Bruno Latour Wins Prestigious Holberg Prize
Breakthrough Senior Fellow ‘Completely Re-imagined Science Studies’
Breakthrough Senior Fellow Bruno Latour, the French anthropologist and sociologist, has been announced as the winner of the 2013 Holberg International Memorial Prize, one of the most distinguished awards in the arts and humanities. The prize committee recognized Latour as a “creative” and “unpredictable” scholar who has “undertaken an ambitious analysis and reinterpretation of modernity, challenging the most fundamental categories such as the distinction between modern and pre-modern, nature and society, human and non-human.”
It’s Not About the Machines
How Leading Economists Misunderstand Productivity and Jobs
Writing in the New York Times last week, Erik Brynjolfsson and Andrew McAfee argue that “a wonderful ride” began to unravel in the late 1990s when employment growth became “decoupled” from productivity growth.
Their contention is that something fundamental has changed in the economy over the past decade, illustrated in the following graph by the increasing gap between gains in productivity and employment, described ominously as the “jaws of the snake.”
A closer look at the data shows, however, that the “jaws of the snake” have been open for more than 30 years. More fundamentally, rather than a “great decoupling” between trends in employment and productivity, it is clear that productivity and employment have been diverging for a very long time as the composition of the economy has changed.
Unequal at Any Speed
How the Beltway's New 'Hot Lanes' Divide Us into Speed-Rich and Speed-Poor
Advances in real-time data acquisition, processing, and display technologies means that it is possible to design a toll-road that can continually change prices to control how many cars are on the road and how fast they are going. These “hot lanes” have just been opened along a part of the Washington, DC Beltway, the 10-lane, traffic-infested artery that to normal humans is a metaphorical boundary between the real, outside-the-Beltway world and the weird, political one on the inside. (For those of us who live around Washington and must drive on it, however, the Beltway is a very concrete indeed, a daily flirtation with delay and frustration, homicidal instincts, and death itself.)
At a cost of two billion dollars, a private sector partnership (which gets to keep the tolls) has built a 14-mile-long, 4-laned section of highway, parallel to the main lanes of the toll-free Beltway, and has guaranteed to the state of Virginia that it will always keep traffic moving at no less that 45 mph along its length. They do this by continuously monitoring the number of cars (which must be equipped with EZ-Pass transponders) and their speed, and by raising toll prices as necessary to keep the number of cars on the road at a level that will allow the speed to stay at or above the guaranteed minimum. The dynamic toll prices are displayed on huge signs near the entrances to the smart-highway lanes, so drivers get to decide at the last minute whether they want to spend the money to go faster or not. As the traffic on the toll-free Beltway lanes gets worse, some drivers will be willing to spend more to go faster. The worse the traffic is, the more they’ll have to spend. (In the early days of this new technology, numerous accidents were caused by drivers trying to decide how much they were willing to pay, but no doubt this initial problem will sort itself out as people get used to driving-while-economically-rational.)
Of course economic rationality benefits some more than others. As long ago as 1973, the philosopher Ivan Illich recognized that speed was an issue at the intersection of technology and justice. In his extended essay “Energy and Equity,” Illich observed presciently, if somewhat obscurely, that the quest for speed in transportation was an unrecognized domain in which technological advance itself led to increasing inequity of distribution of social and economic opportunity: