amazed at how much accomplished well into his 80s.

“There are people in these sports that show the rest of us what’s possible,” Mehl said. “It would be dangerous if everybody just tried what Dick did. But there is huge value in inspiration. Just to know it’s a possibility is pretty damn special.” [...]

Many of those adventures were done mostly anonymously as a course of habit with friends, some only finding out after the fact what Griffith had accomplished.

“He had the heart of an explorer,” Clark said. “Dick’s exploring 40 years ago would have been with the pure motivation of finding out if he could get from here to there.”

by Chris Bieri, Anchorage Daily News | Read more:
Images: Bob Hallinen/Kathy Sarns
[ed. I didn't realize Dick had died, he was the kind of guy you'd never imagine succumbing to mortality. Walked alone across most of Alaska. Father of pack rafting. Never carried a gun or bear spray (it wasn't invented back then). A type of Alaskan I call TOBs (tough old bastards). I've known a few. My father-in-law was one (doctor, polar bear hunter, bush pilot - flew from Anchorage to Little Diomede Island in the Bering Straits each spring to visit friends); my former supervisor and eventual rehire during the Exxon Valdez oil spill, Lee Glenn (world class bear researcher, had four wisdom teeth chiseled out and removed without novocaine because he didn't like drugs); and others, like Dick Proenneke, and our former governor Jay Hammond. TOBs. They were what made Alaska - Alaska. I can just imagine what they'd think of todays influencers, hype artists, podcasters, and fake reality stars who need to document every mental fart for attention. Or folks like these: Oregon tourist couple files lawsuit over dogsled crash in Fairbanks (AK Beacon).]

Thursday, March 12, 2026

Goodbye, Taiwan

Three and a half years ago, I moved to Taiwan to teach policy debate at a cram school. I had just graduated with a math degree and three semesters of Mandarin, and I had no idea that my incoming adventures would land me a Taiwanese husband and a job at ChinaTalk. But as of this week, my time in Taiwan has come to an end.

Taiwan is so much more than just a disputed territory, a chess piece, or a flashpoint for great power war. That seems obvious, yet my conversations with friends back home always end up centered on invasion timelines and ADIZ violations. Today, I’d like to share some vignettes from my time living on this beautiful island as I tearfully say goodbye. I hope they make you smile.

Bumming Cigs—A Glitch for Infinite Mandarin Practice

I often meet foreigners who lament the difficulty of making Taiwanese friends. In America, bars are an acceptable place to talk to strangers, whereas, in my experience, Taiwanese people prefer to go to bars with a group of people they already know and socialize with that group. This is why I’ve started teaching my foreign friends a magical friend-making Mandarin phrase:

我可以白嫖一根煙嗎?

“Can I bum a cigarette?”

This sentence is your ticket to infinite free Mandarin conversation practice and endless opportunities to make Taiwanese friends. The verb 白嫖 (báipiáo) means “to bum” or “to freeload,” but the literal meaning is something like “to have a free appointment with a sex worker.” Predictably, Taiwanese people laugh out loud when a random foreigner walks up and uses this word correctly in a sentence, making it the perfect way to break the ice.

If you don’t smoke, simply tuck the cigarette behind your ear, and then, later in the evening, walk up to a different group and declare you need to give away your last cigarette because you’ve just decided to quit. Bam! You’ve just doubled your opportunities for socializing.

I used to teach people how to say, “Can I freeload off your vape?” — but Taiwan has since made it illegal to buy, sell, or import e-cigarettes. People still have them and can use them in public, but asking to 白嫖 such a rare commodity is in poor taste.

Non-Tariff Barriers

I didn’t crave hamburgers or pizza after I moved to Taipei. That would have been too easy. Instead, I craved Honey Nut Cheerios (or HNCs for short).

Cereal is not popular in Taiwan. Pretty much every neighborhood has a shop serving hot breakfast items, so the convenience of cereal isn’t a strong selling point the way it is in America. Some cereals are available at Carrefour 家樂福, but they somehow never stock my beloved HNCs. I set out on a mission to find out why.

I discovered Costco 好市多 used to sell HNCs, until it became clear that Cheerios are even less profitable than other cereals due to the quirks of Taiwanese advertising law. You see, every box of Cheerios is plastered with slogans like “can help lower cholesterol” and “may reduce the risk of heart disease.” In Taiwan, it’s illegal to make claims like that in food advertising, so if Costco wants to sell Cheerios, an employee first has to take a marker and strike out all the illegal claims on every box before the product can be put on the shelves. You can see why they switched to Froot Loops.

I did eventually find a small imported snack store selling exorbitantly priced Cheerios with stickers covering the offending text. I bought a box, but discovered my tolerance for sugar had changed since leaving America, and my beloved HNCs were now way too sweet for me. I guess that’s why it’s illegal to imply this cereal is healthy. [...]

The Meerkats

My Taiwanese friends and I decided to take a weekend trip to Chiayi 嘉義, a city in central Taiwan. We were walking around the old Japanese train station when I spotted a middle-aged Taiwanese uncle walking his two pet meerkats.

I found this to be incredibly delightful — the meerkats wore tiny little harnesses hooked up to a retractable leash. They were scrambling around, taking in the excitement of the bustling train station, while their owner just stood there scrolling on his phone.

I burst out laughing and turned around to ask my friends how to say “meerkat” in Mandarin (they’re called 狐獴, “fox mongooses”). When I looked back a second later, the meerkats had found a super wrinkly obese dog to play with.

I turned back to my friends, wheezing from laughter with tears in my eyes, and asked, “Is it common to keep meerkats as pets in Taiwan? How am I the only one being affected by this?”

They looked at each other with blank expressions and shrugged. “This is just how we react to stuff.

I thought back to this moment in April 2024, when the 7.4-magnitude earthquake centered in Hualien rippled across the entire island. Once the shaking had stopped, I looked out the window of my Taipei apartment onto the market below. No one was screaming or panicking — the aunties just picked up their wheeled grocery carriers and continued walking. “This is just how we react to stuff.

New Year’s in the Countryside

For Lunar New Year, we always go to visit my husband’s paternal grandparents. They live in a little farming community called Lukang 鹿港, “The Deer Port,” so called because deer skin and meat were shipped out of this settlement during the Dutch colonial period. Lukang was once the largest city in central Taiwan, but has depopulated in large part because it doesn’t have a rail station. But this sleepy town roars to life during the New Year, when the children and grandchildren who migrated to larger cities for work come back to Lukang to celebrate.

My husband’s grandparents live on a small farm granted to them by Chiang Kai-Shek’s land redistribution policy (耕者有其田, literally “the tiller has his own land”). Their names are Japanese, since they were born during the colonial period, and they mostly cannot speak Mandarin or read Chinese characters. Other family members are kind enough to help translate from Hokkien so I can communicate with them. I once asked Grandpa what he and his wife liked to do for fun in the countryside. “We love to go out and vote!” he said proudly.

Grandma’s teeth aren’t great, so one year I brought American-style mashed potatoes and gravy to LNYE dinner for her, and we’ve been friends ever since. This year, when we were saying goodbye, I asked if I could hug her for the first time. “My coat is all dirty…” I told her I didn’t mind and hugged her anyway. We both started tearing up. “When will you be back?

Green Island

Taiwanese people don’t really collect sea glass — and that lack of competition makes beachcombing here super rewarding. But when my husband and I took a family trip to Green Island 綠島 off Taiwan’s southeastern coast, my mother-in-law cautioned me against bringing any sea glass back to the mainland. Green Island, she explained, housed a political prison during the martial law years (which is now an excellent museum), and she was worried a tormented spirit might be attached to the glass I picked up on the beach.

We spent the weekend wading through Green Island’s tide pools, eating freshly butchered young tuna we caught ourselves, and enjoying one of the world’s only saltwater hot springs. And of course, when we went to the beach, there was tons of beautiful sea glass.

I wasn’t sure about bringing the sea glass home (it’s better to just do what my mother-in-law says), but I was still picking it up since the hunt is half the fun. But that changed when we found a piece of sea glass with a Chinese character embossed on the front.

This character is 維 (wéi). It’s my husband’s name. There was no wei I wasn’t taking it home.

There is no special subset of characters used only for names — those same characters appear in words too (my Chinese name, for example, means surplus flowers 盈莉). So out of all the tens of thousands of Chinese characters, this piece of sea glass happened to have exactly the right one. It’s probably a fragment of an old bottle of liquid vitamin B12 (vitamin in Mandarin is 維他命).

While Americans often have a room in their house dedicated to tools for their hobby of choice, Taiwanese people rent tools at maker spaces and create things there. Back in Taipei, I made an appointment at a metalworking studio and soldered a silver bezel for my Green Island treasure.

by Lily Ottinger, ChinaTalk |  Read more:
Images: uncredited

Monday, March 2, 2026

Just Super Cub Flying - No BS

[ed. I could fall asleep to this. Wish I could have afforded one of these in my younger days (with floats!). See also: another video of AK super cub flying (and many more).

Anthony Bourdain’s Moveable Feast

When the President of the United States travels outside the country, he brings his own car with him. Moments after Air Force One landed at the Hanoi airport last May, President Barack Obama ducked into an eighteen-foot, armor-plated limousine—a bomb shelter masquerading as a Cadillac—that was equipped with a secure link to the Pentagon and with emergency supplies of blood, and was known as the Beast. Hanoi’s broad avenues are crowded with honking cars, storefront venders, street peddlers, and some five million scooters and motorbikes, which rush in and out of the intersections like floodwaters. It was Obama’s first trip to Vietnam, but he encountered this pageant mostly through a five-inch pane of bulletproof glass. He might as well have watched it on TV.

Obama was scheduled to meet with President Trần Đại Quang, and with the new head of Vietnam’s national assembly. On his second night in Hanoi, however, he kept an unusual appointment: dinner with Anthony Bourdain, the peripatetic chef turned writer who hosts the Emmy-winning travel show “Parts Unknown,” on CNN. Over the past fifteen years, Bourdain has hosted increasingly sophisticated iterations of the same program. Initially, it was called “A Cook’s Tour,” and aired on the Food Network. After shifting to the Travel Channel, it was renamed “Anthony Bourdain: No Reservations,” and it ran for nine seasons before moving to CNN, in 2013. All told, Bourdain has travelled to nearly a hundred countries and has filmed two hundred and forty-eight episodes, each a distinct exploration of the food and culture of a place. The secret ingredient of the show is the when-in-Rome avidity with which Bourdain partakes of indigenous custom and cuisine, whether he is pounding vodka before plunging into a frozen river outside St. Petersburg or spearing a fatted swine as the guest of honor at a jungle longhouse in Borneo. Like a great white shark, Bourdain tends to be photographed with his jaws wide open, on the verge of sinking his teeth into some tremulous delicacy. In Bourdain’s recollection, his original pitch for the series was, roughly, “I travel around the world, eat a lot of shit, and basically do whatever the fuck I want.” The formula has proved improbably successful.

People often ask Bourdain’s producers if they can tag along on an escapade. On a recent visit to Madagascar, he was accompanied by the film director Darren Aronofsky. (A fan of the show, Aronofsky proposed to Bourdain that they go somewhere together. “I kind of jokingly said Madagascar, just because it’s the farthest possible place,” he told me. “And Tony said, ‘How’s November?’ ”) A ride-along with Bourdain promises the sidekick an experience that, in this era of homogenized tourism, is all too rare: communion with a foreign culture so unmitigated that it feels practically intravenous. Parachuted into any far-flung corner of the planet, Bourdain ferrets out the restaurant, known only to discerning locals, where the grilled sardines or the pisco sours are divine. Often, he insinuates himself into a private home where the meal is even better. He is a lively dining companion: a lusty eater and a quicksilver conversationalist. “He’s got that incredibly beautiful style when he talks that ranges from erudite to brilliantly slangy,” his friend Nigella Lawson observed. Bourdain is a font of unvarnished opinion, but he also listens intently, and the word he uses perhaps more than any other is “interesting,” which he pronounces with four syllables and only one “t”: in-ner-ess-ting.

Before becoming famous, Bourdain spent more than two decades as a professional cook. In 2000, while working as the executive chef at Les Halles, a boisterous brasserie on Park Avenue South, he published a ribald memoir, “Kitchen Confidential.” It became a best-seller, heralding a new national fascination with the grubby secrets and “Upstairs Downstairs” drama of the hospitality industry. Bourdain, having established himself as a brash truth-teller, got into public spats with more famous figures; he once laid into Alice Waters for her pious hatred of junk food, saying that she reminded him of the Khmer Rouge. People who do not watch Bourdain’s show still tend to think of him as a savagely honest loudmouthed New York chef. But over the years he has transformed himself into a well-heeled nomad who wanders the planet meeting fascinating people and eating delicious food. He freely admits that his career is, for many people, a fantasy profession. A few years ago, in the voice-over to a sun-dappled episode in Sardinia, he asked, “What do you do after your dreams come true?” Bourdain would be easy to hate, in other words, if he weren’t so easy to like. “For a long time, Tony thought he was going to have nothing,” his publisher, Dan Halpern, told me. “He can’t believe his luck. He always seems happy that he actually is Anthony Bourdain.”

The White House had suggested the meeting in Vietnam. Of all the countries Bourdain has explored, it is perhaps his favorite; he has been there half a dozen times. He fell for Hanoi long before he actually travelled there, when he read Graham Greene’s 1955 novel, “The Quiet American,” and the city has retained a thick atmosphere of colonial decay—dingy villas, lugubrious banyan trees, monsoon clouds, and afternoon cocktails—that Bourdain savors without apology. Several years ago, he seriously considered moving there.

Bourdain believes that the age of the fifteen-course tasting menu “is over.” He is an evangelist for street food, and Hanoi excels at open-air cooking. It can seem as if half the population were sitting around sidewalk cookfires, hunched over steaming bowls of phở. As a White House advance team planned the logistics for Obama’s visit, an advance team from Zero Point Zero, the company that produces the show, scoured the city for the perfect place to eat. They selected Bún chả Hương Liên, a narrow establishment across from a karaoke joint on a busy street in the Old Quarter. The restaurant’s specialty is bún chả: springy white noodles, smoky sausage, and charred pork belly served in a sweet and pungent broth.

At the appointed hour, Obama exited the Beast and walked into the restaurant behind a pair of Secret Service agents, who cleared a path for him, like linemen blocking for a running back. In a rear dining room on the second floor, Bourdain was waiting at a stainless-steel table, surrounded by other diners, who had been coached to ignore the cameras and Obama, and to focus on their bún chả. Like many restaurants in Vietnam, the facility was casual in the extreme: diners and servers alike swept discarded refuse onto the floor, and the tiles had acquired a grimy sheen that squeaked beneath your feet. Obama was wearing a white button-down, open at the collar, and he greeted Bourdain, took a seat on a plastic stool, and happily accepted a bottle of Vietnamese beer.

“How often do you get to sneak out for a beer?” Bourdain asked.

“I don’t get to sneak out, period,” Obama replied. He occasionally took the First Lady to a restaurant, he said, but “part of enjoying a restaurant is sitting with other patrons and enjoying the atmosphere, and too often we end up getting shunted into one of those private rooms.”

As a young waitress in a gray polo shirt set down bowls of broth, a plate of greens, and a platter of shuddering noodles, Bourdain fished chopsticks from a plastic container on the table. Obama, surveying the constituent parts of the meal, evinced trepidation. He said, “All right, you’re gonna have to—”

“I’ll walk you through it,” Bourdain assured him, advising him to grab a clump of noodles with chopsticks and dunk them into the broth.

“I’m just gonna do what you do,” Obama said.

“Dip and stir,” Bourdain counselled. “And get ready for the awesomeness.”

Eying a large sausage that was floating in the broth, Obama asked, “Is it generally appropriate to just pop one of these whole suckers in your mouth, or do you think you should be a little more—”

“Slurping is totally acceptable in this part of the world,” Bourdain declared.

Obama took a bite and let out a low murmur. “That’s good stuff” he said, and the two of them—lanky, conspicuously cool guys in late middle age—slurped away as three cameras, which Bourdain had once likened to “drunken hummingbirds,” hovered around them. Noting the unaffected rusticity of the scene, Obama was reminded of a memorable meal that he had eaten as a child, in the mountains outside Jakarta. “You’d have these roadside restaurants overlooking the tea fields,” he recalled. “There’d be a river running through the restaurant itself, and there’d be these fish, these carp, that would be running through. You’d pick the fish. They’d grab it for you and fry it up, and the skin would be real crispy. They just served it with a bed of rice.” Obama was singing Bourdain’s song: earthy, fresh, free of pretense. “It was the simplest meal possible, and nothing tasted so good.”

But the world is getting smaller, Obama said. “The surprises, the serendipity of travel, where you see something and it’s off the beaten track, there aren’t that many places like that left.” He added, wistfully, “I don’t know if that place will still be there when my daughters are ready to travel. But I hope it is.” The next day, Bourdain posted a photograph of the meeting online. “Total cost of Bun cha dinner with the President: $6.00,” he tweeted. “I picked up the check.” [...]

As he sipped a beer and picked at a platter of delicate spring rolls, he was still fidgeting with exhilaration from the encounter with Obama. “I believe what’s important to him is this notion that otherness is not bad, that Americans should aspire to walk in other people’s shoes,” he reflected. This idea resonates strongly with Bourdain, and, although he insists his show is a selfish epicurean enterprise, Obama’s ethic could be the governing thesis of “Parts Unknown.” In the opening moments of an episode set in Myanmar, Bourdain observes, “Chances are you haven’t been to this place. Chances are this is a place you’ve never seen.” [...]

In 1998, he answered an ad in the Times and got the executive-chef job at Les Halles. It was an ideal fit for Bourdain: an unpretentious brasserie with its own butcher, who worked next to the bar, behind a counter stacked with steak, veal, and sausages. “Kitchen Confidential,” which was excerpted in this magazine, was inspired by “Down and Out in Paris and London,” in which George Orwell describes chefs as “the most workmanlike class, and the least servile.” Karen Rinaldi, the editor who acquired the book, for Bloomsbury, told me that she underestimated the impact it would have. “It was a flyer,” she said—the profane musings of a guy who broiled steaks for a living. “But a lot of the books that end up shifting the culture are flyers.”

“Kitchen Confidential” was filled with admonitions: Bourdain assailed Sunday brunch (“a dumping ground for the odd bits left over from Friday and Saturday”) and advised against ordering fish on Mondays, because it is typically “four to five days old.” The book was marketed as a dispatch from the scullery, the type of tell-all that might be more interesting to the naïve restaurant-goer than to the battle-seasoned cook. (“I won’t eat in a restaurant with filthy bathrooms,” Bourdain warned. “They let you see the bathrooms. If the restaurant can’t be bothered to replace the puck in the urinal or keep the toilets and floors clean, then just imagine what their refrigeration and work spaces look like.”) But, for Bourdain, the most important audience was his peers. The final line of the acknowledgments page was “Cooks rule,” and he hoped, desperately, that other professionals would see the book in the spirit he had intended, and pass gravy-stained copies around the kitchen.

Bourdain did not quit his job at Les Halles when the book became a success. “I was careful to modulate my hopes, because I lived in a business where everybody was a writer or an actor,” he recalls. For decades, he’d seen colleagues come into work crowing about their latest callback, only to see their grand designs amount to nothing. “So at no point was it ‘So long, suckers.’ ” His confederates at Les Halles were amused, if mystified, by his blossoming career as a writer, and the owners were accommodating about the book tour. When Bourdain started travelling to promote the book, something curious happened. He’d amble into a restaurant alone and order a drink at the bar. Out of nowhere, a plate of amuse-bouches would appear, compliments of the house. It marked an affirmation for Bourdain: chefs were reading the book, and they liked it. But it also signified a profound inversion. He had spent the first half of his life preparing food to feed others. He would spend the second half getting fed.

by Patrick Radden Keefe, New Yorker | Read more:
Image: William Mebane
[ed. I was reading another article in the New Yorker and got sidetracked. Great read. Still miss not having him in this world. And Obama in the presidency.] 

Friday, February 13, 2026

Something Surprising Happens When Bus Rides Are Free

Free buses? Really? Of all the promises that Zohran Mamdani made during his New York City mayoral campaign, that one struck some skeptics as the most frivolous leftist fantasy. Unlike housing, groceries and child care, which weigh heavily on New Yorkers’ finances, a bus ride is just a few bucks. Is it really worth the huge effort to spare people that tiny outlay?

It is. Far beyond just saving riders money, free buses deliver a cascade of benefits, from easing traffic to promoting public safety. Just look at Boston; Chapel Hill, N.C.; Richmond, Va.; Kansas City, Mo.; and even New York itself, all of which have tried it to excellent effect. And it doesn’t have to be costly — in fact, it can come out just about even.

As a lawyer, I feel most strongly about the least-discussed benefit: Eliminating bus fares can clear junk cases out of our court system, lowering the crushing caseloads that prevent our judges, prosecutors and public defenders from focusing their attention where it’s most needed.

I was a public defender, and in one of my first cases I was asked to represent a woman who was not a robber or a drug dealer — she was someone who had failed to pay the fare on public transit. Precious resources had been spent arresting, processing, prosecuting and trying her, all for the loss of a few dollars. This is a daily feature of how we criminalize poverty in America.

Unless a person has spent real time in the bowels of a courthouse, it’s hard to imagine how many of the matters clogging criminal courts across the country originate from a lack of transit. Some of those cases result in fines; many result in defendants being ordered to attend community service or further court dates. But if the person can’t afford the fare to get to those appointments and can’t get a ride, their only options — jump a turnstile or flout a judge’s order — expose them to re-arrest. Then they may face jail time, which adds significant pressure to our already overcrowded facilities. Is this really what we want the courts spending time on?

Free buses can unclog our streets, too. In Boston, eliminating the need for riders to pay fares or punch tickets cut boarding time by as much as 23 percent, which made everyone’s trip faster. Better, cheaper, faster bus rides give automobile owners an incentive to leave their cars at home, which makes the journey faster still — for those onboard as well as those who still prefer to drive.

How much should a government be willing to pay to achieve those outcomes? How about nothing? When Washington State’s public transit systems stopped charging riders, in many municipalities the state came out more or less even — because the money lost on fares was balanced out by the enormous savings that ensued.

Fare evasion was one of the factors that prompted Mayor Eric Adams to flood New York City public transit with police officers. New Yorkers went from shelling out $4 million for overtime in 2022 to $155 million in 2024. What did it get them? In September 2024, officers drew their guns to shoot a fare beater — pause for a moment to think about that — and two innocent bystanders ended up with bullet wounds, the kind of accident that’s all but inevitable in such a crowded setting.

New York City tried a free bus pilot program in 2023 and 2024 and, as predicted, ridership increased — by 30 percent on weekdays and 38 percent on weekends, striking figures that could make a meaningful dent in New York’s chronic traffic problem (and, by extension, air and noise pollution). Something else happened that was surprising: Assaults on bus operators dropped 39 percent. Call it the opposite of the Adams strategy: Lowering barriers to access made for fewer tense law enforcement encounters, fewer acts of desperation and a safer city overall.

by Emily Galvin Almanza, NY Times | Read more:
Image: Brian Blomerth

Wednesday, February 4, 2026

In Praise of Urban Disorder

In his essay “Planning for an Unplanned City,” Jason Thorne, Toronto’s chief planner, poses a pair of provocative questions to his colleagues. “Have our rules and regulations squeezed too much of the life out of our cities?” he asks. “But also how do you plan and design a city that is safe and functional while also leaving room for spontaneity and serendipity?”

This premise — that urban planning’s efforts to impose order risk editing out the culture, character, complexity and creative friction that makes cities cities — is a guiding theme in Messy Cities: Why We Can’t Plan Everything, a collection of essays, including Thorne’s, gathered by Toronto-based editors Zahra Ebrahim, Leslie Woo, Dylan Reid and John Lorinc. In it, they argue that “messiness is an essential element of the city.” Case studies from around the world show how imperfection can be embraced, created and preserved, from the informal street eateries of East Los Angeles to the sports facilities carved out of derelict spaces in Mumbai.

Embracing urban disorder might seem like an unlikely cause. But Woo, an urban planner and chief executive officer of the Toronto-based nonprofit CivicAction, and Reid, executive editor of Spacing magazine, offer up a series of questions that get at the heart of debates surrounding messy urbanism. In an essay about street art, they ask, “Is it ugly or creative? Does it bring disruption or diversity? Should it be left to emerge from below or be managed from above? Is it permanent or ephemeral? Does it benefit communities or just individuals? Does it create opportunity or discomfort? Are there limits around it and if so can they be effective?”

Bloomberg CityLab caught up with Woo and Ebrahim, cofounder of the public interest design studio Monumental, about why messiness in cities can be worth advocating for, and how to let the healthy kind flourish. The conversation has been edited and condensed for clarity.

You intentionally don’t give a specific definition for messy urbanism in the book, making the case that to do so would be antithetical to the idea itself. But if you were to give a general overview of the qualities and attributes you’d ascribe to messy cities, what would they be?

Leslie Woo: All of the authors included in the book brought to it some form of two things — wanting to have a sense of belonging in the places they live and trying to understand how they can have agency in their community. And what comes out of that are acts of defiance that manifest both as tiny and intimate experiences and as big gestures in cities.

Zahra Ebrahim: I think of it as where institutions end and people begin. It’s about agency. So much of the “messy” defiance is people trying to live within their cultures and identities in ways that cities don’t always create space for. We’re not trying to fetishize messiness, but we do want to acknowledge that when people feel that agency, cities become more vibrant, spontaneous and delightful.

LW: I think of the story urban planning professor Nina-Marie Lister, director of Toronto’s Ecological Design Lab, tells about fighting to keep her wild front yard habitat garden after being ordered to cut it down by the city. There was a bylaw in place intended by the municipality to control what it deemed “noxious vegetation” on private property. Lister ended up doing a public advocacy campaign to get the bylaw updated.

The phrase “messy cities” could be construed negatively but it seems like a real term of affection for the editors and authors of this book. What does it represent to you?

ZE: You can see it represented in the Bloordale neighborhood of Toronto. During lockdown in 2020, a group of local residents came together and turned a large, gravel-filled site of a demolished school into an unexpected shared space for social distancing. With handmade signage, they cheekily named the site “Bloordale Beach.” Over weeks, they and others in the community organically and spontaneously brought this imagined, landlocked beach to life, adding beach chairs, “swimming guidelines” around the puddle that had formed after a storm, even a “barkour” area for local dogs. It was both a “messy” community art project and third space, but also a place for residents to demonstrate their agency and find joy in an uncertain and difficult time.

LW: The thing that is delightful about this topic is many of these efforts are exercises in reimagining cities. Individuals and groups see a space and approach it in a different way with a spirit and ingenuity that we don’t see enough of. It’s an exercise in thinking about how we want to live. I also want to make the point that we aren’t advocating for more chaos and confusion but rather showing how these groups are attempting to make sense of where they live.

ZE: Messiness has become a wedge issue — a way to pronounce and lean into existing political cleavages. Across the world we see politicians pointing to the challenges cities face — housing affordability, transit accessibility, access to employment — and wrongfully blame or attribute these urban “messes” to specific populations and groups. We see this in the rising anti-immigrant rhetoric we hear all over the world. As an editing team, I think there was a shared understanding that multicultural and diverse societies are more successful and that when we have to navigate shared social and cultural space, it’s better for society.

This is also not all about the failure of institutions to serve the needs of the public. Some of this is about groups responding to failures of the present and shaping a better future. And some of what we’re talking about is people seeing opportunities to make the type of “mess” that would support their community to thrive, like putting a pop-up market and third space in a strip mall parking lot, and creating a space for people to come together.

You and the rest of the editors are based in Toronto and the city comes up recurrently in the book. What makes the city such an interesting case study in messy urbanism?

ZE: Toronto is what a local journalist, Doug Saunders, calls an “arrival city” — one in three newcomers in Canada land in Toronto. These waves of migration are encoded in our city’s DNA. I think of a place like Kensington Market, where there have been successive arrivals of immigrants each decade, from Jewish and Eastern European and Italian immigrants in the early 1900s to Caribbean and Chinese immigrants in the 1960s and ’70s.

Kensington continues to be one of the most vibrant urban spaces in the city. You’ve got the market, food vendors, shops and semi-informal commercial activity, cultural venues and jazz bars. In so many parts of Toronto you can’t see the history on the street but in Kensington you can see the palimpsest and layers of change it’s lived through. There is development pressure in every direction and major retailers opening nearby but it remains this vibrant representation of different eras of newcomers in Toronto and what they needed — socially, culturally and commercially. It’s a great example of where the formal and informal, the planned and unplanned meet. Every nook and cranny is filled with a story, with locals making a “mess,” but really just expressing their agency.

LW: This messy urbanism can also be seen in Toronto’s apartment tower communities that were built in the 1960s. These buildings have experienced periods of neglect and changes in ownership. But today when moving from floor to floor, it feels like traveling around the entire world; you can move from the Caribbean to continental Africa to the Middle East. These are aerial cities in and of themselves. They’re a great example of people taking a place where the conditions aren’t ideal and telling their own different story — it’s everything from the music to the food to the languages.

You didn’t include any case studies or essays from Europe in the book. Why did you make that choice, and what does an overreliance on looking to cities like Copenhagen do to the way we think of and plan for cities?

LW: When I trained as an urban planner and architect, all the pedagogy was very Eurocentric — it was Spain, France and Greece. But if we want to reframe how we think about cities, we need to reframe our points of reference.

ZE: During our editorial meetings we talked about how the commonly accepted ideas about urban order that we know are Eurocentric by design, and don’t represent the multitude of people that live in cities and what “order” may mean to them. Again, it’s not to celebrate chaos but rather to say there are different mental models of what orderliness and messiness can look like.

Go to a place like Delhi and look at the way traffic roundabouts function. There are pedestrians and cars and everybody is moving in the direction they need to move in, it’s like a river of mobility. If you’re sitting in the back of a taxi coming from North America, it looks like chaos, but to the people that live there it’s just how the city moves.

In a chapter about Mexico City’s apartment architecture, Daniel Gordon talks about what it can teach us about how to create interesting streets and neighborhoods by becoming less attached to overly prescriptive planning and instead embracing a mix of ground-floor uses and buildings with varying materials and color palettes, setbacks and heights. He argues that design guidelines can negate creativity and expression in the built environment.

In another chapter, urban geography professor Andre Sorensen talks about Tokyo, which despite being perceived as a spontaneously messy city actually operates under one of the strictest zoning systems in the world. Built forms are highly regulated, but land use mix and subdivision controls aren’t. It’s yet another example of how different urban cultures and regulatory systems work to different sets of values and conceptions of order and disorder. We tried to pay closer attention to case studies that expanded the aperture of what North American urbanism typically covers.

by Rebecca Greenwald, Bloomberg | Read more:
Image:Alfredo Martinez/Getty Images
[ed. Give me a messy city any day, or at least one with a few messy parts.]