Archives September 2023

Why is it that so many companies that rely on monetizing the data of their users seem to be extremely hot on AI? If you ask Signal president Meredith Whittaker (and I did), she’ll tell you it’s simply because “AI is a surveillance technology.” Onstage at TechCrunch Disrupt 2023, Whittaker explained her perspective that AI is largely inseparable from the big data and targeting industry perpetuated by the likes of Google and Meta, as well as less consumer-focused but equally prominent enterprise and defense companies. “It requires the surveillance business model; it’s an exacerbation of what we’ve seen since the late ’90s and the development of surveillance advertising. AI is a way, I think, to entrench and expand the surveillance business model,” she said.

“The Venn diagram is a circle.” “And the use of AI is also surveillant, right?” she continued. “You know, you walk past a facial recognition camera that’s instrumented with pseudo-scientific emotion recognition, and it produces data about you, right or wrong, that says ‘you are happy, you are sad, you have a bad character, you’re a liar, whatever.’ These are ultimately surveillance systems that are being marketed to those who have power over us generally: our employers, governments, border control, etc., to make determinations and predictions that will shape our access to resources and opportunities.”

Saturday the San Francisco Chronicle published a joint opinion piece from MIT professor Carlo Ratti (who directs an MIT digital lab exploring the collection of digital data about urban life) and John Rossant (founder of the collaborative data-sharing platform CoMotion).

Together they penned a warning about a future filled with robotaxis. “Their convenience could seduce us into vastly overusing our cars. The result? An artificial-intelligence-powered nightmare of traffic, technically perfect but awful for our cities.”
Why do we believe this? Because it has already come to pass with ride-sharing. In the 2010s, the Senseable City Lab at the Massachusetts Institute of Technology, where one of us serves as the director, was at the forefront of using Big Data to study how ride-hailing and ride-sharing could make our streets cleaner and more efficient. The findings appeared to be astonishing: With minimal delays to passengers, we could match riders and reduce the size of New York City taxi fleets by 40%. More people could get around in fewer cars for less money. We could reduce car ownership, and free up curbs and parking lots for new uses. This utopian vision was not only compelling but within reach.

After publishing our results, we started the first collaboration between MIT and Uber to research a then-new product: Uber Pool (now rebranded UberX Share), a service that allows riders to share cars when heading to similar destinations for a lower cost. Alas, there is no such thing as a free lunch. Our research was technically right, but we had not taken into account changes in human behavior. Cars are more convenient and comfortable than walking, buses and subways — and that is why they are so popular. Make them even cheaper through ride-sharing and people are coaxed away from those other forms of transit. This dynamic became clear in the data a few years later: On average, ride-hailing trips generated far more traffic and 69% more carbon dioxide than the trips they displaced. We were proud of our contribution to ride-sharing but dismayed to see the results of a 2018 study that found that Uber Pool was so cheap it increased overall city travel: For every mile of personal driving it removed, it added 2.6 miles of people who otherwise would have taken another mode of transportation.

As robotaxis are on the cusp of proliferating across the world, we are about to repeat the same mistake, but at a far greater scale… [W]e cannot let a shiny new piece of technology drive us into an epic traffic jam of our own making. The best way to make urban mobility accessible, efficient and green is not about new technologies — neither self-driving cars nor electric ones — but old ones. Buses, subways, bikes and our own two feet are cleaner, cheaper and more efficient than anything Silicon Valley has dreamt up… Autonomous technology could, for example, allow cities to offer more buses, shuttles and other forms of public transit around the clock. That’s because the availability of on-demand AVs could assure “last-mile” connections between homes and transit stops. It could also be a godsend for older people and those with disabilities. However, any scale-up of AVs should be counterbalanced with investments in mass transit and improvements in walkability.

Above all, we must put in place smart regulatory and tax regimes that allow all sustainable mobility modes — including autonomous services — to scale safely and intelligently. They should include, for example, congestion fees to discourage overuse of individual vehicles.

Analysis of data gathered using cutting-edge methodology — including detailed satellite images and measurements from more than 1,400 ground monitoring stations — reveals a dire picture of dirty air, with 98% of people living in areas with highly damaging fine particulate pollution that exceed World Health Organization guidelines. Almost two-thirds live in areas where air quality is more than double the WHO’s guidelines.

The worst hit country in Europe is North Macedonia. Almost two-thirds of people across the country live in areas with more than four times the WHO guidelines for PM2.5, while four areas were found to have air pollution almost six times the figure, including in its capital, Skopje. Eastern Europe is significantly worse than western Europe, apart from Italy, where more than a third of those living in the Po valley and surrounding areas in the north of the country breath air that is four times the WHO figure for the most dangerous airborne particulates.

Before a single witness could utter a word of testimony in the Google antitrust case on Tuesday, the public and the press were temporarily barred from the courtroom. It’s just another step in a long list of anti-transparency measures styming access to the case: documents and testimony have been repeatedly sealed; exhibits used in open court have been removed from the internet; and only those who can actually make it to the courtroom are permitted to listen to the testimony (when they’re allowed in at all, that is).

Despite these restrictions, reporters and courtwatchers have been doing their best to inform their audiences about the trial. But if the federal judge presiding over the case, Amit Mehta, doesn’t act soon to stop this tsunami of secrecy, people may be left mostly in the dark about the biggest antitrust lawsuit of the 21st century.

Behind this anti-transparency push are Google and other big tech companies arguing that letting people observe the case fully could reveal trade secrets or otherwise embarrass them by generating “clickbait.” There is some precedent for closing parts of trials or redacting court documents to avoid disclosing trade secrets. But not to save corporations from embarrassment.

Mozilla found brands including BMW, Ford, Toyota, Tesla, and Subaru collect data about drivers including race, facial expressions, weight, health information, and where you drive. Some of the cars tested collected data you wouldn’t expect your car to know about, including details about sexual activity, race, and immigration status, according to Mozilla. […] The worst offender was Nissan, Mozilla said. The carmaker’s privacy policy suggests the manufacturer collects information including sexual activity, health diagnosis data, and genetic data, though there’s no details about how exactly that data is gathered. Nissan reserves the right to share and sell “preferences, characteristics, psychological trends, predispositions, behavior, attitudes, intelligence, abilities, and aptitudes” to data brokers, law enforcement, and other third parties.

Other brands didn’t fare much better. Volkswagen, for example, collects your driving behaviors such as your seatbelt and braking habits and pairs that with details such as age and gender for targeted advertising. Kia’s privacy policy reserves the right to monitor your “sex life,” and Mercedes-Benz ships cars with TikTok pre-installed on the infotainment system, an app that has its own thicket of privacy problems. The privacy and security problems extend beyond the nature of the data car companies siphon off about you. Mozilla said it was unable to determine whether the brands encrypt any of the data they collect, and only Mercedes-Benz responded to the organization’s questions.

Mozilla also found that many car brands engage in “privacy washing,” or presenting consumers with information that suggests they don’t have to worry about privacy issues when the exact opposite is true. Many leading manufacturers are signatories to the Alliance for Automotive Innovation’s “Consumer Privacy Protection Principles (PDF).” According to Mozilla, these are a non-binding set of vague promises organized by the car manufacturers themselves. Questions around consent are essentially a joke as well. Subaru, for example, says that by being a passenger in the car, you are considered a “user” who has given the company consent to harvest information about you. Mozilla said a number of car brands say it’s the drivers responsibility to let passengers know about their car’s privacy policies — as if the privacy policies are comprehensible to drivers in the first place. Toyota, for example, has a constellation of 12 different privacy policies for your reading pleasure.

New York law enforcement agencies have spent millions of dollars to expand their capabilities to track and analyze social media posts, new documents show, including by contracting with a surveillance firm accused of improperly scraping social media platforms for data.

Documents obtained by the Surveillance Technology Oversight Project (Stop), a privacy advocacy non-profit and shared with the Guardian, reveal the New York police department in 2018 entered a nearly $9m contract with Voyager Labs, a surveillance company that has been sued by Meta for allegedly using nearly 40,000 fake Facebook accounts to collect data on an estimated 600,000 users.

In a document released on Wednesday, the government outlined its ambitions to potentially deploy new biometric systems nationally over the next 12 to 18 months. The move comes after privacy campaigners and independent academics criticised the technology for being inaccurate and biased, particularly against darker-skinned people.

MPs have previously called for a moratorium on its use on the general population until clear laws are established by parliament. The government is calling for submissions from companies for technologies that “can resolve identity using facial features and landmarks,” including for live facial recognition which involves screening the general public for specific individuals on police watch lists.

In particular, the Home Office is highlighting its interest in novel artificial intelligence technologies that could process facial data efficiently to identify individuals, and software that could be integrated with existing technologies deployed by the department and with CCTV cameras. Facial recognition software has been used by South Wales Police and London’s Metropolitan Police over the past five years across multiple trials in public spaces including shopping centres, during events such as the Notting Hill Carnival and, more recently, during the coronation.

For years, cops and other government authorities all over the world have been using phone hacking technology provided by Cellebrite to unlock phones and obtain the data within. And the company has been keen on keeping the use of its technology “hush hush.” As part of the deal with government agencies, Cellebrite asks users to keep its tech — and the fact that they used it — secret, TechCrunch has learned. This request concerns legal experts who argue that powerful technology like the one Cellebrite builds and sells, and how it gets used by law enforcement agencies, ought to be public and scrutinized.

In a leaked training video for law enforcement customers that was obtained by TechCrunch, a senior Cellebrite employee tells customers that “ultimately, you’ve extracted the data, it’s the data that solves the crime, how you got in, let’s try to keep that as hush hush as possible.” “We don’t really want any techniques to leak in court through disclosure practices, or you know, ultimately in testimony, when you are sitting in the stand, producing all this evidence and discussing how you got into the phone,” the employee, who we are not naming, says in the video.

U.S. spy agencies will share more intelligence with U.S. companies, nongovernmental organizations and academia under a new strategy released this week that acknowledges concerns over new threats, such as another pandemic and increasing cyberattacks. The National Intelligence Strategy, which sets broad goals for the sprawling U.S. intelligence community, says that spy agencies must reach beyond the traditional walls of secrecy and partner with outside groups to detect and deter supply-chain disruptions, infectious diseases and other growing transnational threats. The intelligence community “must rethink its approach to exchanging information and insights,” the strategy says.

The U.S. government in recent years has begun sharing vast amounts of cyber-threat intelligence with U.S. companies, utilities and others who are often the main targets of foreign hackers, as well as information on foreign-influence operations with social-media companies… The emphasis on greater intelligence sharing is part of a broader trend toward declassification that the Biden administration has pursued.

Regulations imposed in 2020 by the United Nations’s International Maritime Organization (IMO) have cut ships’ sulfur pollution by more than 80% and improved air quality worldwide. The reduction has also lessened the effect of sulfate particles in seeding and brightening the distinctive low-lying, reflective clouds that follow in the wake of ships and help cool the planet. The 2020 IMO rule “is a big natural experiment,” says Duncan Watson-Parris, an atmospheric physicist at the Scripps Institution of Oceanography. “We’re changing the clouds.”

By dramatically reducing the number of ship tracks, the planet has warmed up faster, several new studies have found. That trend is magnified in the Atlantic, where maritime traffic is particularly dense. In the shipping corridors, the increased light represents a 50% boost to the warming effect of human carbon emissions. It’s as if the world suddenly lost the cooling effect from a fairly large volcanic eruption each year, says Michael Diamond, an atmospheric scientist at Florida State University. The natural experiment created by the IMO rules is providing a rare opportunity for climate scientists to study a geoengineering scheme in action — although it is one that is working in the wrong direction. Indeed, one such strategy to slow global warming, called marine cloud brightening, would see ships inject salt particles back into the air, to make clouds more reflective. In Diamond’s view, the dramatic decline in ship tracks is clear evidence that humanity could cool off the planet significantly by brightening the clouds. “It suggests pretty strongly that if you wanted to do it on purpose, you could,” he says.