"This One Weird Trick" and "[Number] [Superlative] You Must See!" notwithstanding, "Technology Is Making Us [negative attribute]er" is among those sign-of-the-times headlines that reliably attracts fingertips and the eyeballs connected to them, and it remains an ever-relevant (and at times evergreen) topic du siècle. (Here's where I recommend Luke O'Neil's recent polemic on this disturbing trend in clickbaiting before diving right in.) Even as the pendulum—more a katamari than a wrecking ball—continues to swing between the poles of pro- and anti-technology, so too have new developments in mobile, the Internet of Things and overarching privacy concerns added a proverbial Z-axis to the playing field.
Professor Keith Hampton of Rutgers is, by the New York Times' account, "neither a reactionary about technology, innately skeptical of the new, nor a utopian, eager to trumpet every invention as revolutionary. He is instead a sanguine optimist—a position he says is backed up by his research." Along with a cadre of grad students, he's spent the past several years working on what might be described as a shot-for-shot remake of an urban investigation from nearly half a century prior. Hampton is revisiting William Whyte's seminal Street Life Project, in which he filmed public spaces in a first-of-its-kind study of urban planning by observing user behavior.
Thus, he's taking up the cause—gathering empirical data in the interest of a more human-centric approach to urbanism—with a specific focus on mobile technology. As its title suggests, the Magazine feature—a worthwhile read for design researchers and city-dwellers alike—presents Hampton's finding that "Technology Is Not Driving Us Apart After All."
Fellow armchair sociologists who are pressed for time at the moment—I, too, have feeds to scroll through and e-mails to delete—might be interested in a brief post by Columbia's Tim Wu, his first contribution to the New Yorker's tech blog. He proposes, in so many words, a kind of Turing test for a time traveller as a means of determining whether technology is making us smarter or dumber. He concludes that "how you answer the question of whether we are getting smarter depends on how you classify 'we'"—whether you regard technology as an extension of the mind or as an external factor of purely incidental import.
Yet the most fascinating thing that Hampton found (spoiler alert, sort of) is the fact that more women are out and about in these spaces in New York, Boston and Philadelphia. "Who would've thought that, in America, 30 years ago, women were not in public the same way they are now? We don't think about that."
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An auto taxi service, initially in pedestrian city centers, removes parking problems, reduces energy cost and stress (glad I will not see it). Requires hierarchical central control probably using existing mobile phone system (frequency reuse and handover technologies exist) which might also provide triangulation for position. Also possible use GPS, inertial navigation and modified cats eye system.
Comms system probably TDMA as more easily controlled in time plan with allocation of transferring in car to slot. Working in attached car convoys (more efficient aerodynamic and road use simpler control - needs optimised convoy length to road). System requires external comm and control. Requires acceptability test of passenger cabin. Requires cars to be of a standard shape and quantised length. Reduction of energy cost considerable.
Problem: car production numbers reduced considerably but this is inevitable.