gthippo's comments

ISRIB is licensed by Calico which recently initiated phase I trials for its use in ALS (https://www.massgeneral.org/news/press-release/investigation...)

Don't RSUs show up on the W-2 as income though (even if you don't sell them)?

You might be interested in checking out Swift on Google Colab (e.g., https://colab.research.google.com/github/tensorflow/swift-tu...)

Swift is also now supported in Colab (Google-hosted Jupyter notebooks) and there's a nice tutorial on some of the features of Swift for Tensorflow at https://colab.research.google.com/github/tensorflow/swift-tu...

The terrifying thing is that you don't even need to reach human-level performance to cause structural unemployment. As a hypothetical example, if automation can make top-performers in your field 10x more efficient, that makes 90% of people in that role redundant.

This feels a lot scarier to me since as a ML engineer, I rarely see applications where we can reach human level performance easily but the idea of making existing top performers 2-5x more effective feels much more viable.

The idea of 80% of people in relatively high-skill jobs who are used to a relatively high income level becoming redundant is a pretty scary one.

That's a great point, Rotterdam and Oakland are both not great choices for comparisons. However, there is a general point that US ports such as LA + Long Beach do lag in efficiency compared to Asian ports such as Singapore for example (which is heavily automated but also unionized).

For example in "CONTAINER TERMINAL PRODUCTIVITY: EXPERIENCES AT THE PORTS OF LOS ANGELES AND LONG BEACH" Le and Murphy give some comparisons of LA and Long Beach to other leading terminals.

Taking Singapore as our main example, as of 2004 it moved 2.7 as much container volume as LA but occupied roughly half the land area. It has 6 times the TEU/acre of LA and 64% higher TEU/crane. General trends also hold for Kwai Tsing (HK) and Klang (Malaysia).

To quote Le and Murphy in the above-mentioned paper:

"Further consideration of these factors reveals that the terminal operators at these ports are aware of the technologies and practices used at other world ports that would allow them to achieve a higher level of performance. However, the present operating agreements between terminal operators and port labor prevent the implementation of such technologies and practices."