Lukas Müller, the Würenlos school director, attributes the success of the ban to several factors. For one, the school board agreed way back in 2007 to keep phones out of classrooms. “But it led to students using them incessantly in the breaks or taking bathroom breaks to look at their phones,” remembers Müller, who has been at the school since 2004. “That was just at the start of the iPhone boom.” Studies show that requests to turn off their phones while students are allowed to keep the devices with them during class are rarely successful, and up to 97 percent of students can’t resist the temptation to check their emails or apps. So the board decided the following year to ban phone use in the entire school area. “The students are indeed less distracted,” Müller has observed. And because his K-12 school starts at kindergarten and teaches students all the way through senior year, students get used to being phoneless in school long before they become attached to Instagram or TikTok.

But the solution isn’t as simple as banning all digital devices. The problem isn’t the use of these devices per se, but excessive use and the kind of content students access. Students who spend one to five hours per day on digital devices for learning at school score significantly higher in their mathematics lessons than those who spend no time on such devices, the OECD concludes: “In contrast, students spending over one hour on digital devices for leisure at school score more than nine points lower in mathematics and report a lower sense of belonging at school than students who spend no time on leisure digital activities.”

Thurman waited in pain in a hospital bed, worried about what would happen to her 6-year-old son, as doctors monitored her infection spreading, her blood pressure sinking and her organs beginning to fail.

It took 20 hours for doctors to finally operate. By then, it was too late.

The otherwise healthy 28-year-old medical assistant, who had her sights set on nursing school, should not have died, an official state committee recently concluded.

Though Republican lawmakers who voted for state bans on abortion say the laws have exceptions to protect the “life of the mother,” medical experts cautioned that the language is not rooted in science and ignores the fast-moving realities of medicine.

The most restrictive state laws, experts predicted, would pit doctors’ fears of prosecution against their patients’ health needs, requiring providers to make sure their patient was inarguably on the brink of death or facing “irreversible” harm when they intervened with procedures like a D&C.

“They would feel the need to wait for a higher blood pressure, wait for a higher fever — really got to justify this one — bleed a little bit more,” Dr. Melissa Kottke, an OB-GYN at Emory, warned lawmakers in 2019 during one of the hearings over Georgia’s ban.

three paragraphs saying you're wrong and that the empirical evidence supports nothing you're saying is not a "long-winded rant" lmao--this uncritical "trust me bro it's actually fine, you just don't get it" stuff is the exact reason i consider autonomous vehicle stuff to 98% worthless techbro hype and autofellatio. cite your sources if you want people to listen--i have, and you've refuted none of it!

The whole point of induced demand in highways is that when you add capacity in the form of lanes it induces demand. So if our highways are already full and if that capacity isn’t coming from increased EV efficiency then where is it coming from? If there’s no increase in road capacity then what is inducing demand?

just for example: "freeing up both parking lot real estate, but more importantly, freeing up on street parking, creating more room for actual traffic to move"--every single one of these posited improvements would induce demand unless you literally demolish the infrastructure (which, if you're just switching people one-to-one from regular cars to automated cars is not going to happen, because the number of cars will remain a constant). the existence of unused parking begets driving and is a predictor for more driving.[^1] the existence of more space to move obviously begets more driving because the "highways" aren't "full" anymore; and again, if it didn't that would actually be worse because it incentivizes less safe driving practices.

You are describing how humans drive, not AVs. AVs always obey the speed limit and traffic calming signs.

if by AVs you mean "fully autonomous" ones that literally do not exist currently then sure--they better! but at that point nothing you say is meaningful, because the technology literally doesn't exist. we might as well be talking about mass-adopted hydrogen cars or whatever.

but, if we mean semi-autonomous ones—the ones that clearly exist, and which companies advertise as autonomous, and which people actually use—no. absolutely not. these things routinely violate even the most obvious traffic laws and necessitate humans to intervene in their ordinary function. Waymo hits pedestrians even now, and it's ostensibly one of the most advanced semi-autonomous programs in the world. Uber literally killed a pedestrian and got into legal trouble over it. Tesla's problems are omnipresent to the point where the NHTSA has said their feature is unsafe in practice and people make it a punchline. you can't no-true-Scotsman this technology. even in the best and least ambiguous traffic circumstances it has obvious problems!

[^1]: > In 2015, a group of researchers led by Chris McCahill looked at historical trends in parking supply and commuter behavior for nine cities: Albany, New York; Berkeley, California; the Washington, DC, suburbs of Arlington, Virginia, and Silver Spring, Maryland; Cambridge, Lowell, and Somerville, Massachusetts; and Hartford and New Haven, Connecticut. Using historical aerial photography from three dates to identify and approximate the parking supply, McCahill found that parking growth between 1960 and 1980 was a “powerful predictor” of car use in the following two decades. Every ten spaces added per one hundred residents before 1980 were linked to an 8 percent increase in the share of residents driving to work after 1980. Increase in the parking supply in the study’s first two decades was directly correlated with increases in car use in the following two decades. More parking appeared to cause more driving, not the other way around.

Yes, I have no doubt there would be induced demand, but that extra demand wouldn’t be at the cost of anything.

But if AVs add more capacity to our roads, that will be entirely because they are driving more efficiently.

you are literally doing what i mean when i say you are making assumptions with no evidence. there is, again, no reason to believe that "driving more efficiently" will result from mass-adoption of automated vehicles--and even granting they do, your assumption that this wouldn't be gobbled up by induced demand is intuitively disprovable. even the argumentation here parallels other cases where induced demand happens! "build[ing] new roads or widen[ing] existing ones" is a measure that is almost always justified by an underlying belief that we need to improve efficiency and productivity in existing traffic flows,[^1] and obviously traffic flow does not improve in such cases.

but granting that you're correct on all of that somehow: more efficiency (and less congestion) would be worse than inducing demand. "efficiency" in the case of traffic means more traffic flow at faster speeds, which is less safe for everyone—not more.[^2] in general: people drive faster, more recklessly, and less attentively when you give them more space to work with (especially on open roadways with no calming measures like freeways, which are the sorts of roads autonomous vehicles seem to do best on). there is no reason to believe they would do this better in an autonomous vehicle, which if anything incentivizes many of those behaviors by giving people a false sense of security (in part because of advertising and overhyping to that end!).

You’re asking for something that does not exist. How am I supposed to provide you evidence proving what the results of mass adoption of AVs will be when there has never been a mass adoption of AVs.

you asserted these as "other secondary effects to AVs"--i'm not sure why you would do that and then be surprised when people challenge your assertion. but i'm glad we agree: these don't exist, and they're not benefits of mass adoption nor would they likely occur in a mass adoption scenario.

For instance, what is your reasoning for believing that AVs could never be fundamentally safer than human drivers who are frequently tired, angry, distracted, impaired, impatient, etc?

the vast majority of road safety is a product of engineering and not a product of human driving ability, what car you drive or its capabilities, or other variables of that nature. almost all of the problems with, for example, American roadways are design problems that incentivize unsafe behaviors in the first place (and as a result inform everything from the ubiquity of speeding to downstream consumer preferences in cars). to put it bluntly: you cannot and will not fix road safety through automated vehicles, doubly so with your specific touted advantages in this conversation. the road designs that create bad driving behavior don't cease to be an issue because people switch to an automated vehicle.

[^1]: take for instance “Tackling Traffic Congestion,” Transportation Quarterly 40, no. 2 (1986), which states "growing congestion [in the Bay Area] [...] is the result of development that comes with an improving economy compounded by a lagging expansion of freeway and transit capacity." [^2]: see for instance Leonard Evans, “Future Predictions and Traffic Safety Research,” Transportation Quarterly 47, no. 1 (1993): “although congestion impedes mobility, it increases safety, as measured by serious injuries and fatalities.” and Arnold Vey, “Relationship between Daily Traffic and Accident Rates,” American City 52, no. 9 (1937), who observed that beyond a certain point congestion reduced accident rates. congestion unsurprisingly acts as a calming measure when it becomes severe enough.

As long as cars exist, AVs will be better than human drivers,

this is at obvious odds with the current state of self-driving technology itself--which is (as i noted in the other comment) subject to routine overhyping and also has rather minimal oversight and regulation generally. Tesla is only the most egregious example in both respects; even stuff like Waymo is pretty much entirely reliant on taking their word for it that the technology would be safer than humans (which meshes awkwardly with well publicized problems and efforts to hide robotaxi safety records).

Secondly, it’s based on the idea that people even can drive more than they already do.

they can. induced demand is omnipresent in basically all vehicular infrastructure and vehicular improvements and there's no reason to think this would differ with autonomous vehicles

Fourthly, it ignores other secondary effects to AVs, like suddenly not needing nearly as much parking, freeing up both parking lot real estate, but more importantly, freeing up on street parking, creating more room for actual traffic to move, and their increased patience not causing constant traffic jams because they tailgated someone and then slammed on the brakes.

okay but: literally none of this follows from mass-adoption of autonomous vehicles. this is a logical leap you are making with no supporting evidence—there is, and i cannot stress this enough, no evidence that if mass-adoption occurs any of this will follow—and in general the technology is subject to far more fabulism and exaggeration (like this!) than legitimate technological advancement or improvement of society.

America’s collective decision in the 20th century to make cars and the roads serving them the bedrock of all urban and regional planning will go down in history as just another of our nation’s awful, ruinous ideas that we nevertheless clung to for generations, like slavery or lead paint. Cars, of course, have a way of making themselves very hard to progress away from. Once you build the towns and cities around the road patterns for cars, and allow the interstate highway system to determine development patterns, the entire system gets locked in in a way that is difficult to change. Even as ever-widening highways and air pollution and the immense parking lots destroy ever larger swaths of peace and scenery, they also represent ever larger sunk costs from consumers and governments, which make everyone more reluctant to try to break away from them.

New cars spawn new roads. New roads spawn new sprawl. It all spawns new debts. To admit that this entire thing was a mistake involves surveying our suburban homes, our paved driveways, our SUVs, our shopping centers, our entire beloved home towns, and saying: Okay, this has all gotten out of control. As all addicts know, this piercing self-criticism can be more difficult than just continuing doing something that is unhealthy, but familiar.

Anti-smoking legislation is evidence of an authoritarian society. Lifestyle control and coercive paternalism appease the whims of fanatics who hold positions of influence. In a free economy, demand dictates supply. Smoking bans and restrictions are only in place because there is currently not enough demand for smoke-free establishments to appease those who claim they speak for all society. The will of a few is being forced on the many.

wanting to exist in a society where you don't get second-hand lung cancer is not fascism, oh my god. it is perfectly socially acceptable and not even the slightest bit "authoritarian" to regulate actions that can directly harm other people. and this is an absolutely comical free-market-absolutist-brained idea of what freedom is.

for people who have passed a morality test

i don't see how this is even theoretically tenable considering what is "moral" is entirely subjective and largely nonfalsifiable

That said, some have a religious prerogative to not vote, and should be eligible for an exemption.

this is, as i understand, the case in Australia—which i would consider the most compelling example of compulsory voting in practice.

still the case (but the same fediverse); we move at the pace of development and unfortunately that has slowed a bit in the case of Sublinks

you're being way too vitriolic here, dial it back by 10.

It’s not racist when they call him white boy, it’s racist he tells that story.

if you think calling people "white boy" is racist but the way he talks about indigenous people here isn't you are such a fragile little cracker it's not even funny

i forget the exact reason but i believe it has something to do with OCEF being in Europe, which means taxes, exchange rates, and other annoying variables like that come into play for us which weren't previously contributors on OCF

This is presented in a confusing way to me. But I see after reading it twice that monthly recurring contributions are $80.82 per month (I’m assuming this is after fees that OCEF charges).

yes--this is why all the contribution numbers are weird and non-round. i believe we also lose out something like 5-6% to fees vs. the previous 3-4% fees we had on Open Collective Foundation—smaller donations definitely get punished a bit more heavily now.

When South Korea started tackling this problem 20 years ago, it threw away 98 percent of its food waste. Today, 98 percent of food waste is turned into feed, compost or energy, according to the South Korean Ministry of Environment. It achieved this by banning food scraps from landfills and mandating that all residents separate their food waste from their trash and recycling — and to pay for the service through fees and fines.

South Korea is one of the few countries with a nationwide system for food-waste management. While France made composting food mandatory this year — and some cities like New York have imposed similar rules — few places match up with South Korea.

it's just unbelievable how dangerous it is to bike anywhere in America because of how reckless drivers tend to be. (and in this case it's particularly devastating because both were in town for their sister's wedding)

Since June 10, the campaign has organized multiple disruptive civil disobedience actions every single week. Convened by Climate Defenders, Planet Over Profit, Stop the Money Pipeline and New York Communities for Change (where I am the senior climate campaigner), and endorsed by over 115 partner groups, the protests have been attended by over 4,000 people, and more than 600 have been arrested. Actions have included sit-ins at the biggest banks and insurance companies backing fossil fuel projects, interruptions of Wall Street executives’ public appearances and visits to those executives’ homes. But most of all, they have consisted of numerous blockades of the entrances to the global headquarters of Citi, preventing employees from entering work multiple times a week.

Colorado officials are now proposing to go further. In 2023, the state adopted legislation to try something that’s never been done in this country: automatically register tribal members to vote in U.S. elections.

The program, if implemented, would enable tribes to share their membership lists with Colorado elections officials, who’d then use that information to register every eligible person to vote, while giving them a chance to opt out. Since Colorado already mails ballots to every registered voter, this would necessarily mean getting ballots into the hands of more Native people. “We’ve made real steps forward, and we’re going to continue,” Colorado Secretary of State Jena Griswold told me recently. “We always try to push the envelope.”

And yet, Cloud is also keenly concerned that the program could make her community more vulnerable. For U.S. election officials to automatically register tribal members to vote, the tribes would need to share certain vital information about their members, such as full name, address, and date of birth. Cloud is hesitant to hand this data over to a state that has, over a long history that she knows too well, been an agent of violence.