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Surviving Historic Turmoil by Re-imagining the Post-COVID-19 Inflight Experience and Passenger Safety

Reimagining the post-COVID-19 inflight experience – from cabin interiors and passenger wellbeing to catering and IFEC

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This article was originally published by Future Travel Experience.

In our recent webinar, JAL, Boeing, APEX and ACA discussed new approaches to aircraft cabin interiors, catering, IFEC and passenger wellbeing post-COVID-19.   The past two months have seen a period of historic turmoil for the aviation industry, and as air travel is slowly resuming in some countries, airlines and airports are gearing up for the rebound. In order to ensure a safe, secure and consistent travel experience, air transport executives are reimagining every step of the journey. The second in a series of webinars delivered by FTE and APEX took place on 20 May and zoomed in on the post-COVID-19 cabin experience. A panel of industry leaders comprising Dr. Joe Leader, CEO of APEX & IFSA; Dan Freeman, Director – Payloads and Engineering, Boeing; Akira Mitsumasu, VP, Global Marketing at Japan Airlines; and Fabio Gamba, Director General at the Airline Caterers Association, participated in the discussion, which was moderated by Julie Baxter, Editor of Onboard Hospitality, and Jon Norris, Vice-President – Marketing, FlightPath3D. Here, we share some of the key takeaways:

Airline strategies to “Flight Back” against COVID-19

Dr. Joe Leader, CEO of APEX & IFSA, shared the positive growth in US passenger traffic from 87,000 passengers recorded by TSA checkpoints on 14 April to over 250,000 passengers on 10 May.
Dr. Joe Leader, CEO of APEX & IFSA, delivered a scene-setting presentation on some of the recommendations from APEX to “Flight Back” against COVID-19. Leader highlighted some core rules that airlines should follow during the COVID-19 downturn, including proactively engaging customers; eliminating hold times; automating customer service through leveraging airline apps, websites and chatbots; emphasising compassion; inspiring customers for retention; and digitally empowering front-line airline professionals. He said: “COVID-19 is a transformational moment for our industry. Airlines that leverage digital and data to serve with care will be the ones that succeed first in the “Flight Back” for our industry.” Referencing a recent Washington Post article entitled “Airplanes don’t make you sick. Really”, Leader pointed out: “A lot of the fear around flying is perception. A highly contagious virus on an airplane has an infection risk factor of 1 in 10,000 to 1 in one million with 169 passengers onboard.” He also stressed: “Masks reduce that small risk tenfold. By taking these steps and fighting back with facts we have an incredible opportunity to educate the global marketplace.” Leader also shared APEX & IFSA’s Q2 forecast and highlighted the positive growth in US passenger traffic from 87,000 passengers recorded by US TSA checkpoints on 14 April 2020 to over 250,000 passengers on 10 May 2020.

Post-COVID-19 aircraft cabin interiors

The discussion then steered into the specific segments of the inflight passenger experience, including cabin interiors, passenger wellbeing and sanitisation, catering, and IFEC and technology. Focusing on the key changes in the cabin interior post-COVID-19, Dan Freeman, Director – Payloads and Engineering, Boeing, said: “From an OEM perspective, we really focus on making sure we have designs that can be cleaned and disinfected easily, materials that are robust and technology that supports the mission of the airlines. “Our goal is to provide design and the best possible product that best meets airline customer needs, so that they can serve the passengers. We are working with them on custom solutions in order to make sure they can meet their mission.” Freeman also laid out his vision for the future of the aircraft cabin which would be carried out in gradual phases. “The first phase right now is to help the airlines and ensure they have all the right approved procedures. It’s mostly how we prepare the operation of the airplane in order to make sure we are serving the passengers. “Shortly after this, we will be introducing upon request simple cabin additions, such as hand sanitisers. Next after that we are developing new technology that can help improve sanitisation, including UV light, antimicrobial coating and other technology that we can implement as part of the design of the cabin that will help the use of the airplane that much more efficient for our customers. “And finally, over the longer term we will continue to look into new materials and new designs that can be easily disinfected to provide a safe and sanitary journey.” Akira Mitsumasu, VP, Global Marketing at Japan Airlines, shared some of the near-term changes that the airline is introducing to the cabin. JAL has already implemented social distancing measures inflight by blocking adjacent seats, and the airline is currently looking into the feasibility of having seat partitioning screens on business and economy seats. However, Mitsumasu pointed out that this would require certification and time before it can actually be implemented. Additionally, the airline is working on accommodating new measures in the cabin to allow passengers to wash their hands more frequently. Addressing the need for a different approach between domestic and international fleets, Mitsumasu said: “I do anticipate some differences between domestic versus international. Most of the measures we are planning require time and involve investment. So, we would likely start with flights that have a greater urgency and need, especially international long-haul flights, where customers spend a longer time inflight. But of course, if there are quick and easy to implement solutions we would be happy to implement those on our domestic routes as well.”

Addressing aircraft sanitisation and hygiene

Dan Freeman, Director – Payloads and Engineering, Boeing; Dr. Joe Leader, CEO of APEX & IFSA; Fabio Gamba, Director General at the Airline Caterers Association; and Akira Mitsumasu, VP, Global Marketing at Japan Airlines joined the panel discussion on the future of airlines and aircraft post-COVID-19.
Inflight hygiene and sanitisation were already a concern for many passengers even before the COVID-19 pandemic. However, with a tight turnaround between flights, especially on low-cost and short-haul flights, addressing this has now become an obvious priority. Mitsumasu explained: “Aircraft cleanliness is certainly a part of the new normal. In terms of challenges of turnaround cleanliness, the first challenge is deciding what needs to be done and can be done both at the home base hub airports, where usually one has more control, and also at oversees stations where the work often depends on the capabilities and resource of the ground handling cleaning company. “A bigger challenge would be to secure proficient ground time needed to complete the desired cleaning task. Needless to say that there are a couple of very hard trade-off decisions that affect aircraft utilisation and fleet planning. Not to mention the fact that it is not at all easy to change departure and landing time slots.” He also said that this is a good opportunity for airlines to reconsider offering products such as blankets, duvets and pillows. “In our case we will continue to provide packaged, clean bedding items on international flights, but on domestic flights we will be suspending this service, as we cannot fully meet these expectations.” Moreover, the recommendation to make the wearing of face masks mandatory – for passengers and crew alike ­– has been widely adopted and airlines are developing PPE (personal protective equipment) packages for their crew to support inflight service hygiene. In turn, some amenity kit suppliers are already pivoting away from luxury brands towards creative and attractive amenity kits filled with PPE and hygiene products. Inflight service is a key differentiator for airlines and they will have to quickly reconsider their food & beverage and inflight retail offering to support and strengthen their brand proposition. So, what could inflight catering look in a post-COVID-19 era? Fabio Gamba, Director General at the Airline Caterers Association, believes that getting food onboard is going to be a key part of the recovery. He said: “There are two things here – the fear with regards to the food itself and whether the food is a factor of any infectious disease, and there is also the way the food is being brought to the passenger. “In times when we are trying to restore confidence, I think that it is extremely important that we keep in mind what human touch in the journey we can bring. And definitely food & beverage is part of that human touch that you may find on an otherwise long and perhaps sometimes dull journey. It is crucially important that the passenger feels comfortable and one of the ways to achieve this is to serve them great food.” As an airline with a strong reputation for its service and hospitality, Mitsumasu then went on to share Japan Airlines’ catering strategy. “Our inflight meals have not changed much partly because in economy class our main dish and cutlery are already packaged and sealed. However, in countries where we have received government directions to have additional food safety measures, we work with our catering company to comply with these requirements. In the short-term we might see some measures such as inflight social distancing so that people can eat freely, or serving meals by zones such as in economy to serve window seats followed by aisle seats. There really is no ‘silver bullet’ that could solve all the problems. There would be a lot of trial and error to work out what is most feasible and practical as we emerge from COVID-19.”

Investments in IFEC and digital transformation

The discussion then focused on how COVID-19 will impact the supply and use of connectivity onboard. While the demand for such services will still exist from a passenger perspective, will it still be a priority for airlines who are already facing financial difficulties, and will offering free inflight connectivity be harder to justify? Leader expressed his conviction that airlines will continue to offer and implement onboard connectivity services. “The one difference is that when airlines are financially stressed, they would want to make sure they provide connectivity to passengers that are willing to pay for that connectivity. Even airlines like Emirates that are historically offering free connectivity for their business and first-class passengers, have announced that they are moving to a pay-as-you-go model, which simply means that they want people who value the connectivity and are willing to pay for it. This means slowing the process of connectivity being offered for free until airlines are in a stronger financial health.” In terms of implementation, he said that it will continue at the same rate. “We have seen some pullback on capital expenditure, but one of the things I have asked airline executives is whether they will use the fleet downtime to upgrade their aircraft to use more connectivity and the answer is “yes”.” According to the results from the second part of the FTE/Fast Future COVID-19 report, some of which were also unveiled during the webinar, 62% of organisations believe that COVID-19 will accelerate innovation and digital transformation projects. Commenting on this, JAL’s Mitsumasu said: “In my opinion, innovation and digital transformation projects will be accelerated post-COVID-19 but to a certain extent. Airlines are currently in a very stark situation. Many airlines would like to invest into digital transformation, but many would not be able to do so. At least not now until a pre-COVID-19 level. So we need to focus on what matters now. At Japan Airlines we had to park aside many new digital transformation projects for now and focus on ones that we had already started off and are close to completion and are related to customer experience. Industry-wide, while cleanliness is still on top of our awareness, there would be focus on contactless solutions.”

A look into the 2030 cabin

Looking ahead, Boeing’s Freeman said that he doesn’t expect to see any fundamental changes to the aircraft cabin design, however there would be some incremental improvements. “Changing the architecture of the cabin is very difficult. I don’t see a futuristic change in a decade, but I see this constant evolution that aircraft are going to provide a service that is safe for the passenger and crew, while it is differentiated to serve the airlines’ needs in order to serve the passengers.” From a food & beverage perspective, Gamba predicts three major changes. “The first one would be related to the food itself. People would prefer food that is traceable and trackable. They would want a bit more information of what it is that they are eating. In terms of waste, there would be legitimate expectations to have more sustainability in the way the cabin waste is being treated. And the third part is the way the food is being distributed and brought to the passenger.” Expanding on the topic of sustainability, Mitsumasu added: “I hope that the 2030 cabin will be more environmentally friendly. For example, having everything pre-selected and pre-loaded, so that we don’t have to load anything that customers do not want and need, and by doing so being more environmentally friendly.” Stay tuned for more coverage of the FTE APEX Post-COVID-19 Airlines & Aircraft webinar from FTE and APEX Media, including interviews with Ted Christie, President & CEO, Spirit Airlines, and Topi Manner, CEO, Finnair.  Article originally published here: Reimagining the post-COVID-19 inflight experience – from cabin interiors and passenger wellbeing to catering and IFEC

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“I Can’t Even Save”: Americans Are Getting Absolutely Crushed Under Enormous Debt Load

"I Can’t Even Save": Americans Are Getting Absolutely Crushed Under Enormous Debt Load

While Joe Biden insists that Americans are doing great…

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"I Can't Even Save": Americans Are Getting Absolutely Crushed Under Enormous Debt Load

While Joe Biden insists that Americans are doing great - suggesting in his State of the Union Address last week that "our economy is the envy of the world," Americans are being absolutely crushed by inflation (which the Biden admin blames on 'shrinkflation' and 'corporate greed'), and of course - crippling debt.

The signs are obvious. Last week we noted that banks' charge-offs are accelerating, and are now above pre-pandemic levels.

...and leading this increase are credit card loans - with delinquencies that haven't been this high since Q3 2011.

On top of that, while credit cards and nonfarm, nonresidential commercial real estate loans drove the quarterly increase in the noncurrent rate, residential mortgages drove the quarterly increase in the share of loans 30-89 days past due.

And while Biden and crew can spin all they want, an average of polls from RealClear Politics shows that just 40% of people approve of Biden's handling of the economy.

Crushed

On Friday, Bloomberg dug deeper into the effects of Biden's "envious" economy on Americans - specifically, how massive debt loads (credit cards and auto loans especially) are absolutely crushing people.

Two years after the Federal Reserve began hiking interest rates to tame prices, delinquency rates on credit cards and auto loans are the highest in more than a decade. For the first time on record, interest payments on those and other non-mortgage debts are as big a financial burden for US households as mortgage interest payments.

According to the report, this presents a difficult reality for millions of consumers who drive the US economy - "The era of high borrowing costs — however necessary to slow price increases — has a sting of its own that many families may feel for years to come, especially the ones that haven’t locked in cheap home loans."

The Fed, meanwhile, doesn't appear poised to cut rates until later this year.

According to a February paper from IMF and Harvard, the recent high cost of borrowing - something which isn't reflected in inflation figures, is at the heart of lackluster consumer sentiment despite inflation having moderated and a job market which has recovered (thanks to job gains almost entirely enjoyed by immigrants).

In short, the debt burden has made life under President Biden a constant struggle throughout America.

"I’m making the most money I've ever made, and I’m still living paycheck to paycheck," 40-year-old Denver resident Nikki Cimino told Bloomberg. Cimino is carrying a monthly mortgage of $1,650, and has $4,000 in credit card debt following a 2020 divorce.

Nikki CiminoPhotographer: Rachel Woolf/Bloomberg

"There's this wild disconnect between what people are experiencing and what economists are experiencing."

What's more, according to Wells Fargo, families have taken on debt at a comparatively fast rate - no doubt to sustain the same lifestyle as low rates and pandemic-era stimmies provided. In fact, it only took four years for households to set a record new debt level after paying down borrowings in 2021 when interest rates were near zero. 

Meanwhile, that increased debt load is exacerbated by credit card interest rates that have climbed to a record 22%, according to the Fed.

[P]art of the reason some Americans were able to take on a substantial load of non-mortgage debt is because they’d locked in home loans at ultra-low rates, leaving room on their balance sheets for other types of borrowing. The effective rate of interest on US mortgage debt was just 3.8% at the end of last year.

Yet the loans and interest payments can be a significant strain that shapes families’ spending choices. -Bloomberg

And of course, the highest-interest debt (credit cards) is hurting lower-income households the most, as tends to be the case.

The lowest earners also understandably had the biggest increase in credit card delinquencies.

"Many consumers are levered to the hilt — maxed out on debt and barely keeping their heads above water," Allan Schweitzer, a portfolio manager at credit-focused investment firm Beach Point Capital Management told Bloomberg. "They can dog paddle, if you will, but any uptick in unemployment or worsening of the economy could drive a pretty significant spike in defaults."

"We had more money when Trump was president," said Denise Nierzwicki, 69. She and her 72-year-old husband Paul have around $20,000 in debt spread across multiple cards - all of which have interest rates above 20%.

Denise and Paul Nierzwicki blame Biden for what they see as a gloomy economy and plan to vote for the Republican candidate in November.
Photographer: Jon Cherry/Bloomberg

During the pandemic, Denise lost her job and a business deal for a bar they owned in their hometown of Lexington, Kentucky. While they applied for Social Security to ease the pain, Denise is now working 50 hours a week at a restaurant. Despite this, they're barely scraping enough money together to service their debt.

The couple blames Biden for what they see as a gloomy economy and plans to vote for the Republican candidate in November. Denise routinely voted for Democrats up until about 2010, when she grew dissatisfied with Barack Obama’s economic stances, she said. Now, she supports Donald Trump because he lowered taxes and because of his policies on immigration. -Bloomberg

Meanwhile there's student loans - which are not able to be discharged in bankruptcy.

"I can't even save, I don't have a savings account," said 29-year-old in Columbus, Ohio resident Brittany Walling - who has around $80,000 in federal student loans, $20,000 in private debt from her undergraduate and graduate degrees, and $6,000 in credit card debt she accumulated over a six-month stretch in 2022 while she was unemployed.

"I just know that a lot of people are struggling, and things need to change," she told the outlet.

The only silver lining of note, according to Bloomberg, is that broad wage gains resulting in large paychecks has made it easier for people to throw money at credit card bills.

Yet, according to Wells Fargo economist Shannon Grein, "As rates rose in 2023, we avoided a slowdown due to spending that was very much tied to easy access to credit ... Now, credit has become harder to come by and more expensive."

According to Grein, the change has posed "a significant headwind to consumption."

Then there's the election

"Maybe the Fed is done hiking, but as long as rates stay on hold, you still have a passive tightening effect flowing down to the consumer and being exerted on the economy," she continued. "Those household dynamics are going to be a factor in the election this year."

Meanwhile, swing-state voters in a February Bloomberg/Morning Consult poll said they trust Trump more than Biden on interest rates and personal debt.

Reverberations

These 'headwinds' have M3 Partners' Moshin Meghji concerned.

"Any tightening there immediately hits the top line of companies," he said, noting that for heavily indebted companies that took on debt during years of easy borrowing, "there's no easy fix."

Tyler Durden Fri, 03/15/2024 - 18:00

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Sylvester researchers, collaborators call for greater investment in bereavement care

MIAMI, FLORIDA (March 15, 2024) – The public health toll from bereavement is well-documented in the medical literature, with bereaved persons at greater…

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MIAMI, FLORIDA (March 15, 2024) – The public health toll from bereavement is well-documented in the medical literature, with bereaved persons at greater risk for many adverse outcomes, including mental health challenges, decreased quality of life, health care neglect, cancer, heart disease, suicide, and death. Now, in a paper published in The Lancet Public Health, researchers sound a clarion call for greater investment, at both the community and institutional level, in establishing support for grief-related suffering.

Credit: Photo courtesy of Memorial Sloan Kettering Comprehensive Cancer Center

MIAMI, FLORIDA (March 15, 2024) – The public health toll from bereavement is well-documented in the medical literature, with bereaved persons at greater risk for many adverse outcomes, including mental health challenges, decreased quality of life, health care neglect, cancer, heart disease, suicide, and death. Now, in a paper published in The Lancet Public Health, researchers sound a clarion call for greater investment, at both the community and institutional level, in establishing support for grief-related suffering.

The authors emphasized that increased mortality worldwide caused by the COVID-19 pandemic, suicide, drug overdose, homicide, armed conflict, and terrorism have accelerated the urgency for national- and global-level frameworks to strengthen the provision of sustainable and accessible bereavement care. Unfortunately, current national and global investment in bereavement support services is woefully inadequate to address this growing public health crisis, said researchers with Sylvester Comprehensive Cancer Center at the University of Miami Miller School of Medicine and collaborating organizations.  

They proposed a model for transitional care that involves firmly establishing bereavement support services within healthcare organizations to ensure continuity of family-centered care while bolstering community-based support through development of “compassionate communities” and a grief-informed workforce. The model highlights the responsibility of the health system to build bridges to the community that can help grievers feel held as they transition.   

The Center for the Advancement of Bereavement Care at Sylvester is advocating for precisely this model of transitional care. Wendy G. Lichtenthal, PhD, FT, FAPOS, who is Founding Director of the new Center and associate professor of public health sciences at the Miller School, noted, “We need a paradigm shift in how healthcare professionals, institutions, and systems view bereavement care. Sylvester is leading the way by investing in the establishment of this Center, which is the first to focus on bringing the transitional bereavement care model to life.”

What further distinguishes the Center is its roots in bereavement science, advancing care approaches that are both grounded in research and community-engaged.  

The authors focused on palliative care, which strives to provide a holistic approach to minimize suffering for seriously ill patients and their families, as one area where improvements are critically needed. They referenced groundbreaking reports of the Lancet Commissions on the value of global access to palliative care and pain relief that highlighted the “undeniable need for improved bereavement care delivery infrastructure.” One of those reports acknowledged that bereavement has been overlooked and called for reprioritizing social determinants of death, dying, and grief.

“Palliative care should culminate with bereavement care, both in theory and in practice,” explained Lichtenthal, who is the article’s corresponding author. “Yet, bereavement care often is under-resourced and beset with access inequities.”

Transitional bereavement care model

So, how do health systems and communities prioritize bereavement services to ensure that no bereaved individual goes without needed support? The transitional bereavement care model offers a roadmap.

“We must reposition bereavement care from an afterthought to a public health priority. Transitional bereavement care is necessary to bridge the gap in offerings between healthcare organizations and community-based bereavement services,” Lichtenthal said. “Our model calls for health systems to shore up the quality and availability of their offerings, but also recognizes that resources for bereavement care within a given healthcare institution are finite, emphasizing the need to help build communities’ capacity to support grievers.”

Key to the model, she added, is the bolstering of community-based support through development of “compassionate communities” and “upskilling” of professional services to assist those with more substantial bereavement-support needs.

The model contains these pillars:

  • Preventive bereavement care –healthcare teams engage in bereavement-conscious practices, and compassionate communities are mindful of the emotional and practical needs of dying patients’ families.
  • Ownership of bereavement care – institutions provide bereavement education for staff, risk screenings for families, outreach and counseling or grief support. Communities establish bereavement centers and “champions” to provide bereavement care at workplaces, schools, places of worship or care facilities.
  • Resource allocation for bereavement care – dedicated personnel offer universal outreach, and bereaved stakeholders provide input to identify community barriers and needed resources.
  • Upskilling of support providers – Bereavement education is integrated into training programs for health professionals, and institutions offer dedicated grief specialists. Communities have trained, accessible bereavement specialists who provide support and are educated in how to best support bereaved individuals, increasing their grief literacy.
  • Evidence-based care – bereavement care is evidence-based and features effective grief assessments, interventions, and training programs. Compassionate communities remain mindful of bereavement care needs.

Lichtenthal said the new Center will strive to materialize these pillars and aims to serve as a global model for other health organizations. She hopes the paper’s recommendations “will cultivate a bereavement-conscious and grief-informed workforce as well as grief-literate, compassionate communities and health systems that prioritize bereavement as a vital part of ethical healthcare.”

“This paper is calling for healthcare institutions to respond to their duty to care for the family beyond patients’ deaths. By investing in the creation of the Center for the Advancement of Bereavement Care, Sylvester is answering this call,” Lichtenthal said.

Follow @SylvesterCancer on X for the latest news on Sylvester’s research and care.

# # #

Article Title: Investing in bereavement care as a public health priority

DOI: 10.1016/S2468-2667(24)00030-6

Authors: The complete list of authors is included in the paper.

Funding: The authors received funding from the National Cancer Institute (P30 CA240139 Nimer) and P30 CA008748 Vickers).

Disclosures: The authors declared no competing interests.

# # #


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Separating Information From Disinformation: Threats From The AI Revolution

Separating Information From Disinformation: Threats From The AI Revolution

Authored by Per Bylund via The Mises Institute,

Artificial intelligence…

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Separating Information From Disinformation: Threats From The AI Revolution

Authored by Per Bylund via The Mises Institute,

Artificial intelligence (AI) cannot distinguish fact from fiction. It also isn’t creative or can create novel content but repeats, repackages, and reformulates what has already been said (but perhaps in new ways).

I am sure someone will disagree with the latter, perhaps pointing to the fact that AI can clearly generate, for example, new songs and lyrics. I agree with this, but it misses the point. AI produces a “new” song lyric only by drawing from the data of previous song lyrics and then uses that information (the inductively uncovered patterns in it) to generate what to us appears to be a new song (and may very well be one). However, there is no artistry in it, no creativity. It’s only a structural rehashing of what exists.

Of course, we can debate to what extent humans can think truly novel thoughts and whether human learning may be based solely or primarily on mimicry. However, even if we would—for the sake of argument—agree that all we know and do is mere reproduction, humans have limited capacity to remember exactly and will make errors. We also fill in gaps with what subjectively (not objectively) makes sense to us (Rorschach test, anyone?). Even in this very limited scenario, which I disagree with, humans generate novelty beyond what AI is able to do.

Both the inability to distinguish fact from fiction and the inductive tether to existent data patterns are problems that can be alleviated programmatically—but are open for manipulation.

Manipulation and Propaganda

When Google launched its Gemini AI in February, it immediately became clear that the AI had a woke agenda. Among other things, the AI pushed woke diversity ideals into every conceivable response and, among other things, refused to show images of white people (including when asked to produce images of the Founding Fathers).

Tech guru and Silicon Valley investor Marc Andreessen summarized it on X (formerly Twitter): “I know it’s hard to believe, but Big Tech AI generates the output it does because it is precisely executing the specific ideological, radical, biased agenda of its creators. The apparently bizarre output is 100% intended. It is working as designed.”

There is indeed a design to these AIs beyond the basic categorization and generation engines. The responses are not perfectly inductive or generative. In part, this is necessary in order to make the AI useful: filters and rules are applied to make sure that the responses that the AI generates are appropriate, fit with user expectations, and are accurate and respectful. Given the legal situation, creators of AI must also make sure that the AI does not, for example, violate intellectual property laws or engage in hate speech. AI is also designed (directed) so that it does not go haywire or offend its users (remember Tay?).

However, because such filters are applied and the “behavior” of the AI is already directed, it is easy to take it a little further. After all, when is a response too offensive versus offensive but within the limits of allowable discourse? It is a fine and difficult line that must be specified programmatically.

It also opens the possibility for steering the generated responses beyond mere quality assurance. With filters already in place, it is easy to make the AI make statements of a specific type or that nudges the user in a certain direction (in terms of selected facts, interpretations, and worldviews). It can also be used to give the AI an agenda, as Andreessen suggests, such as making it relentlessly woke.

Thus, AI can be used as an effective propaganda tool, which both the corporations creating them and the governments and agencies regulating them have recognized.

Misinformation and Error

States have long refused to admit that they benefit from and use propaganda to steer and control their subjects. This is in part because they want to maintain a veneer of legitimacy as democratic governments that govern based on (rather than shape) people’s opinions. Propaganda has a bad ring to it; it’s a means of control.

However, the state’s enemies—both domestic and foreign—are said to understand the power of propaganda and do not hesitate to use it to cause chaos in our otherwise untainted democratic society. The government must save us from such manipulation, they claim. Of course, rarely does it stop at mere defense. We saw this clearly during the covid pandemic, in which the government together with social media companies in effect outlawed expressing opinions that were not the official line (see Murthy v. Missouri).

AI is just as easy to manipulate for propaganda purposes as social media algorithms but with the added bonus that it isn’t only people’s opinions and that users tend to trust that what the AI reports is true. As we saw in the previous article on the AI revolution, this is not a valid assumption, but it is nevertheless a widely held view.

If the AI then can be instructed to not comment on certain things that the creators (or regulators) do not want people to see or learn, then it is effectively “memory holed.” This type of “unwanted” information will not spread as people will not be exposed to it—such as showing only diverse representations of the Founding Fathers (as Google’s Gemini) or presenting, for example, only Keynesian macroeconomic truths to make it appear like there is no other perspective. People don’t know what they don’t know.

Of course, nothing is to say that what is presented to the user is true. In fact, the AI itself cannot distinguish fact from truth but only generates responses according to direction and only based on whatever the AI has been fed. This leaves plenty of scope for the misrepresentation of the truth and can make the world believe outright lies. AI, therefore, can easily be used to impose control, whether it is upon a state, the subjects under its rule, or even a foreign power.

The Real Threat of AI

What, then, is the real threat of AI? As we saw in the first article, large language models will not (cannot) evolve into artificial general intelligence as there is nothing about inductive sifting through large troves of (humanly) created information that will give rise to consciousness. To be frank, we haven’t even figured out what consciousness is, so to think that we will create it (or that it will somehow emerge from algorithms discovering statistical language correlations in existing texts) is quite hyperbolic. Artificial general intelligence is still hypothetical.

As we saw in the second article, there is also no economic threat from AI. It will not make humans economically superfluous and cause mass unemployment. AI is productive capital, which therefore has value to the extent that it serves consumers by contributing to the satisfaction of their wants. Misused AI is as valuable as a misused factory—it will tend to its scrap value. However, this doesn’t mean that AI will have no impact on the economy. It will, and already has, but it is not as big in the short-term as some fear, and it is likely bigger in the long-term than we expect.

No, the real threat is AI’s impact on information. This is in part because induction is an inappropriate source of knowledge—truth and fact are not a matter of frequency or statistical probabilities. The evidence and theories of Nicolaus Copernicus and Galileo Galilei would get weeded out as improbable (false) by an AI trained on all the (best and brightest) writings on geocentrism at the time. There is no progress and no learning of new truths if we trust only historical theories and presentations of fact.

However, this problem can probably be overcome by clever programming (meaning implementing rules—and fact-based limitations—to the induction problem), at least to some extent. The greater problem is the corruption of what AI presents: the misinformation, disinformation, and malinformation that its creators and administrators, as well as governments and pressure groups, direct it to create as a means of controlling or steering public opinion or knowledge.

This is the real danger that the now-famous open letter, signed by Elon Musk, Steve Wozniak, and others, pointed to:

“Should we let machines flood our information channels with propaganda and untruth? Should we automate away all the jobs, including the fulfilling ones? Should we develop nonhuman minds that might eventually outnumber, outsmart, obsolete and replace us? Should we risk loss of control of our civilization?”

Other than the economically illiterate reference to “automat[ing] away all the jobs,” the warning is well-taken. AI will not Terminator-like start to hate us and attempt to exterminate mankind. It will not make us all into biological batteries, as in The Matrix. However, it will—especially when corrupted—misinform and mislead us, create chaos, and potentially make our lives “solitary, poor, nasty, brutish and short.”

Tyler Durden Fri, 03/15/2024 - 06:30

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