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Archivo del Autor: Belen De Leon

The top 10 Amazon Alexa devices for 2019 – CNET

The best Alexa enabled or compatible devices to use with your Echo smart speaker or display.
Source: CNET

2019 Volkswagen Atlas: A wise (and wide) SUV choice video – Roadshow

The 2019 Atlas really is one of the widest rides in its class, but that means plenty of room for passengers and tech inside this family-friendly midsize SUV.
Source: CNET

Uber’s fatal accident tally shows low rates but excludes key numbers

Uber’s just-released U.S. Safety Report sets forth in some detail the number of fatal accidents, and the good news is that the overall rate per mile is about half the national average. But the report makes some puzzling choices as far as what is included and excluded.

To create the report, Uber took its internal reports of crashes, generated by drivers, users, or insurance companies, and compared it to the national Fatality Analysis Reporting System, or FARS, a database that tracks all automotive deaths. In this way Uber was able to confirm 97 fatal crashes with 107 total deaths in 2017 and 2018 combined.

As the company is careful to point out before this, more than 36,000 people died in car crashes in the U.S. in 2018 alone, so the total doesn’t really mean much on its own. So they (as others do in this field) put those accidents in context of miles traveled. After all, 1 crash in 100,000 miles doesn’t sound bad because it’s only one, but 10 crashes in a billion miles, which is closer to what Uber saw, is actually much better despite the first number being higher. To some this is blindingly obvious but perhaps not to others.

The actual numbers are that in 2017, there were 49 “Uber-related” fatalities over 8.2 billion miles, or approximately 0.59 per 100 million miles traveled; in 2018, there were 58 over 1.3 billion, or about 0.57 per 100 million miles. The national average is more than 1.1 per 100 million, so Uber sees about half as many fatalities per mile overall.

These crashes generally occurred at lower speeds than the national average, and were more likely by far to occur at night, in lighted areas of cities. That makes sense, since rideshare services are heavily weighted towards urban environments and shorter, lower-speed trips.

That’s great, but there are a couple flies in the ointment.

First, obviously, there is no mention whatsoever of non-fatal accidents. These are more difficult to track and categorize, but it seems odd not to include them at all. If the rates of Ubers getting into fender-benders or serious crashes where someone breaks an arm are lower than the national average, as one might expect from the fatality rates, why not say so?

When I asked about this, an Uber spokesperson said that non-fatal crashes are simply not as well defined or tracked, certainly not to the extent fatal crashes are, which makes reporting them consistently difficult. That makes sense, but it still feels like we’re missing an important piece here. Fatal accidents are comparatively rare and the data corpus on non-fatal accidents may provide other insights.

Second, Uber has its own definition of what constitutes an “Uber-related” crash. Naturally enough, this includes whenever a driver is picking up a rider or has a rider in their car. All the miles and crashes mentioned above are either en route to a pickup or during a ride.

But it’s well known that drivers also spend a non-trivial amount of time “deadheading,” or cruising around waiting to be hailed. Exactly how much time is difficult to estimate, as it would differ widely based on time of day, but I don’t think that Uber’s decision to exclude this time is correct. After all, taxi drivers are still on the clock when they are cruising for fares, and Uber drivers must travel to and from destinations, keep moving to get to hot spots, and so on. Driving without a passenger in the car is inarguably a major part of being an Uber driver.

It’s entirely possible that the time spent deadheading isn’t much, and that the accidents that occurred during that time are few in number. But the alternatives are also possible, and I think it’s important for Uber to disclose this data; Cities and riders alike are concerned with the effects of ride-hail services on traffic and such, and the cars don’t simply disappear or stop getting in accidents when they’re not hired.

When I asked Uber about this, a spokesperson said that crash data from trips is “more reliable,” since drivers may not report a crash if they’re not driving someone. That doesn’t seem right either, especially for fatal accidents, which would be reported one way or the other. Furthermore Uber would be able to compare FARS data to its internal metrics of whether a driver involved in a crash was online or not, so the data should be similarly if not identically reliable.

The spokesperson also explained that a driver may be “online” in Uber at a given moment but in fact driving someone around using another rideshare service, like Lyft. If so, and there is an accident, the report would almost certainly go to that other service. That’s understandable, but again it feels like this is a missing piece. At any rate it doesn’t juice the numbers at all, since deadheading miles aren’t included in the totals used above. So “online but not hired” miles will remain a sort of blind spot for now.

You can read the full report here.


Source: TechCrunch

Larry, Sergey, and the Mixed Legacy of Google-Turned-Alphabet

With Larry Page and Sergey Brin stepping back (again!), Google CEO Sundar Pichai is now in charge of Alphabet—and its dysfunction.
Source: Wired

Uber reveals thousands of sexual assault reports last year

Uber just released its first-ever safety report that covers sexual assault. Let’s jump right in.

In 2017, Uber received 2,936 reports pertaining to sexual assault, and received 3,045 in 2018. Despite the increase in raw numbers, Uber saw a 16% decrease in the average incident rate, which it suggests may correlate with the company’s increased focus on safety as of late.

Uber categorizes sexual assaults into five subcategories: non-consensual kissing of a non-sexual body part, attempted non-consensual sexual penetration, non-consenual touching of a sexual body part, non-consensual kissing of a sexual body part, and non-consensual sexual penetration.

Regarding the last subcategory, which is rape, Uber received 229 reports of rape in 2017 and 235 reports of rape in 2018. Throughout 2017 and 2018, the reported incidents occurred on 0.00002% of trips, according to Uber.

“While these reports are rare, every report represents an individual who came forward to share an intensely painful experience,” Uber wrote in its report. “Even one report is one too many.”

To be clear, these reported assaults happened to both riders and drivers. Though, Uber found riders account for nearly half of the accused parties across those five most serious sexual assault categories.

“Voluntarily publishing a report that discusses these difficult safety issues is not easy,” Uber Chief Legal Officer Tony West wrote in a blog post. “Most companies don’t talk about issues like sexual violence because doing so risks inviting negative headlines and public criticism. But we feel it’s time for a new approach. As someone who has prosecuted sex crimes and worked on these issues for more than 25 years, I can tell you that a new approach is sorely needed.”

Uber has long been under scrutiny for its safety practices. In 2017, a woman who was raped by her Uber driver in India filed a lawsuit against the company for violating her privacy. In an independent investigation conducted by CNN, the publication found 103 Uber drivers who had been accused of sexual assault or abuse of passengers.

Over the years, Uber has implemented a number of safety measures designed to help prevent situations like those. In May 2018, Uber added an in-app 911 calling feature. Later that year, Uber added a feature called Ride Check, which will activate if the GPS sensor in the driver’s phone notices there’s an abnormally long or unexpected stop during the trip.

“Confronting sexual violence requires honesty, and it’s only by shining a light on these issues that we can begin to provide clarity on something that touches every corner of society,” West wrote. “And, most importantly, by bringing hard data to bear, we can make every trip safer for drivers and riders alike.”


Source: TechCrunch

Why AWS is selling a MIDI keyboard to teach machine learning

Earlier this week, AWS launched DeepComposer, a set of web-based tools for learning about AI to make music and a $99 MIDI keyboard for inputting melodies. That launch created a fair bit of confusion, though, so we sat down with Mike Miller, the director of AWS’s AI Devices group, to talk about where DeepComposer fits into the company’s lineup of AI devices, which includes the DeepLens camera and the DeepRacer AI car, both of which are meant to teach developers about specific AI concepts, too.

The first thing that’s important to remember here is that DeepComposer is a learning tool. It’s not meant for musicians — it’s meant for engineers who want to learn about generative AI. But AWS didn’t help itself by calling this “the world’s first machine learning-enabled musical keyboard for developers.” The keyboard itself, after all, is just a standard, basic MIDI keyboard. There’s no intelligence in it. All of the AI work is happening in the cloud.

“The goal here is to teach generative AI as one of the most interesting trends in machine learning in the last 10 years,” Miller told us. “We specifically told GANs, generative adversarial networks, where there are two networks that are trained together. The reason that’s interesting from our perspective for developers is that it’s very complicated and a lot of the things that developers learn about training machine learning models get jumbled up when you’re training two together.”

With DeepComposer, the developer steps through a process of learning the basics. With the keyboard, you can input a basic melody — but if you don’t have it, you also can use an on-screen keyboard to get started or use a few default melodies (think Ode to Joy). From a practical perspective, the system then goes out and generates a background track for that melody based on a musical style you choose. To keep things simple, the system ignores some values from the keyboard, though, including velocity (just in case you needed more evidence that this is not a keyboard for musicians). But more importantly, developers can then also dig into the actual models the system generated — and even export them to a Jupyter notebook.

For the purpose of DeepComposer, the MIDI data is just another data source to teach developers about GANs and SageMaker, AWS’s machine learning platform that powers DeepComposer behind the scenes.

“The advantage of using MIDI files and basing out training on MIDI is that the representation of the data that goes into the training is in a format that is actually the same representation of data in an image, for example,” explained Miller. “And so it’s actually very applicable and analogous, so as a developer look at that SageMaker notebook and understands the data formatting and how we pass the data in, that’s applicable to other domains as well.”

That’s why the tools expose all of the raw data, too, including loss functions, analytics and the results of the various models as they try to get to an acceptable result, etc. Because this is obviously a tool for generating music, it’ll also expose some of the data about the music, like pitch and empty bars.

“We believe that as developers get into the SageMaker models, they’ll see that, hey, I can apply this to other domains and I can take this and make it my own and see what I can generate,” said Miller.

Having heard the results so far, I think it’s safe to say that DeepComposer won’t produce any hits soon. It seems pretty good at creating a drum track, but bass lines seem a bit erratic. Still, it’s a cool demo of this machine learning technique, even though my guess is that its success will be a bit more limited than DeepRacer, which is a concept that is a bit easier to understand for most since the majority of developers will look at it, think they need to be able to play an instrument to use it, and move on.

Additional reporting by Ron Miller.


Source: TechCrunch

Scammers peddling Islamophobic clickbait is business as usual at Facebook

A network of scammers used a ring of established right-wing Facebook pages to stoke Islamophobia and make a quick buck in the process, a new report from the Guardian reveals. But it’s less a vast international conspiracy and more simply that Facebook is unable to police its platform to prevent even the most elementary scams — with serious consequences.

The Guardian’s multi-part report depicts the events like a scheme of grand proportions executed for the express purpose of harassing Representatives Ilhan Omar (D-MI), Rashida Tlaib (D-MN) and other prominent Muslims. But the facts it uncovered point towards this being a run-of-the-mill money-making operation that used tawdry, hateful clickbait and evaded Facebook’s apparently negligible protections against this kind of thing.

The scam basically went like this: an administrator of a popular right-wing Facebook page would get a message from a person claiming to share their values that asked if they could be made an editor. Once granted access, this person would publish clickbait stories — frequently targeting Muslims, and often Rep. Omar, since they reliably led to high engagement. The stories appeared on a handful of ad-saturated websites that were presumably owned by the scammers.

That appears to be the extent of the vast conspiracy, or at least its operations — duping credulous conservatives into clicking through to an ad farm.

Its human cost, however, whether incidental or deliberate, is something else entirely. Rep. Omar is already the target of many coordinated attacks, some from self-proclaimed patriots within this country; just last month, an Islamophobic Trump supporter pleaded guilty in federal court to making death threats against her.

Social media is asymmetric warfare in that a single person can be the focal point for the firepower — figurative but often with the threat of literal — of thousands or millions. That a Member of Congress can be the target of such continuous abuse makes one question the utility of the platform on which that abuse is enabled.

In a searing statement offered to the Guardian, Rep. Omar took Facebook to task:

I’ve said it before and I’ll say it again: Facebook’s complacency is a threat to our democracy. It has become clear that they do not take seriously the degree to which they provide a platform for white nationalist hate and dangerous misinformation in this country and around the world. And there is a clear reason for this: they profit off it. I believe their inaction is a grave threat to people’s lives, to our democracy and to democracy around the world.

Despite the scale of its effect on Rep. Omar and other targets, it’s possible and even likely that this entire thing was carried out by a handful of people. The operation was based in Israel, the report repeatedly mentions, but it isn’t a room of state-sponsored hackers feverishly tapping their keyboards — the guy they tracked down is a jewelry retailer and amateur SEO hustler living in a suburb of Tel Aviv who answered the door in sweatpants and nonchalantly denied all involvement.

The funny thing is that, in a way, this does amount to a vast international conspiracy. On one hand, it’s a guy in sweatpants worming his way into some trashy Facebook pages and mass-posting links to his bunk news sites. But on the other, it’s a coordinated effort to promote Islamophobic, right-wing content that produced millions of interactions and doubtless further fanned the flames of hatred.

Why not both? After all, they represent different ways that Facebook fails as a platform to protect its users. “We don’t allow people to misrepresent themselves on Facebook,” the company wrote in a statement to the Guardian. Obviously, that isn’t true. Or rather, perhaps it’s true in the way that running at the pool isn’t allowed. People just do it anyway, because the lifeguards and Facebook don’t do their job.


Source: TechCrunch

Kamala Harris' Opposing Truths

Photographer Justin Sullivan’s snapshot of the California senator’s campaign office questions her ultimate message.
Source: Wired

EXCLUSIVA: la investigación inédita de las gemelas CRISPR de China

Presentamos algunos extractos del manuscrito original de He Jiankui sobre su trabajo para crear a las gemelas editadas genéticamente Lulu y Nana. El texto, analizado por expertos, demuestra que el He ignoró las normas éticas y científicas y que puede haber puesto en riesgo la salud de las pequeñas
Source: MIT

Review: Driving the track-ready, race-banned McLaren Senna GTR

The McLaren Senna GTR shouldn’t exist.

This feat of engineering and design isn’t allowed on public roads. It’s built for the track, but prohibited from competing in motorsports. And yet, the GTR is no outlier at McLaren. It’s part of their Ultimate Series, a portfolio of extreme and distinct hypercars that now serve as the foundation of the company’s identity and an integral part of their business model.

The P1, introduced in 2012, was McLaren Automotive’s opening act on the hypercar stage and was an instant success for both the brand and its business. McLaren followed it up with the P1 GTR, then went on to chart a course toward the Ultimate Series of today and beyond.

Since 2017, the automaker has added the Senna, Speedtail, Senna GTR and now the open-cockpit Elva to the Ultimate Series portfolio. While the GTR is certainly the most extreme and limited in how and where it can be used, it follows a larger pattern of the Ultimate Series as being provocatively designed with obsessive intent.

Automotive takes the wheel

Purpose-built race cars that call on every modern tool of engineering and design have historically been produced for one purpose: winning. This objective, nourished by billions of dollars of investment from the motorsports industry, has led to technological and performance breakthroughs that have eventually trickled down to automotive.

The pipeline that has produced a century of motorsports-driven innovation is narrowing as racing regulations become more restrictive. Now, a new dynamic is taking shape. Automotive is taking the technological lead.

mclaren-car-stats-final

Take the McLaren Senna road car, the predecessor to the GTR. McLaren had to constrain the design of the Senna to make it road legal. But the automaker loaded it with active aerodynamics and chassis control systems that racing engineers could only dream about.

McLaren wasn’t finished. It pushed the bounds further and produced a strictly track-focused and unconstrained race car that expands upon the Senna’s lack of conformity. The Senna GTR might be too advanced and too fast for any racing championship, but McLaren said to hell with it and made the vehicle anyway.

The bet paid off. All 75 Senna GTR hypercars, which start at $1.65 million, sold before the first one was even produced.

The Senna GTR is the symbol of a new reality — a hypercar market that thrives on the ever-more-extreme, homologation standards be damned.

Two weeks ago, I had a chance to get behind the wheel of the Senna GTR at the Snetterton Circuit in the U.K. to find out how McLaren went about developing this wholly unconstrained machine.

Behind the wheel

Rr-rr-rr-kra-PAH! The deafening backfire of the GTR’s 814-horsepower 4.0-liter twin-turbo V8 engine snapped me to attention and instantly transported me to the moment earlier in the day that provided the first hints of what my drive might be like.

Rob Bell, the McLaren factory driver who did track development for the GTR, was on hand to get the car warmed up. Shortly after he set out, the car ripped down the front-straight, climbing through RPMs with an ear-protection-worthy scream that reverberated off every nearby surface, an audible reminder of how unshackled it is.

As Bell approached Turn 1, the rear wing quickly dropped back to its standard setting from the straightaway DRS (drag reduction system) position, then to an even more aggressive airbrake as he went hard to the brakes from 6th gear down to 5th to 4th. The vehicle responded with the signature kra-PAH! kra-PAH! and then promptly discharged huge flames out the exhaust as the anti-lag settings keep a bit of fuel flowing off-throttle.

I thought to myself, ‘Holy sh*t! This thing is no joke!’

McLaren Senna GTR driver

Sliding into the driver’s seat, I feel at home. The cockpit is purposeful. The track was cold with some damp spots, and the GTR is a stiff, lightweight race car with immense power on giant slick tires. Conventional wisdom would suggest the driver — me in this case — should slowly work up to speed in these otherwise treacherous conditions. However, the best way to get the car to work is to get temperature in the tires by leaning on it a bit right away. Bell sent me out in full “Race” settings for both the engine and electronic traction and stability controls. Within a few corners — and before the end of the lap — I had a good feel for the tuning of the ABS, TC and ESC, which were all intuitive and minimally invasive.

As a racing driver, it’s rare to feel a tinge of excitement just to go for a drive. As professionals, driving is a clinical exercise. But the GTR triggered that feeling.

I started by pushing hard in slower corners and before long worked my way up the ladder to the fast, high-commitment sections. The car violently accelerated up through the gears, leaving streaks of rubber at the exit of every corner.

Once the car is straight, drivers can push the DRS button to reduce drag and increase speed for an extra haptic kick. The DRS button is now a manual function on the upper left of the steering wheel to give the driver more control over when it’s deployed. After hitting the DRS, the car dares you to keep your right foot planted on the throttle, then instantly hunkers down under braking with a stability I’ve rarely experienced.McLaren Senna GTR drive

The active rear wing adds angle while the active front flaps take it out to counterbalance the effect of the car’s weight shifting forward onto the front axle, letting you drive deeper and deeper into each corner. It’s sharply reactive; the GTR stuck to the road, but still required a bit of driving with my fingertips out at the limit on that cold day. I soon discovered that the faster I went, the more downforce the car generated, and the more speed I was able to extract from it.

Tip to tail

In almost any other environment, the Senna road car is the most shocking car you’ve ever seen. Its cockpit shape is reminiscent of a sci-fi spaceship capsule. The enormous swan neck-mounted rear wing is one highlight in a long list of standout features. The Senna road car looks downright pedestrian next to the GTR.

McLaren Senna GTR doors

The rear wing stretches off the back of the car with sculpted carbon fiber endplates and seamlessly connects to the rear fender bodywork. The diffuser that emerges from the car’s underbody — creating low pressure by accelerating the airflow under the car for added downforce — is massive. The giant 325/705-19 Pirelli slicks are slightly exposed from behind, giving you the full sense of just how much rubber is on the ground, and the sharp edges of the center exit exhaust tips are already a bluish-purple tint.

The cockpit shape and dihedral doors are instantly recognizable from the road car. But inside, the GTR is all business. The steering wheel is derived from McLaren’s 720S GT3 racing wheel, a butterfly shape with buttons and rotary switches aplenty. The dash is an electronic display straight out of a race car; six-point belts and proper racing seats complete the aesthetic.

McLaren Senna GTR cockpit

Arriving at the front of the car, the active front wing-flaps are as prominent as ever, while the splitter extends several inches farther out in front of the car and is profiled with a raised area in the center to reduce pitch sensitivity given the car’s much lower dynamic ride-height. In fact, nearly the entire front end of the car has been tweaked; there are additional dive-planes, the forward facing bodywork at the sides of the car have been squared-off and reshaped, and an array of vortex generators have been carved into the outer edge of the wider, bigger splitter surface.

All of these design choices in the front point to the primary area of development from the Senna road-car to the GTR: maximizing its l/d or ratio of lift (in this case the inverse of lift, downforce) to drag.

McLaren pulled two of its F1 aerodynamicists into the GTR project to take the car’s aero to a new level. The upshot: a 20% increase in the car’s total downforce compared to the Senna road car, while increasing aero efficiency — the ratio of downforce to drag — by an incredible 50%. The car is wider, lower and longer than its road-going counterpart, and somehow looks more properly proportioned with its road-legal restrictions stripped away to take full advantage of its design freedom.

McLaren Senna GTR back

This was the car the Senna always wanted to be.

The development process of the GTR was short and to the point. When you have F1 aerodynamicists and a GT3 motorsport program in-house attacking what is already the most high-performing production track car in the industry, it can be. There were areas they could instantly improve by freeing themselves of road-car constraints — the interior of the car could be more spartan; the overall vehicle dimensions and track width could increase; the car would no longer need electronically variable ride heights for different road surfaces so the suspension system could be more purposeful for track use; the car would have larger, slick tires.

All this provided a cohesive mechanical platform upon which to release the aerodynamic assault of guided simulation and CFD.

Senna GTR CFD1 aero side

The GTR benefits from the work of talented humans and amazing computer programs working together with a holistic design approach. What was once a sort of invisible magic, aerodynamics has become a well-understood means of generating performance. But you still have to know what you’re seeking to accomplish; the priorities for a car racing at Pikes Peak are much different than those of a streamliner at Bonneville.

The development team for the GTR sought to maximize the total level of downforce that the tires could sustain, then really kicked their efforts into gear to clean up airflow around the car as much as possible. Many of the aggressive-looking design elements that differentiate the GTR from the Senna are not just for additional downforce but to move air around the car with less turbulence — less turbulent air means less drag. You can’t see it or feel it, but it certainly shows up on the stopwatch, and is often the difference between a car that just looks fast and one that actually is.

I hadn’t asked how fast the car was relative to other GT race cars before I drove it. I think a part of me was fearful that despite its appearance and specs it might be wholly tuned down to be sure it was approachable for an amateur on a track day. And that would make sense, as that’s the likely use-case this car will have. After driving the GTR, I didn’t hesitate for a second to ask, to which they humbly said that it’s seconds faster than their own McLaren 720S GT3 car, and still had some headroom.The Senna GTR is another exercise in exploring the limits of technology, engineering and performance for McLaren, enabled by a market of enthusiasts with the means to support it. And this trend is likely to continue unless motorsports changes the rules to allow hypercars.

McLaren’s next move

The Automobile Club de l’Ouest, organizers of the FIA World Endurance Championship, which includes the 24 Hours of Le Mans, has been working for years to develop regulations that could include them. While these discussions are gaining momentum, it remains to be seen whether motorsport can provide a legitimate platform for the hypercar in the modern era.

The last time this kind of exercise was embarked on was more than 20 years ago during the incredible but short-lived GT1-era at Le Mans that spanned from 1995 to 1998. It saw McLaren, Porsche, Mercedes and others pull out all the stops to create the original hypercars — in most cases comically unroadworthy homologation specials like the Porsche 911 GT1 Strassenversion (literally “street version”) and Mercedes CLK GTR — for the sole purpose of becoming the underpinnings of a winning race car on the world’s stage.

At that time, the race cars made sense to people; the streetcars were misfits of which only the necessary minimum of 25 units were produced in most cases, and the whole thing collapsed due to loopholes, cost, politics and the lack of any real endgame.

Today, the ACO benefits from a road-going hypercar market that McLaren played a key role in developing. Considering McLaren’s success with hyper-specific specialized vehicles in recent years, I’d bet the automaker could produce a vehicle custom-tailored to a worthy set of hypercar regulations. Even if not, McLaren will continue to develop and sell vehicles under its Ultimate Series banner.

And there’s already evidence that McLaren is doubling down. 

McLaren Elva

McLaren shows off the open cockpit Elva.

McLaren’s Track 25 business plan targets $1.6 billion in investment toward 18 new vehicles between 2018 and 2025. The company’s entire portfolio will use performance-focused hybrid powertrains by 2025.

The paint had barely dried on the Senna GTR before McLaren introduced another new vehicle, the Elva. And more are coming. McLaren is already promising a successor to the mighty P1. I, for one, am looking forward to what else they have in store.


Source: TechCrunch

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