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In a world of autonomous vehicles, this is why we'll need more public transport than ever
Combined with high-capacity public transport, AVs could remove 9 out of every 10 cars in a mid-sized European city.
The media is fascinated by autonomous vehicles (AVs), in particular their safety and when or if they will arrive en masse.
A bigger and more important question is how AVs will work together as fleets and whether they work with public transport to move more people with fewer vehicles to solve our urban congestion and pollution challenges.
There is growing consensus that while personal electric AVs may improve air quality, they will only make traffic worse in cities, because replacing private autos one-for-one will not address congestion; and people may be so comfortable in their AV pods that they won't mind sitting in traffic for hours. For the latter reason, researchers at ETH Zurich have suggested that cities prohibit the use of personal AVs.
What is crucial is that AVs are electric, shared and work with public transport; and that cities invest in the infrastructure and technology necessary to support a connected, multi-modal transit network that includes shared electric AVs that can replace or augment less efficient traditional bus lines.
The city as app store
Ride-hailing companies like Uber and Lyft are adding public transit to their apps to help people plan door-to-door trips, becoming Mobility as a Service (MaaS) aggregators. But this is backwards – public transit apps should add Uber and Lyft and the robotaxis of the future into their marketplaces. "There's nothing precluding commercial MaaS operators from favouring their own solutions; public transportation could very well be sidelined," urban planners at San Francisco's SPUR have warned.
Los Angeles Department of Transportation General Manager Saleta Reynolds has put it this way: cities should act like "app stores" for mobility services. "The way Google and Apple invite innovation on their platforms is that they have terms and services that the companies agree to and then they can sell their products in the app store," she said at last year's CoMotion LA event. "As soon as they violate those terms and conditions, they are out of the app store."
This approach may rankle some who hope that electric AVs will replace what they see as inefficient, subsidised public transport with profitable, private alternatives. Though people often complain that public transportation loses money and is a drag on government budgets, looking at it as for-profit business misses much of the value public transport brings to communities and overlooks the costs of auto-centric mobility.
The benefits of public transit
The capital and operational costs associated with public transit should be viewed as an investment in economic development rather than a simple business cost. The Union Internationale des Transports Publics (UITP), the world's largest association of public transportation agencies, points out that "investment in public transport sparks a chain reaction in economic activity up to three or four times the initial investment".
It is important to remember that transportation, public or private, is rarely an end in itself. It is a means to another goal, for individuals to get to work, for example, and for employers to have wider access to workers. The benefits of accessible public transportation are widespread, according to the American Public Transportation Association (APTA):
- Every dollar invested in public transit generates $4 in economic returns;
- Every $10 million in capital investment in public transportation yields $30 million in increased business;
- Every $10 million in operating investment yields $32 million in increased business.
In the US, households living in auto-dependent locations spend as much as 25% of their income on transportation. A car that breaks down can mean the loss of a job. Reliable public transit lowers the cost of living for people with easy access to it, saving users more than $10,000 per year.
Costs of auto-centric cities
The UITP also points out that "while large-scale public transport investment projects are undoubtedly expensive, they are actually significantly less expensive than the direct cost of congestion, which can seriously harm the cities' competitiveness, affecting travel time reliability and business productivity."
Let's look at some of the negative economic and social impacts of private autos and congestion and pollution in cities:
- 1.25 million deaths and 20-50 million injuries from auto accidents each year (mostly due to human error) costing $518 billion globally or 1-2% of GDP for most nations;
- Some 385,000 people die prematurely each year from air pollution caused by vehicle emissions;
- Lack of public transportation is a major obstacle to employment in many regions – Europe already spends 1.4% of GDP on unemployment benefits;
- Commuters spend 100-200 hours per year in traffic, that's as much as five 40-hour weeks of lost productivity.
Will AVs help or hurt cities?
Multiple studies have been published sowing the seeds of doubt about the ability of AVs to improve congestion. University of California at Santa Cruz researcher Adam Millard-Ball studied traffic in San Francisco and found that AVs could double traffic because it will be far less expensive for vehicles to cruise or return home than to park in the city centre. Researchers at ETH Zurich and the University of Sydney came to similar conclusions.
Many point to the impact that ride-hailing companies like Uber and Lyft have had on congestion and pollution as negative examples of what private AVs could do to cities. While promising to reduce traffic and emissions, the services are responsible for 5.7 billion miles added to US city streets, for example, and travel 2.8 miles empty for every mile that they carry a passenger. Most of those miles are used by people that otherwise would have used public transport.
A shared future
At the same time, research shows that shared electric AVs could reduce traffic and ride times. Integration with public transport is critical to achieving these benefits. Shared AVs "combined with high-capacity public transport could remove 9 out of every 10 cars in a mid-sized European city," according to the International Transport Forum (ITU). The corresponding reduction in traffic could reduce the time taken by these shared vehicles to complete all trips by as much as 30%.
Making cities work
More than 50% of the world's population live in major metropolitan areas and more people are coming: by 2050, that number is expected to near 70% percent. These cities are the economic engines of the world. According to the consulting firm McKinsey, "Six hundred cities – the City 600 – are projected to generate more than 60% of global growth to 2025."
Cities are already short on roads and housing. In order to accommodate growth and support business and commerce, urban transportation will need to get smarter. New public and private transportation services including autonomous ones can play an important role in enabling smarter mobility but getting there will require more investment in urban transit, not less. In addition to reducing congestion, the ITU found that a combined shared AV/high-capacity public transport network can reduce off-street parking needs by 80%, "generating new opportunities for alternative uses of this valuable space."
If cities are to serve as an app store for new mobility services, they will need the support of corresponding technology platforms that enable public and private operators to work together. "There is no reason why current public transport operators or taxi companies could not take an active role in delivering these services," ITU's report says. "Governance of transport services, including concession rules and arrangements, will have to adapt." This will no doubt include limiting the number of AV services that can be operated to balance supply and demand and to avoid the overloading of vehicles seen with today's peer-to-peer ride-hailing services.
Public transportation has a mandate that private companies don't: to make safe, affordable transit available to all residents regardless of age, income, ability and location. Cities will need leverage to enforce policies that serve all stakeholders so that all can thrive. While public transit operators may never turn a profit in the traditional sense that we use to evaluate private businesses, the direct and indirect economic benefits that their services deliver to residents and businesses are far greater than the capital and operational costs involved. AVs and services will need to be a part of the mix public transport offers becoming, as the ITU notes, "a new form of low capacity, high quality public transport."
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"Deepfakes" and "cheap fakes" are becoming strikingly convincing — even ones generated on freely available apps.
- A writer named Magdalene Visaggio recently used FaceApp and Airbrush to generate convincing portraits of early U.S. presidents.
- "Deepfake" technology has improved drastically in recent years, and some countries are already experiencing how it can weaponized for political purposes.
- It's currently unknown whether it'll be possible to develop technology that can quickly and accurately determine whether a given video is real or fake.
After former U.S. President William Henry Harrison delivered his inaugural speech on March 4, 1841, he posed for a daguerreotype, the first widely available photographic technology. It became the first photo taken of a sitting American president.
As for the eight presidents before Harrison, history can see them only through artistic renderings. (The exception is a handful of surviving daguerreotypes of John Quincy Adams, taken after he left office. In his diary, Adams described them as "hideous" and "too true to the original.")
But a recent project offers a glimpse of what early presidents might've looked like if photographed through modern cameras. Using FaceApp and Airbrush, Magdalene Visaggio, author of books such as "Eternity Girl" and "Kim & Kim," generated a collection of convincing portraits of the nation's first presidents, from George Washington to Ulysses S. Grant.
Modern Presidents George Washington https://t.co/CURJQB0kap— Magdalene Visaggio (@Magdalene Visaggio)1611952243.0
What might be surprising is that Visaggio was able to generate the images without a background in graphic design, using freely available tools. She wrote on Twitter:
"A lot of people think I'm a digital artist or whatever, so let me clarify how I work. Everything you see here is done in Faceapp+Airbrush on my phone. On the outside, each takes between 15-30 mins. Washington was a pretty simple one-and-done replacement."
Ulysses S Grant https://t.co/L1IGXLI3Vl— Magdalene Visaggio (@Magdalene Visaggio)1611959480.0
"Other than that? I am not a visual artist in any sense, just a hobbyist using AI tools see what she can make. I'm actually a professional comics writer."
Did another pass at Lincoln. https://t.co/PdT4QVpMbn— Magdalene Visaggio (@Magdalene Visaggio)1611973947.0
Of course, Visaggio isn't the first person to create deepfakes (or "cheap fakes") of politicians.
In 2017, many people got their first glimpse of the technology through a video depicting former President Barack Obama warning: "We're entering an era in which our enemies can make it look like anyone is saying anything at any point in time." The video quickly reveals itself to be fake, with comedian Jordan Peele speaking for the computer-generated Obama.
While deepfakes haven't yet caused significant chaos in the U.S., incidents in other nations may offer clues of what's to come.
The future of deepfakes
In 2018, Gabon's president Ali Bongo had been out of the country for months receiving medical treatment. After Bongo hadn't been seen in public for months, rumors began swirling about his condition. Some suggested Bongo might even be dead. In response, Bongo's administration released a video that seemed to show the president addressing the nation.
But the video is strange, appearing choppy and blurry in parts. After political opponents declared the video to be a deepfake, Gabon's military attempted an unsuccessful coup. What's striking about the story is that, to this day, experts in the field of deepfakes can't conclusively verify whether the video was real.
The uncertainty and confusion generated by deepfakes poses a "global problem," according to a 2020 report from The Brookings Institution. In 2018, the U.S. Department of Defense released some of the first tools able to successfully detect deepfake videos. The problem, however, is that deepfake technology keeps improving, meaning forensic approaches may forever be one step behind the most sophisticated forms of deepfakes.
As the 2020 report noted, even if the private sector or governments create technology to identify deepfakes, they will:
"...operate more slowly than the generation of these fakes, allowing false representations to dominate the media landscape for days or even weeks. "A lie can go halfway around the world before the truth can get its shoes on," warns David Doermann, the director of the Artificial Intelligence Institute at the University of Buffalo. And if defensive methods yield results short of certainty, as many will, technology companies will be hesitant to label the likely misrepresentations as fakes."
Ancient corridors below the French capital have served as its ossuary, playground, brewery, and perhaps soon, air conditioning.
- People have been digging up limestone and gypsum from below Paris since Roman times.
- They left behind a vast network of corridors and galleries, since reused for many purposes — most famously, the Catacombs.
- Soon, the ancient labyrinth may find a new lease of life, providing a sustainable form of air conditioning.
Ancient mining areas below Paris for limestone (red) and gypsum (green).Credit: Émile Gérards (1859–1920) / Public domain
"If you're brave enough to try, you might be able to catch a train from UnLondon to Parisn't, or No York, or Helsunki, or Lost Angeles, or Sans Francisco, or Hong Gone, or Romeless."
China Miéville's fantasy novel Un Lun Dun is set in an eerie mirror version of London. In it, he hints that other cities have similar doubles. On the list that he offhandedly rattles off, Paris stands out. Because the City of Light really does have a twisted sister. Below Paris Overground is Paris Underground, the City of Darkness.
Most people will have heard of the Catacombs of Paris: subterranean charnel houses for the bones of around six million dead Parisians. They are one of the French capital's most famous tourist attractions – and undoubtedly its grisliest.
But they constitute only a small fragment of what the locals themselves call les carrières de Paris ("the mines of Paris"), a collection of tunnels and galleries up to 300 km (185 miles) long, most of which are off-limits to the public, yet eagerly explored by so-called cataphiles.
The Grand Réseau Sud ("Great Southern Network") takes up around 200 km beneath the 5th, 6th, 14th, and 15th arrondissements (administrative districts), all south of the river Seine. Smaller networks run beneath the 12th, 13th, and 16th arrondissements. How did they get there?
Paris stone and plaster of Paris
It all starts with geology. Sediments left behind by ancient seas created large deposits of limestone in the south of the city, mostly south of the Seine; and gypsum in the north, particularly in the hills of Montmartre and Ménilmontant. Highly sought after as building materials, both have been mined since Roman times.
The limestone is also known as Lutetian limestone (Lutetia is the Latin name for ancient Paris) or simply "Paris stone." It has been used for many famous Paris landmarks, including the Louvre and the grand buildings erected during Georges-Eugène Haussmann's large-scale remodelling of the city in the mid-19th century. The stone's warm, yellowish color provides visual unity and a bright elegance to the city.
The fine-powdered gypsum of northern Paris, used for making quick-setting plaster, was so famed for its quality that "plaster of Paris" is still used as a term of distinction. However, as gypsum is very soluble in water, the underground cavities left by its extraction were extremely vulnerable to collapse.
Like living on top of a rotting tooth: subsidence starts far below the surface, but it can destroy your house.Credit : Delavanne Avocats
In previous centuries, a road would occasionally open up to swallow a chariot, or even a whole house would disappear down a sinkhole. In 1778, a catastrophic subsidence in Ménilmontant killed seven. That's why the Montmartre gypsum quarries were dynamited rather than just left as they were. The remaining gypsum caves were to be filled up with concrete.
The official body governing Paris down below is the Inspection Générale des Carrières (IGC), founded in the late 1770s by King Louis XVI. The IGC was tasked with mapping and, where needed, propping up the current and ancient (and sometimes forgotten) mining corridors and galleries hiding beneath Paris.
A delightful hiding place
Also around that time, the dead of Paris were getting in the way of the living. At the end of the 18th century, their final destination consisted of about 200 small cemeteries, scattered throughout the city — all bursting at the seams, so to speak. There was no room to bury the newly dead, and the previously departed were fouling up both the water and air around their respective churchyards.
Something radical had to happen. And it did. From 1785 until 1814, the smaller cemeteries were emptied of their bones, which were transported with full funerary pomp to their final resting place in the ancient limestone quarries at Tombe-Issoire. Three large and modern cemeteries were opened to receive the remains of subsequent generations of Parisians: Montparnasse, Père-Lachaise, and Passy.
The six million dead Parisians in the Catacombs, from all corners of the capital and across many centuries, together form the world's largest necropolis — their now anonymized skulls and bones methodically stacked, occasionally into whimsical patterns. The Catacombs are fashioned into a memorial to the brevity of life. The message above the entrance reads: Arrête! C'est ici l'empire de la Mort. ("Halt! This is the empire of Death.")
That has not stopped the Catacombs, accessible via a side door to a classicist building on the Avenue du Colonel Henri Rol-Tanguy, making just about every Top 20 list of things to see in Paris.
An underground economy
However, while the Catacombs certainly are the most famous part of the centuries-old network beneath Paris, and in non-pandemic times draw thousands of tourists each day, they constitute just 1.7 km (1 mile) of the 300-km (185-mile) tunneling total.
Subterranean Paris wasn't just used for mining and storing dead people. In the 17th century, Carthusian monks converted the ancient quarries under their monastery into distilleries for the green or yellow liqueur that still carries their name, chartreuse.
Because the mines generally keep a constant cool temperature of around 15° C (60° F), they were also ideal for brewing beer, as happened on a large scale from the end of the 17th century until well into the 20th century. Several caves were dug especially for establishing breweries, and not just because of the ambient temperature: going underground allowed brewers to remain close to their customers without having to pay a premium for real estate up top.
Overview of the Paris Catacombs.Credit: Inspection Générale des Carrières, 1857 / Public domain.
At the end of the 19th century, the underground breweries of the 14th arrondissement alone produced more than a million hectoliters (22 million gallons) per year. One of the most famous of Paris' underground breweries, Dumesnil, stayed in operation until the late 1960s.
In that decade, the network of corridors and galleries south of the Seine, long since abandoned by miners, became the unofficial playground for the young people of Paris. They explored the fantastical world beneath their feet, in some cases via entry points located in their very schools. Fascinated, these cataphiles ("catacomb lovers") read up on old books, explored the subterranean labyrinth, and drew up schematics that were passed around among fellow initiates as reverently as treasure maps.
As Robert Macfarlane writes in Underland, Paris-beneath-their-feet became "a place where people might slip into different identities, assume new ways of being and relating, become fluid and wild in ways that are constrained on the surface."
Some larger caves turned into notorious party zones: a 7-meter-tall gallery below the Val-de-Grâce hospital is widely known as "Salle Z." Over the last few decades, various other locations in subterranean Paris have hosted jazz and rock concerts and rave parties — like no other city, Paris really has an "underground music scene."
Hokusai's Great Wave as the backdrop to the "beach" under Paris.Credit: Reddit
Cataphiles vs. cataphobes
With popularity came increased reports of nuisance and crime — the tunnels provided easy access to telephone cables, which were stolen for the resale value of their copper.
The general public's "discovery" of the underground network led the city of Paris to officially interdict all access by non-authorized persons. That decree dates back to 1955, but the "underground police" have an understanding with seasoned cataphiles. Their main targets are so-called tourists, who by their lack of knowledge expose themselves to risk of injuries or worse, and degrade their surroundings, often leaving loads of litter in their wake.
The understanding does not extend to the IGC. Unlike in the 19th century, when weak cavities were shored up by purpose-built pillars, the policy now is to inject concrete to fill up endangered spaces — thus progressively blocking off parts of the network. That procedure has also been used to separate the Catacombs to prevent "infiltration" of the site by cataphiles.
Many subterranean streets have their own names, signs and all. This is the Rue des Bourguignons (Street of the Burgundians) below the Champs des Capucins (Capuchin Field), neither of which exists on the surface.Credit: Jean-François Gornet via Wikimedia and licensed under
The cataphiles, however, are fighting back. In a game of cat and mouse with the authorities, they are reopening blocked passages and creating chatières ("cat flaps") through which they can squeeze into chambers no longer accessible via other underground corridors.
Catacomb climate control
Alone against the unstoppable tide of concrete, the amateurs of Underground Paris would be helpless. But the fight against climate change may turn the subterranean labyrinths from a liability into an asset — and the City of Paris into an ally.
The UN's 2015 Climate Plan — concluded in Paris, by the way — requires the world to reduce greenhouse gas emissions by 75 percent by 2050. And Paris itself wants to be Europe's greenest city by 2030. More sustainable climate control of our living spaces would be a great help toward both targets. A lot of energy is spent heating houses in winter and cooling them in summer.
This is where the constant temperature of the Parisian tunnels comes in. It's not just good for brewing beer; it's a source of geothermal energy, says Fieldwork, an architectural firm based in Paris. It can be used to temper temperatures, helping to cool houses in summer and warming them in winter.
One catch for the cataphiles: it also works when the underground cavities are filled up with concrete. So perhaps one day, Paris Underground, fully filled up with concrete, will completely fall off the map, reducing the city's formerly real doppelgänger into an air conditioning unit.
Cool in summer, warm in winter: Paris Underground could become Paris A/C.Credit: Fieldwork
Strange Maps #1083
Got a strange map? Let me know at firstname.lastname@example.org.
Meconium contains a wealth of information.
- A new study finds that the contents of an infants' first stool, known as meconium, can predict if they'll develop allergies with a high degree of accuracy.
- A metabolically diverse meconium, which indicates the initial food source for the gut microbiota, is associated with fewer allergies.
- The research hints at possible early interventions to prevent or treat allergies just after birth.
The prevalence of allergies arising in childhood has increased over the last 50 years, with 30 percent of the human population now having some kind of atopic disease such as eczema, food allergies, or asthma. The cause of this increase is still subject to debate, though it has been associated with a number of factors, including changes to the gut microbiomes of infants.
A new study by Canadian researchers published in Cell Reports Medicine may shed further light on how these allergies develop in children by examining the contents of their first diaper.
The things you do for science
The research team examined the first stool of 100 infants from the CHILD Cohort Study. The first stool of an infant is a thick, green, horrid-looking substance called meconium. It consists of various things that the infant ingests during the second half of gestation. Additionally, it provides not only a snapshot of what the infant was exposed to during that time, but it also reveals what the food sources will be for the initial gut bacteria that colonize the baby's digestive tract.
The content of the meconium was examined and found to contain such varied elements as amino acids, lipids, carbohydrates, and myriad other substances.
A graph of the comparative, summed abundance of different elements in a metabolic pathway after scaling to median abundance of each metabolite. The blue figures are those children without atopy, the yellow ones show the data for those with an atopic condition. Petersen et al.
The authors fed this information into an algorithm that used this data, along with the identities of the bacteria present as well as the baby's overall health, to predict which infants would go on to develop allergies within one year. The algorithm got it right 76 percent of the time.
A way to prevent childhood allergies?
Infants whose meconium had a less diverse metabolic niche the initial microbes to settle in the gut were at the highest risk of developing allergies a year later. Many of these elements were associated with the presence or absence of different bacterial groups in the digestive system of the child, which play an increasingly appreciated role in our overall health and development. The findings were summarized by senior co-author Dr. Brett Finlay:
"Our analysis revealed that newborns who developed allergic sensitization by one year of age had significantly less 'rich' meconium at birth, compared to those who didn't develop allergic sensitization."
The findings could be used to help understand how allergies form and even how to prevent them. Co-author Dr. Stuart Turvey commented on this possibility:
"We know that children with allergies are at the highest risk of also developing asthma. Now we have an opportunity to identify at-risk infants who could benefit from early interventions before they even begin to show signs and symptoms of allergies or asthma later in life."
A model for early childhood allergies
Petersen et al.
As shown above, the authors constructed a model of how they believe metabolites and bacterial diversity help prevent allergies. Increased diversity of metabolic products in the meconium encourage the development of "healthy" families of bacteria, like Peptostreptococcaceae, which in turn promote the development of a healthy and diverse gut microbiome. Ultimately, such diversity decreases the likelihood that a child will develop allergies.