That’s why I don’t understand why Google’s stock has gone up so much recently. They already have maximum market share of digital ads; they can only lose share to competitors like OpenAI. The only way they can make more money is through paid subscriptions.
More details on the difference between the OpenAI and Anthropic contracts from one of the Under Secretaries of State:
>The axios article doesn’t have much detail and this is DoW’s decision, not mine. But if the contract defines the guardrails with reference to legal constraints (e.g. mass surveillance in contravention of specific authorities) rather than based on the purely subjective conditions included in Anthropic’s TOS, then yes. This, btw, was a compromise offered to—and rejected by—Anthropic.
> For the avoidance of doubt, the OpenAI - @DeptofWar contract flows from the touchstone of “all lawful use” that DoW has rightfully insisted upon & xAI agreed to. But as Sam explained, it references certain existing legal authorities and includes certain mutually agreed upon safety mechanisms. This, again, is a compromise that Anthropic was offered, and rejected.
> Even if the substantive issues are the same there is a huge difference between (1) memorializing specific safety concerns by reference to particular legal and policy authorities, which are products of our constitutional and political system, and (2) insisting upon a set of prudential constraints subject to the interpretation of a private company and CEO. As we have been saying, the question is fundamental—who decides these weighty questions? Approach (1), accepted by OAI, references laws and thus appropriately vests those questions in our democratic system. Approach (2) unacceptably vests those questions in a single unaccountable CEO who would usurp sovereign control of our most sensitive systems.
> It is a great day for both America’s national security and AI leadership that two of our leading labs, OAI and xAI have reached the patriotic and correct answer here
The old science fairs actually did find real geniuses. Many kids who placed highly in the Westinghouse Science Talent Search ended up winning Nobel Prizes later in life.
The modern ones are sadly just another checkbox for college admissions, full of cheaters gaming the metrics.
They haven't really added anything to Office since 2013, the last pre-subscription version. There were massive changes between Office 98 and 2013, including entirely new programs like OneNote. They just found a way to get their customers to rebuy the same product every year.
Same thing happened with Adobe and CS6; feature development slowed to a crawl after the change to a subscription.
Only because you chose to walk through the port instead of through town. Google Maps' walking route is shorter than the route that goes through that road, entirely on sidewalks, and only requires crossing one road wider than one car lane per direction (and said road has a signalized crosswalk). There is also a pedestrian bridge across that road that could be used instead, but Google didn't pick it, likely because it connects with "private" property (the convention center's path).
The hardware was good but nothing that an iPad doesn’t have nowadays. It was revolutionary for the time with the detachable keyboard and trackpad and Wacom-like pen. The software was what made it an amazing device though.
In addition to being able to run any regular Windows application, it had the best and most intuitive feeling UX of any tablet in history. Amongst many other features, window management was gesture controlled and Internet Explorer had an alternate UI that moved the tabs to the bottom of the screen to make them easier to reach.
Sadly, Windows 10 removed all the good parts of Windows tablet mode, but its ideas were so good that Apple is still slowly copying bits of its interface for the iPad to this day.
Under a fair weight tax scheme, a passenger of a fully loaded bus would pay more than a solo driver of a Hummer EV (one of the heaviest SUVs on the market).
The Hummer EV's curb weight is 9063 lbs (add 150 lbs for an average driver) and it has two axles for a loaded axle weight of 4607 lbs.
A three axle articulated bus with 123 passengers has a loaded axle weight of 21,563 lbs using the data from the table above.
This means that the bus has ~4.7 times the load per axle as the SUV, so per the fourth power law, it does 488 times as much damage to the road as the SUV. Since it carries 123 people, that means that each bus passenger is doing ~4 times as much damage to the road as the SUV driver.