Continued at The New Atlantis
Why is Covid-19 science making us more partisan?
Continued at The New Atlantis
Although Elon Musk's recent cryptic tweets about getting approval to build a Hyperloop system connecting New York and Washington DC are likely to be well received among techno-enthusiasts--many of whom see him as Tony Stark incarnate--there are plenty of reasons to remain skeptical. Musk, of course, has never shied away from proposing and implementing what would otherwise seem to be fairly outlandish technical projects; however, the success of large-scale technological projects depends on more than just getting the engineering right. Given that Musk has provided few signs that he considers the sociopolitical side of his technological undertakings with the same care that he gives the technical aspects (just look at the naivete of his plans for governing a Mars colony), his Hyperloop project is most likely going to be a boondoggle--unless he is very, very lucky.
Don't misunderstand my intentions, dear reader. I wish Mr. Musk all the best. If climate scientists are correct, technological societies ought to be doing everything they can to get citizens out of their cars, out of airplanes, and into trains. Generally I am in favor of any project that gets us one step closer to that goal. However, expensive failures would hurt the legitimacy of alternative transportation projects, in addition to sucking up capital that could be used on projects that are more likely to succeed. So what leads me to believe that the Hyperloop, as currently envisioned, is probably destined for trouble?
Musk's proposals, as well as the arguments of many of his cheerleaders, are marked by an extreme degree of faith in the power of engineering calculation. This faith flies in the face of much of the history of technological change, which has primarily been a incremental, trial-and-error affair often resulting in more failures than success stories. The complexity of reality and of contemporary technologies dwarfs people's ability to model and predict. Hyman Rickover, the officer in charge of developing the Navy's first nuclear submarine, described at the length the significant differences between "paper reactors" and "real reactors," namely that the latter are usually behind schedule, hugely expensive, and surprisingly complicated by what would normally be trivial issues. In fact, part of the reason the early nuclear energy industry was such a failure, in terms of safety oversights and being hugely over budget, was that decisions were dominated by enthusiasts and that they scaled the technology up too rapidly, building plants six times larger than those that currently existed before having gained sufficient expertise with the technology.
Musk has yet to build a full-scale Hyperloop, leaving unanswered questions as to whether or not he can satisfactorily deal with the complications inherent in shooting people down a pressurized tube at 800 miles an hour. All publicly available information suggests he has only constructed a one-mile mock-up on his company's property. Although this is one step beyond a "paper" Hyperloop, a NY to DC line would be approximately 250 times longer. Given that unexpected phenomena emerge with increasing scale, Musk would be prudent to start smaller. Doing so would be to learn from the US's and Germany's failed efforts to develop wind power in 1980s. They tried to build the most technically advanced turbines possible, drawing on recent aeronautical innovations. Yet their efforts resulted in gargantuan turbines that failed often within tens of operating hours. The Danes, in contrast, started with conventional designs, incrementally scaling up designs andlearning from experience.
Apart from the scaling-up problem, Musk's project relies on simultaneously making unprecedented advances in tunneling technology. The "Boring Company" website touts their vision for managing to accomplish a ten-fold decrease in cost through potential technical improvements: increasing boring machine power, shrinking tunnel diameters, and (more dubiously) automating the tunneling process. As a student of technological failure, I would question the wisdom of throwing complex and largely experimental boring technology into a project that is already a large, complicated endeavor that Musk and his employees have too little experience with. A prudent approach would entail spending considerable time testing these new machines on smaller projects with far less financial risk before jumping headfirst into a Hyperloop project. Indeed, the failure of the US space shuttle can be partly attributed to the desire to innovate in too many areas at the same time.
Moreover, Musk's proposals seem woefully uninformed about the complications that arise in tunnel construction, many of which can sink a project. No matter how sophisticated or well engineered the technology involved, the success of large-scale sociotechnical projects are incredibly sensitive to unanticipated errors. This is because such projects are highly capital intensive and inflexibly designed. As a result, mistakes increase costs and, in turn, production pressures--which then contributes to future errors. The project to build a 2 mile tunnel to replace the Alaska Way Viaduct, for instance, incurred a two year, quarter billion dollar delay after the boring machine was damaged after striking a pipe casing that went unnoticed in the survey process. Unless taxpayers are forced to pony up for those costs, you can be sure that tunnel tolls will be higher than predicted. It is difficult to imagine how many hiccups could stymie construction on a 250 mile Hyperloop. Such errors will invariably raise the capital costs of the project, costs that would need to be recouped through operating revenues. Given the competition from other trains, driving, and flying, too high of fares could turn the Hyperloop into a luxury transport system for the elite. Concorde anyone?
Again, while I applaud Musk's ambition, I worry that he is not proceeding intelligently enough. Intelligently developing something like a Hyperloop system would entail focusing more on his own and his organization's ignorance, avoiding the tendency to become overly enamored with one's own technical acumen. Doing so would also entail not committing oneself too early to a certain technical outcome but designing so as to maximize opportunities for learning as well as ensuring that mistakes are relatively inexpensive to correct. Such an approach, unfortunately, is rarely compatible with grand visions of immediate technical progress, at least in the short-term. Unfortunately, many of us, especially Silicon Valley venture capitalists, are too in love with those grand visions to make the right demands of technologists like Musk.
Repost from TechnoScience as if People Mattered
There has been no shortage of both hype and skepticism surrounding a proposed innovation whose creators champion as potentially solving North America’s energy woes: Solar Roadways. While there are reasonable concerns about the technical and economic viability of incorporating solar panels into street and highways, almost completely ignored are the sociopolitical facets of the issue. Even if they end up being technically and financially feasible, the question of “Why should we want them?” remains unanswered. Too readily do commentators forget that at stake is not merely how Americans get their electricity but the very organization of everyday life and the character of their communities.
Solar Roadways technology is the brainchild of an Idaho start-up. It involves sandwiching photovoltaics between a textured, tempered road surface and a concrete bedding that houses other necessary electronics, such as storage batteries and/or the circuitry needed to connect it to the electrical grid. Others have raised issue over the fairly rosy estimates of these panels’ likely cost and potential performance, including their driveability and longevity as well as whether or not factors like snowfall, low temperatures in northern states and road grime will drastically reduce their efficiency. Given that life cycle analyses of rooftop solar panels estimate energy payback periods of ten to twenty years, any reduction in efficiency makes PV systems much less feasible. Will the panels actually last long enough to offset the energy it takes to build, distribute and install them? The extensive history of expensive technological failures should alert citizens to the need to address such worries before this technology is embraced on a massive scale.
However, these reasonable technical concerns should not distract one from looking into the potential sociocultural consequences of implementing solar roadways. One of the main observations of Science and Technology Studies scholarship is that technologies have political consequences: Their very existence and functioning renders some choices and sets of actions possible and others more difficult if not impossible. One of the most obvious examples is how the transportation infrastructures implemented since the 1940’s have rendered walkable, vibrant urban areas in the United States exceedingly difficult to realize. Residents of downtown Albany, for instance, are practically prohibited from being able to choose to have a pleasant waterfront area on the edge of the Hudson River because mid-twentieth century state legislators decided to put I-787 there (partly in order to facilitate their own commutes into the city). Contemporary advocates for an accessible and vibrant waterfront not only face opposition from today’s legislators but also the disincentives posed by the costs and difficulties of moving millions of tons of sunk concrete and disrupting the established transportation network.
Solar Roadways, therefore, is not merely a promising green energy idea but also potentially a mechanism for further entrenching the current transportation system of roads and highways. It is politically consequential technology. Most citizens are already committed to the highway and automobile system for their transportation needs, in part also due to the intentional dismantling and neglect of public transit. Having to rely on the highway and road system for electricity would only make moving away from car culture and toward walkable cities more difficult. It is socially and politically challenging to alter infrastructure once it is entrenched. Dismantling a solarfied I-787 in Albany, for example, would not simply require disrupting transportation networks but energy systems as well. If states were to implement solar roadways, it would be effectively an act of legislation that helps ensure that automobile-oriented lifestyles remain dominant for decades to come.
This further entrenchment of automobility may be exactly why the idea of solar roadways seems so enticing to some. Solar Roadways is an example of what is known in Science and Technology Studies as a “techno-fix.” It promises the solving of complex sociotechnical problems through a “miracle” innovation and, hence, without the need to make difficult social and political decisions (see here for an STS-inspired take). That is, solar roadways are so alluring because they seem to provide an easy solution to the problems of climate change and growing energy scarcity. No need to implement carbon taxes, drive less or better regulate industry and the exploitation non-renewable resources, the technology will fix everything! To be fair, techno-fixes are not always bad. The point is only that one should be cautiously critical of them in order to not risk falling victim to wide-eyed techno-idealism.
Some readers, of course, might still be skeptical of my interpretation of solar roadways as techno-fix perhaps aimed more at saving car culture than creating a more sustainable technological civilization. However, one simply need to ask “Why roadways rather than rooftops?” It does not take much expertise in renewable energy technologies to recognize that solar panels on rooftops make much more sense than on streets, highways and parking lots: They last longer because they are not subject to having cars and trucks drive on them; they can be angled to maximize the incidence of the sun’s rays; and there is likely just as much unused roof space as asphalt. Given all the additional barriers they face, it seems hard to deny that some of appeal of solar roadways is not technical but cultural: They promise the stabilization and entrenchment of a valued but likely unsustainable way of life.
Nevertheless, I do not want to simply shoot down solar roadway technology but ask “How could it be used to support ways of life other than car culture?” Critically analyzing a technology from a Science and Technology Studies perspective can often lead to recommendations for its reconstruction, not simply its abandonment. I would suggest reinterpreting this proposed innovation as solar walkways rather than roadways, given that their longevity is more certain if subjected to footsteps instead of multi-ton vehicles. Moreover, as urban studies scholars have documented for decades, most urban and suburban spaces in North America suffer from a lack of quality public space. City plazas and town squares might seem more “rational” to municipal planners if their walking surfaces were made up of PV panels. Better yet, consider incorporating piezoelectrics at the same time and generate additional electricity from the pedestrians walking on it. Feed this energy into a collectively owned community energy system and one has the makings of a technology that, along with a number of other sociotechnical and political changes, could help make more vibrant, public urban spaces easier to realize.
Citizens, certainly, could decide that solar walkways are no more feasible or attractive than solar roadways, and should investigate potential uses that go far beyond what I have suggested. Regardless, part of the point of Science and Technology Studies is to creatively re-imagine how technologies and social structures could mutually reinforce each other in order to support alternative or more desirable ways of life. Despite all the Silicon Valley rhetoric around “disruption,” new innovations tend be framed and implemented in ways that favor the status quo and, in turn, those who benefit from it. The supposed “disruption” posed by solar roadway technology is little different. Members of technological civilization would be better off if they not only asked of new innovations “Is it feasible?” but also “Does it support a sustainable and desirable way of life?” Solar freakin’ roadways might be viable, but citizens should reconsider if they really want the solar freakin’ car culture that comes with it.
Repost from Technoscience as if People Mattered
In almost every technoscientific controversy participants could take better account of the inescapable complexities of reality and the uncertainties of their knowledge. Unfortunately, many people suffer from significant cognitive barriers that prevent them from doing so. That is, they tend to carry the belief that their own side is in unique possession of Truth and that only their opponents are in any way biased, politically motivated or otherwise lacking in sufficient data to support their claims. This is just as clear in the case of Vibram Five Finger shoes (i.e., “toe shoes”) as it is for GMO’s and climate change. Much of humanity would be better off, however, if technological civilization responded to these contentious issues in ways more sensitive to uncertainty and complexity.
Five Fingers are the quintessential minimalist shoe, receiving much derision concerning its appearance and skepticism about its purported health benefits. Advocates of the shoes claim that its minimalist design helps runners and walkers maintain a gait similar to being barefoot while enjoying protection from abrasion. Padded shoes, in contrast, seem to encourage heel striking and thereby stronger impact forces in runners’ knees and hips. The perceived desirability of a barefoot stride is in part based on the argument that it better mimics the biomechanical motion that evolved in humans over millennia and the observation of certain cultures that pursue marathon long-distance barefoot running. Correlational data suggests that people in places that more often eschew shoes suffer less from chronic knee problems, and some recent studies find that minimalist shoes do lead to improved foot musculature and decreased heel striking.
Opponents, of course, are not merely aesthetically opposed to Five Fingers but mobilize their own sets of scientific facts and experts. Skeptics cite studies finding higher rates of injury among those transitioning to minimalist shoes than those wearing traditional footwear. Others point to “barefoot cultures” that still run with a heel striking gait. The recent settlement by Vibram with plaintiffs in a class-action lawsuit, moreover, seems to have been taken as a victory of rational minds over pseudoscience by critics who compare the company to 19th century snake oil salesmen. Yet, this settlement was not an admission that the shoes did nothing but merely that recognition that there are not yet unequivocal scientific evidence to back up the company’s claims about the purported health benefits of the shoes.
Neither of the positions, pro or con, is immediately more “scientific” than the other. Both sides use value-laden heuristics to take a position on minimalist shoes in the absence of controlled, longitudinal studies that might settle the facts of the matter. The unspoken presumption among critics of minimalist shoes is that highly padded, non-minimalist shoes are unproblematic when really they are an unexamined sociotechnical inheritance. No scientific study has justified adding raised heels, pronation control and gel pads to sneakers. Advocates of minimalist shoes and barefoot running, on the other hand, trust the heuristic of “evolved biomechanics” and “natural gait” given the lack of substantial data on footwear. They put their trust in the argument that humans ran fine for millenia without heavily padded shoes.
There is nothing inherently wrong, of course, about these value commitments. In everyday life as much as in politics, decisions must be made with incomplete information. Nevertheless, participants in debates over these decisions too frequently present themselves as in possession of a level of certainty they cannot possibly have, given that the science on what kinds of shoes humans ought to wear remains mostly undone.
At the same time, it seems unfair to leave footwear consumers in the position of having to fumble with the decision between purchasing a minimalist or non-minimalist shoe. A technological civilization sensitized to uncertainty and complexity would take a different approach to minimalist shoes than the status quo process of market-led diffusion with very little oversight or monitoring.
To begin, the burden of proof would be more appropriately distributed. Advocates of minimalist shoes are typically put in the position of having to prove the safety and desirability of them, despite the dearth of conclusive evidence whether or not contemporary running shoes are even safe. There are risks on both sides. Minimalist shoes may end up injuring those who embrace them or transition too quickly. However, if they do in fact encourage healthier biomechanics, it may be that multitudes of people have been and continue to be unnecessarily destined for knee and hip replacements by their clunky New Balances. Both minimalist and non-minimalist shoes need to be scrutinized.
Second, use of minimalist shoes should be gradually scaled-up and matched with well-funded, multipartisan monitoring. Simply deploying an innovation with potential health benefits and detriments then waiting for a consumer response and, potentially, litigation means an unnecessarily long, inefficient and costly learning process. Longitudinal studies on Five Fingers and other minimalist shoes could have begun as soon as they were developed or, even better, when companies like Nike and Reebok started adding raised heels and gel pads.
Monitoring of minimalist shoes, moreover, would need to be broad enough to take account of confounding variables introduced by cultural differences. Indeed, it is hard to compare American joggers to barefoot running Tarahumara Indians when the former have typically been wearing non-minimalist shoes for their whole lives and tend to be heavier and more sedentary. Squat toilets make for a useful analogy. Given the association of western toilets with hiatal hernias and other ills, abandoning them would seem like a good idea. However, not having grown up with them and likely being overweight or obese, many Westerners are unable to squat properly, if at all, and would risk injury using a squat toilet.
Most importantly, multi-partisan monitoring would help protect against clear conflicts of interest. The controversy over minimalist and non-minimalist shoes impacts the interests of experts and businesses. There is a burgeoning orthotics and custom running shoes industry that not only earns quite a lot of revenue in selling special footwear and inserts but also certifies only certain people as having the “correct” expertise concerning walking and running issues. They are likely to adhere to their skepticism about minimalist shoes as strongly as oil executives do on climate change, for better or worse. Although large firms are quickly introducing their own minimalist shoes designs, a large-scale shift toward them would threaten their business models: Since minimalist shoes do not have cushioning that breaks down over time, there is no need to replace them every three to six months. Likewise, Vibram itself is unlikely to fully explore the potential limitations of their products.
Finally, funds should have been set aside for potential victims. Given a long history of unintended consequences resulting from technological change, it should not have come as a surprise that a dramatic shift in footwear would produce injuries in some customers. Vibram Five Finger shoes, in this way, are little different from other innovations, such as the Toyota Prius’ electronically controlled accelerator pedal or novel medications like Vioxx. Had Vibram been forced to proactively set aside funds for potential victims, they would have been provided an incentive to more carefully study their shoes’ effects. Moreover, those ostensibly injured by the company’s product would not have to go through such a protracted and expensive legal battle to receive compensation.
Although the process I have proposed might seem strange at first, the status quo itself hardly seems reasonable. Why should companies be permitted to introduce new products with little accountability for the risks posed to consumers and no requirements to discern what risks might exist? There is no obvious reason why footwear and sporting equipment should not be treated similarly to other areas of innovation where the issues of uncertainty and complexity loom large, like nanotechnology or new pharmaceuticals. The potential risks for acute and chronic harms are just as real, and the interests of manufacturers and citizens are just as much in conflict. Are Vibram Five Finger shoes made for running? Perhaps. But without changes to the way technological civilization governs new innovations, participants in any controversy are provided with neither the means nor sufficient incentive to find the answer.
Repost from TechnoScience as if People Mattered
Despite all the potential risks of driverless cars and the uncertainty of actually realizing their benefits, totally absent from most discussions of this technology is the possibility of rejecting it. On the Atlantic Cities blog, for instance, Robin Chase recently wondered aloud whether a future with self-driving cars will be either heaven or hell. Although it is certainly refreshing that she eschews the techno-idealism and hype that too often pervades writing about technology, she nonetheless never pauses to consider if they really must be “the future.” Other writing on the subject is much less nuanced than even what Chase offers. A writer on the Freakanomics blog breathlessly describes driverless technology as a “miracle innovation” and a “pending revolution.” The implication is clear: Driverless cars are destined to arrive at your doorstep. Why is it that otherwise intelligent people seem to act as if autopiloted automobiles were themselves in the driver’s seat, doing much of the steering of technological development for humanity?
The tendency to approach the development of driverless cars fatalistically reflects the mistaken belief that technology mostly evolves according to its own internal logic: i.e., that technology writ large progresses autonomously. With this understanding of technology, humanity’s role, at best, is simply to adapt as best they can and address the unanticipated consequences but not attempt to consciously steer or limit technological innovation. The premise of autonomous technology, however, is undermined by the simple social scientific observation of how technologies actually get made. Which technologies become widespread is as much sociopolitical as technical. The dominance of driving in the United States, for instance, has more to do with the stifling municipal regulation on and crushing debts held by early 20th century transit companies, the Great Depression, the National Highway Act and the schemes of large corporations like GM and Standard Oil to eliminate streetcars than the purported technical desirability of the automobile.
Indeed, driverless cars can only become “the future” if regulations allow them on city streets and state highways. Citizens could collectively choose to forgo them. The cars themselves will not lobby legislatures to allow them on the road; only the companies standing to profit from them will. How such simple observations are missed by most people is a reflection of the entrenchment of the idea of autonomous technology in their thinking. Certain technologies only seem fated to dominate technological civilization because most people are relegated to the back seat on the road to “progress,” rarely being allowed to have much say concerning where they are going and how to get there. Whether or not citizens’ lives are upended or otherwise negatively affected by any technological innovation is treated as mainly a matter for engineers, businesses and bureaucrats to decide. The rest of us are just along for the ride.
A people-driven, rather than technology or elite-driven, approach to the driverless cars would entail implementing something like what Edward Woodhouse has called the “Intelligent Trial and Error” steering of technology. An intelligent trial and error approach recognizes that, given the complexity and uncertainty surrounding any innovation, promises are often overstated and significant harms overlooked. No one really knows for sure what the future holds. For instance, automating driving might fail to deliver on promised decreases in vehicles on the road and miles driven if it contributes to accelerating sprawl and its lower costs leads to more frequent and frivolous trips and deliveries.
The first step to the intelligent steering of driverless car technology would be to involve those who might be negatively affected. Thus far, most of the decision making power lies with less-than-representative political elites and large tech firms, the latter obviously standing to benefit a great deal if and when they get the go ahead. There are several segments of the population likely to be left in the ditch in the process of delivering others to "the future." Drastically lowering the price of automobile travel will undermine the efforts of those who desire to live in more walkable and dense neighborhoods. Automating driving will likely cause the massive unemployment of truck and cab drivers. Current approaches to (poorly) governing technological development are poised to render these groups victims of “progress” rather than participants in it. Including them could open up previously unimagined possibilities, like moving forward with driverless cars only if financial and regulatory support could be suitably guaranteed for redensifying urban areas and the retraining, social welfare and eventual placement in livable wage jobs for the workers made obsolete.
Taking the sensible initial precaution of gradually scaling-up developments is another component of intelligent trial and error. For self-driving cars, this would mostly entail more extensive testing than is currently being pursued. The experiences of a few dozen test vehicles in Nevada or California hardly provide any inkling of the potential long-term consequences. Actually having adequate knowledge before proceeding with autonomous automobiles would likely require a larger-scale implementation of them within a limited region for a period of five years if not more than a decade. During this period, this area would need to be monitored by a wide range of appropriate experts, not just tech firms with obvious conflicts of interest. Do these cars promote hypersuburbanization? Are they actually safer, or do aggregations of thousands of programmed cars produce emergent crashes similar to those created by high-frequency trading algorithms? Are vehicle miles really substantially affected? Are citizens any happier or noticeably better off, or do driverless commutes just amount to more unpaid telework hours and more time spent improving one’s Candy Crush score? Doing this kind of testing for autopiloted automobiles would be simply extending the model of the FDA, which Americans already trust to ensure that their drugs cure rather than kill them, to technologies with the potential for equally tragic consequences.
If and only if driverless cars were to pass these initial hurdles, a sane technological civilization would then implement them in ways that were flexible and fairly easy to reverse. Mainly this would entail not repeating the early 20th century American mistake of dismantling mass transit alternatives or prohibiting walking and biking through autocentric design. The recent spikes in unconventional fossil fuel production aside, resource depletion and climate change are likely to eventually render autopiloted automobiles an irrational mode of transportation. They depend on the ability to shoot expensive communication satellites into space and maintain a stable electrical grid, both things that growing energy scarcity would make more difficult. If such a future came to pass self-driving cars would end up being the 21st century equivalent of the abandoned roadside statues of Easter Island: A testament to the follies of unsustainable notions of progress. Any intelligent implementation of driverless cars would not leave future citizens with the task of having to wholly dismantle or desert cities built around the assumption of forever having automobiles, much less self-driving ones.
There, of course, are many more details to work out. Regardless, despite any inconveniences that an intelligent trial and error process would entail, it would beat what currently passes for technology assessment: Talking heads attempting to predict all the possible promises and perils of a technology while it is increasingly developed and deployed with only the most minimal of critical oversight. There is no reason to believe that the future of technological civilization was irrevocably determined once Google engineers started placing self-driving automobiles on Nevada roads. Doing otherwise would merely require putting the broader public back into the driver’s seat in steering technological development.
Taylor C. Dotson is an associate professor at New Mexico Tech, a Science and Technology Studies scholar, and a research consultant with WHOA. He is the author of Technically Together: Reconstructing Community in a Networked World. Here he posts his thoughts on issues mostly tangential to his current research.
Reopening Colleges & Universities an Unwise, Needless Gamble
Radiation Politics in a Pandemic
What Critics of Planet of the Humans Get Wrong
Why Scientific Literacy Won't End the Pandemic
Community Life in the Playborhood
Who Needs What Technology Analysis?
The Pedagogy of Control
Don't Shovel Shit
The Decline of American Community Makes Parenting Miserable
The Limits of Machine-Centered Medicine
Why Arming Teachers is a Terrible Idea
Why School Shootings are More Likely in the Networked Age
Gun Control and Our Political Talk
Semi-Autonomous Tech and Driver Impairment
Community in the Age of Limited Liability
Conservative Case for Progressive Politics
Hyperloop Likely to Be Boondoggle
Policing the Boundaries of Medicine
On the Myth of Net Neutrality
On Americans' Acquiescence to Injustice
Science, Politics, and Partisanship
Moving Beyond Science and Pseudoscience in the Facilitated Communication Debate
Privacy Threats and the Counterproductive Refuge of VPNs
Andrew Potter's Macleans Shitstorm
The (Inevitable?) Exportation of the American Way of Life
The Irony of American Political Discourse: The Denial of Politics
Why It Is Too Early for Sanders Supporters to Get Behind Hillary Clinton
Science's Legitimacy Problem
Forbes' Faith-Based Understanding of Science
There is No Anti-Scientism Movement, and It’s a Shame Too
American Pro Rugby Should Be Community-Owned
Why Not Break the Internet?
Working for Scraps
Solar Freakin' Car Culture
Mass Shooting Victims ARE on the Rise
Are These Shoes Made for Running?
Underpants Gnomes and the Technocratic Theory of Progress
Don't Drink the GMO Kool-Aid!
On Being Driven by Driverless Cars
Why America Needs the Educational Equivalent of the FDA
On Introversion, the Internet and the Importance of Small Talk
I (Still) Don't Believe in Digital Dualism
The Anatomy of a Trolley Accident
The Allure of Technological Solipsism
The Quixotic Dangers Inherent in Reading Too Much
If Science Is on Your Side, Then Who's on Mine?
The High Cost of Endless Novelty - Part II
The High Cost of Endless Novelty
Lock-up Your Wi-Fi Cards: Searching for the Good Life in a Technological Age
The Symbolic Analyst Sweatshop in the Winner-Take-All Society
On Digital Dualism: What Would Neil Postman Say?
Redirecting the Technoscience Machine
Battling my Cell Phone for the Good Life