Hiroshima Today, with some distance of time and perspective, we can think about Hiroshima with a more balanced compassion than a few decades ago. It has become possible to reflect on not only the justification for the first dropping of an atomic bomb on a populated city, but also on how that impacted the many thousands of people caught up in the blast and its aftermath.
It was a bombing American hearts decided was justified; but which minds have largely disconnected from in terms of consequences for humanity. This was evident when the current Republican candidate for President allegedly questioned why we don't use our nuclear weapons for a third time.
Next January, either Donald J. Trump or Hillary Rodham Clinton will receive the nuclear football from President Obama. Either one of seemingly the two most controversial people in modern U.S. political history is going be in charge of our nuclear codes, a certain outcome of this election we should be most concerned about.
Seventy-one years ago my grandfather Jacob Beser was flying in the back of a B-29 listening to the radio. He wasn't listening to Beyonce—He was listening to frequency. He was monitoring a device that was going to end the war. This is what he trained for. This is what he knew and was prepared to die for. If anything went wrong, he was told to eat the device's frequency code, written on a small piece of paper.
None of that was necessary. He did his job right, and he saw what men were capable of. He saw it twice, over Nagasaki too, and he never expressed guilt about it. But he, like the rest of America, disconnected from the reality of the human suffering 32,000 feet below. He, like the majority of his countrymen felt, it was necessary.
When my grandfather looked out the window, he likened the mushroom cloud to sand in the water, the way it billows along the shoreline in the tide. He couldn't connect with the children in the streets or the people as they packed in train cars on their way to work. He couldn't connect to the horrors they would witness and live with for the rest of their lives.
Can we make those connections, America? Can we stop saying “What about Pearl Harbor,” long enough to look at what World War II brought humanity to accomplish? Can we ask ourselves, “what will it take to bring us there again?”
I am not asking for a justification. I am not asking for an apology. I am asking that we listen to the stories of the atomic bomb survivors as a testimony to the evils of nuclear war.
Today I invite you to my Facebook community, Hibakusha: The Nuclear Family, where you can learn about what it was like under the mushroom clouds. I've called it a Blogumentary. It is an interactive online documentary that begs you to remember what happened in Hiroshima and Nagasaki. What happened to them could happen to us. Listen to their words, not as Japanese, and not as Americans, but as people.
Ari M. Beser is the grandson of Lt. Jacob Beser, the only U.S. serviceman aboard both bomb-carrying B-29s. He is traveling through Japan with the Fulbright-National Geographic Digital Storytelling Fellowship to report on the 70th anniversary of the atomic bombings of Hiroshima and Nagasaki and the fifth anniversary of the Great East Japan earthquake, tsunami, and nuclear meltdowns in Fukushima. Beser will give voice to people directly affected by nuclear technology today, as well as work with Japanese and Americans to encourage a message of reconciliation and nuclear disarmament. His new book, The Nuclear Family, focuses on the American and Japanese perspectives of the atomic bombings.
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By Kate Weiss, The National SocioEnvironmental Synthesis Center (SESYNC)
Environmental social scientist Jampel Dell'Angelo and filmmaker Matteo Dell'Angelo recently co-directed a documentary film of Elinor Ostrom's last research project. Working Together documents the challenges and successes of interdisciplinary research on smallholder climate adaptation and community water governance in semi-arid areas. The study found that involvement of all the river basin actors in a participatory way reduced social conflicts while providing more sustainable water allocation in the region. The film features water competition and governance in Kenya, which is a country that is innovative among developing countries for participatory water governance reforms.
A postdoctoral research fellow at the National Socio-Environmental Synthesis Center (SESYNC), Jampel Dell'Angelo conducted over nine months of fieldwork on Mount Kenya as postdoctoral researcher at the Ostrom Workshop and coordinator of an interdisciplinary team on the U.S. National Science Foundation research project awarded to Elinor Ostrom. The film chronicles Elinor Ostrom's last research project and can be found here: http://videos4water.org/.
The Dell'Angelo brothers worked on the project alongside an interdisciplinary science team that included social science researchers from Indiana University and hydrologists from Princeton University.
Jampel Dell'Angelo has a passion for science and scholarship that has the potential to inform decisions and improve public policies. He believes multimedia can provide a powerful and inspiring means for scientific storytelling to accomplish those goals. “It's not often science makes an effort to communicate in a way that is entertaining and for larger audiences, and this documentary thanks to the involvement of my brother Matteo, makes that effort,” he says. “The film also documents the value of critical efforts to address emerging problems, such as the issues around climate change adaptation and water resources in Mt. Kenya, through real interdisciplinary research.”
Ostrom was the only woman in history to win a Nobel Prize in economics for her work on community natural resource management. Ostrom unfortunately passed away before her research team got to the field; but she was the principal investigator who received the grant from the National Science Foundation research featured in the video. http://newsinfo.iu.edu/news/page/normal/19578.html/
I had the opportunity to catch up with Jampel to discuss the documentary, the research conducted in Mt. Kenya, and the implications of this research.
Q: In Working Together, you provide a glimpse into what happens when two teams of researchers work together to gather important information on both human and natural systems. With so much happening on the research end, how did you begin filming this as a research narrative?
Dell'Angelo: It began both as a desire to keep Elinor Ostrom's legacy alive as well as a response to how, when I first arrived in Kenya, I was immediately touched with how much people were affected by and involved in managing water at a local level and how this really affected their lives. And all of this was happening in a scenery that was incredible and that had enormous ecological, cultural, and social variety. It was evident that this research was incredibly interdisciplinary and needed to account for an enormous amount of complexity. So, I thought, “Well, this is something that should be documented.”
Q: What were the main findings of the research?
Dell'Angelo: I think that one of the most interesting things we observed was that this system of community-water governance has a real impact on people and on how resources are allocated. We were working with 25 communities along five different river basins that had experienced increasingly elevated conflicts over water resources. This was really because the downstream users didn't have a voice to articulate their discontent and frustration when they felt the up-stream users were withdrawing too much water. The transition over to a community-based water governance drastically reduced the level of conflicts between different users.
In terms of the main bio-physical findings, we found that, with climate change, what's happening in the area isn't that there's less rainfall, but that the distribution of rain is changing. This is important, because there is a big difference between the same amount of rain falling in one month versus in six months. This has significant implications in terms of agricultural production and agricultural decision making. This raises questions of how people will adapt to these various changes in the future.
Q: Why is it important for both researchers and decision-makers to understand the human dynamics and climate impacts of Mt. Kenya's water governance?
Dell'Angelo: Kenya is a little bit of a laboratory in terms of community irrigation schemes and community water management—they are pioneers in this new system of community water governance that's also hugely affected by climate change, so they are on the front-line of new systems of governance in the face of climate change. Understanding what is happening in this area is hugely important in terms of generalizing knowledge for other areas in developing countries that face similar challenges.
Q: What do you want people to take away from this video?
Dell'Angelo: I hope people take away from this documentary a better understanding of the complexity and importance of interdisciplinary research when combined with local people and local knowledge. I think it is both a valuable resource for those interested in natural resources, sustainability, and development as well as for those who might be facing similar problems in their own communities. I hope this can be an educational and practical tool as well as an insight into a reality that many communities across the world face.
The National Socio-Environmental Synthesis Center, funded through an award to the University of Maryland from the National Science Foundation, is a research center dedicated to accelerating data-driven scientific discovery at the interface of human and ecological systems. Visit us online at www.sesync.org and follow us on Twitter @SESYNC.
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Following anecdotes of British scientists being axed from EU-funded projects, one academic has revealed actual evidence of UK boffins being dumped from Euro research efforts in the Brexit aftermath.…
A runaway trolley is careening down the street, heading toward a group of pedestrians who are milling about on the tracks. The trolley's conductor is limited in her ability to mitigate the damage; she can allow the trolley to continue on its course, hitting the crowd and causing injury to many people, or she can flip a switch, directing the trolley down an alternate route where the tracks are blocked by a lone child, who will certainly die from the collision.
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On a balmy Tuesday afternoon in late July, 37-year-old attorney Joshua Neally left work early. He climbed into his new Tesla Model X to drive the 45 minutes from law office in Springfield, Missouri, to his house in Branson, Missouri. He was going home to celebrate his daughter's fourth birthday.
He steered the electric luxury SUV into the gathering rush-hour traffic on Highway 68 and turned on autopilot, a feature unique to Tesla that allows a car to pilot itself—braking, accelerating, steering—for long stretches of freeway driving. It's a feature that has drawn rebukes from rival companies and sparked investigations by federal regulators after a driver named Joshua Brown was killed in a crash in Florida while using it. Although a Tesla with autopilot is not a true self-driving car, the company's technology has become a bellwether for Silicon Valley's ambition to replace human drivers with software.
Neally knew about the Florida crash and the furor that followed. But he had already ordered his Model X after years of waiting and saving, and he was undeterred. When it arrived, he nicknamed it Ender, after the protagonist in the novel Ender's Game. By July 26, after a week of driving the Model X, he had grown to cautiously trust it to handle the bulk of his hilly, curvy, sometimes traffic-y commute. “I'm not a daredevil,” he told me. “I promised my wife I'd always be paying attention.” He doesn't drive hands-free, or play Jenga, or nod off, or watch Harry Potter movies, as Brown may have been doing when he plowed into the trailer of a semi truck. He admits, however, that he sometimes checks email or sends text messages on his phone.
Neally was about 5 miles out of Springfield, near a set of interchanges just beginning to clog with merging vehicles, when he felt something coil and stiffen in his abdomen. At first he thought it was a pulled muscle. But the pain forked upward from his stomach, he said, until it felt like “a steel pole through my chest.” When it refused to subside, Neally remembers calling his wife and agreeing through gasps that he should probably go to the emergency room.
He doesn't remember much of the drive after that.
Doctors in Branson told Neally later that he'd suffered a pulmonary embolism, a potentially fatal obstruction of a blood vessel in his lungs. They told him he was lucky to have survived. If you ask Neally, however, he'll tell you he was lucky to be driving a Tesla. As he writhed in the driver's seat, the vehicle's software negotiated 20-plus highway miles to a hospital just off an exit ramp. He manually steered it into the parking lot and checked himself into the emergency room, where he was promptly treated. By night's end he had recovered enough to go home.
Did autopilot save Neally? It's hard to say. He acknowledges that, in retrospect, it might have been more prudent to pull over and call an ambulance. But the severity of what was happening dawned on him slowly, and by the time it had, he reckoned he could reach the hospital quicker via autopilot than ambulance. He also wonders whether, without autopilot, he might have lost control of the car and in effect become a deadly projectile when those first convulsions struck.
Neally's experience is unusual. It doesn't prove autopilot's worth as a safety feature any more than Brown's death disproves it. Yet Neally's story is the latest of several that have emerged since the Florida crash to paint a fuller picture of autopilot's merits, in addition to its by now highly publicized dangers. These stories provide at least a measure of anecdotal support for Tesla's claims that its own data show autopilot—imperfect as it is—is already significantly safer than the average human driver.
That's going to be a tough sell, though, to the public and regulators alike. Brown's death ignited a backlash that had been brewing since Tesla CEO Elon Musk announced autopilot in a heavily hyped, Steve Jobslike launch event in October 2014. Rival car companies felt from the start that Tesla was rolling out autonomous driving features too aggressively, before the technology was safe enough to earn consumers' trust. The skepticism intensified after Tesla activated the feature last fall, and drivers immediately began posting YouTube videos of themselves abusing it. Tesla calls autopilot a “beta” feature and requires the driver to agree to pay full attention and keep hands on the wheel while it's in use. But, despite some safety checks introduced in January, the car will still drive itself if the driver goes hands-free.
By mid-July, when a second Tesla Model S crashed while on autopilot on an undivided highway in Montana, Tesla had become the subject of three federal investigations. The National Highway Traffic Safety Administration was looking into the cause of the Florida crash. The National Transportation Safety Board was examining whether autonomous driving technology was a hazard to safety. Even the Securities and Exchange Commission opened a probe into claims by Fortune magazine that Musk had failed to disclose the Florida autopilot crash to investors in a timely manner, even as he sold some of his own stock in the company. (Tesla has vehemently disputed the claims.)
It added up to a grim cloud over both the company and self-driving car technology, whose future depends on drivers, bureaucrats, and chest-pounding politicians all agreeing to place human lives in the hands of potentially deadly robots. Even Consumer Reports, which has championed the Tesla Model S as one of the greatest cars ever made, called for Tesla to disable autopilot until the technology became more reliable.
“By marketing their feature as ‘Autopilot,' Tesla gives consumers a false sense of security,” Consumer Reports Vice President Laura MacCleery said. “In the long run, advanced active safety technologies in vehicles could make our roads safer. But today, we're deeply concerned that consumers are being sold a pile of promises about unproven technology.”
I'm among the critics who have suggested, both before and after the furor over Brown's death, that Tesla had implemented and publicized the technology in a potentially perilous way. Despite its name, Tesla's autopilot feature does not give the cars full autonomy, like the concept vehicles made by Google that you might spot tooling around Mountain View, California. The first time I test-drove a Tesla with autopilot, I wrote a review calling it “a safety feature that could be dangerous,” because it encourages drivers to relax while relying on them to take over at a moment's notice. After Brown's death, I wrote that the entire autopilot concept might be flawed.
Yet Tesla insists that calls for it to disable autopilot are shortsighted. In fact, the company argues that the critics have it backward: Given that its internal testing data suggest the feature drives more safely than humans do, Tesla maintains that it would be irresponsible and dangerous not to offer autopilot to its customers.
It's a typically brash stance from a company that has never backed down from a public relations battle, and it's tempting to dismiss it as another example of Musk's hubris. Yet, as usual, Tesla makes a strong case for itself. Pressed to defend autopilot's safety record, the company disclosed to me the process by which it tested and eventually decided to activate the feature to consumers.
First, the company developed the software and tested it in millions of miles' worth of computer simulations, using real-world driving data gathered by the sensors on the company's cars. Next it activated autopilot in about 300 vehicles driven by the company's own testers, who drove it every day and subjected it to challenging circumstances. (Musk was among them.) Then it introduced autopilot “inertly” via software update into the vehicles of existing Tesla drivers for a testing phase that it called “silent external validation.” In this mode, the autopilot software logged and analyzed every move it would have made if active but could not actually control the vehicle. In this way, Tesla gained millions of miles' worth of data on autopilot's performance in consumers' vehicles before it ever took effect. Finally, the company activated the feature for some 900 consumers who volunteered to test it and provide subjective feedback. Throughout the process, Tesla says, it released updates to improve the software, and by the end it was clear to the company that drivers would be safer on the road with autopilot than without it. At that point, Tesla argues, it would have been a disservice to its drivers to keep the feature inactive.
Without taking Tesla's word for it, it's tough to empirically validate Musk's contention that autopilot is already saving a significant number of lives. One confounding factor is that we're less likely to hear about it when something goes right with self-driving features than when something goes wrong. Given that Tesla says it anonymizes its tracking data for customers' privacy, there's no way for the public to know about these close calls unless drivers self-report them, as Neally did to Tesla after his pulmonary embolism. (Neally agreed to tell his story to Slate after I asked the company for real-world examples of autopilot functioning as a critical safety feature.) Even when we do know about these, it's hard to prove the counterfactual that someone would have died if the automation hadn't kicked in.
Still, Neally's case isn't the first in which Tesla safety features appear to have averted catastrophe. In Washington on July 16, a Model S was driving on New York Avenue when a pedestrian stepped in front of it. The car slammed on its own brakes, and no one was hurt. The incident was glossed in headlines as one in which autopilot may have saved a pedestrian's life. That isn't quite accurate, though: Autopilot was turned off at the time, the company told me. It was actually Tesla's automatic emergency braking system that kicked in. That's a safety feature that dozens of other car models already offer and which may come standard in all U.S.-made vehicles by 2022. Tesla deserves credit for implementing it, but not for pioneering it.
In another instance, the dashcam on an Uber driver's Model S captured a scary close call in which a sedan suddenly turned left in front of him, at night, in the rain, with no time to steer around it. Before the driver could react, the Model S braked sharply. It jerked to a stop a few feet from the car, which it otherwise would have plowed into broadside. In that case, it appears that autopilot was in fact engaged.
Meanwhile, the NHTSA has concluded that the fatal Florida crash should not set back efforts to make the roads saver through automation. The auto industry “cannot wait for perfect” to develop and deploy potentially lifesaving technology, NHTSA head Mark Rosekind said.
It's fair to remain skeptical when Musk claims that autopilot would save 500,000 lives a year if it were deployed universally. Unless the company were to release all its testing and tracking data, which it declines to do, we can't possible verify its calculations. One of the few specific figures that the company publicized in its blog post was that autopilot had been safely used in more than 130 million miles of driving before the first fatality, which is a higher ratio of miles to deaths than the U.S. or global averages. But just one more autopilot-related fatality tomorrow would undermine that claim. The math required to demonstrate conclusively that autopilot is safer than human drivers would be more nuanced, examining injury accidents as well as fatalities and controlling for biases such as the recommended use of autopilot predominantly on highways under favorable driving conditions.
What we know at this point is that autopilot can hurt or kill people if used improperly and that it also has the potential to save people. It's also fair to assume that the technology will get safer over time as Tesla and other companies study and learn from its errors. The only question is whether the public can or should tolerate its rare mistakes in the meantime.
This article is part of Future Tense, a collaboration among Arizona State University, New America, and Slate. Future Tense explores the ways emerging technologies affect society, policy, and culture. To read more, follow us on Twitter and sign up for our weekly newsletter.