The influential progressive third party announced Thursday that it was putting out a recruitment call for candidates specifically opposed to data centers. The Working Families Party said Thursday that it is putting out a specific recruitment call for people who are organizing against data centers in their communities to run for office. The announcement comes amid a period of heightened political turmoil around data centers, as some high-profile Democrats wade into the fight. Earlier this week, three Democrats in the Senate sent letters seeking information from Big Tech companies about how data centers impact electricity bills, while senator Bernie Sanders, the independent from Vermont, became the first national politician to call for a moratorium on data center construction. "We see our role as responding to what working families and working people are concerned about, what issues are keeping them up at night," says Ravi Mangla, the national press secretary for the Working Families Party. "We would be ignoring the needs of our constituents if we were not responding to the issue of data centers and their impacts on communities."

Urban morphology has long been recognized as a factor shaping human mobility, yet comparative and formal classifications of urban form across metropolitan areas remain limited. Building on theoretical principles of urban structure and advances in unsupervised learning, we systematically classified the built environment of nine U.S. metropolitan areas using structural indicators such as density, connectivity, and spatial configuration. The resulting morphological types were linked to mobility patterns through descriptive statistics, marginal effects estimation, and post hoc statistical testing. Here we show that distinct urban forms are systematically associated with different mobility behaviors, such as reticular morphologies being linked to significantly higher public transport use (marginal effect = 0.49) and reduced car dependence (-0.41), while organic forms are associated with increased car usage (0.44), and substantial declines in public transport (-0.47) and active mobility (-0.30). These effects are statistically robust (p < 1e-19), highlighting that the spatial configuration of urban areas plays a fundamental role in shaping transportation choices. Our findings extend previous work by offering a reproducible framework for classifying urban form and demonstrate the added value of morphological analysis in comparative urban research. These results suggest that urban form should be treated as a key variable in mobility planning and provide empirical support for incorporating spatial typologies into sustainable urban policy design.

In this episode of Uncanny Valley, we discuss the economics and environmental impacts of energy-hungry data centers and whether these facilities are sustainable in the age of AI. The Stargate AI data center in Abilene, Texas.Photo-Illustration: WIRED Staff; Getty Images Tech giants have been investing hundreds of billions of dollars into AI data centers just this year alone. But as the deals pile up, so have the concerns around their viability and sustainability. Michael Calore and senior correspondent Lauren Goode sit down with senior writer Molly Taft to discuss how these energy hungry facilities actually work, the different industry interests at stake, and whether it'll all come crumbling down. The AI Industry's Scaling Obsession Is Headed for a Cliff by Will Knight OpenAI's Blockbuster AMD Deal Is a Bet on Near-Limitless Demand for AI by Will Knight How Much Energy Does AI Use? The People Who Know Aren't Saying by Molly Taft Write to us at uncannyvalley@wired.com. You can always listen to this week's podcast through the audio player on this page, but if you want to subscribe for free to get every episode, here's how: If you're on an iPhone or iPad, open the app called Podcasts, or just tap this link. Note: This is an automated transcript, which may contain errors. It's so nice to be back in studio with you again, because our schedules were not aligning for the past few weeks. But the stars and the moon have aligned now, and here we are once again. Lauren Goode: Here we are. And I'm sure all of our listeners have just been sitting here wondering, "When are Lauren and Mike getting back together? When is the band getting back together?"

The struggling American chipmaker is betting that a new plant and fresh product line will help turn around its fortunes. After four years of construction, Intel said on Thursday that its Fab 52 semiconductor plant in Chandler, Arizona is now turning out its first chips. The company also shared more details about the long-awaited CPUs that it will be producing in the facility using Intel's brand new 18A process technology. The announcement comes just six weeks after the Trump administration acquired a 9.9 percent stake in Intel in exchange for $8.9 billion in stock. The fab opening, while long in the works, is the first major opportunity for the struggling American chip maker to convince the broader tech industry that it can produce some of the world's most advanced chips at scale--and that the White House's investment might pay off.

We consider the problem of estimating a regularization parameter, or a shrinkage coefficient $α\in (0,1)$ for Regularized Tyler's M-estimator (RTME). In particular, we propose to estimate an optimal shrinkage coefficient by setting $α$ as the solution to a suitably chosen objective function; namely the leave-one-out cross-validated (LOOCV) log-likelihood loss. Since LOOCV is computationally prohibitive even for moderate sample size $n$, we propose a computationally efficient approximation for the LOOCV log-likelihood loss that eliminates the need for invoking the RTME procedure $n$ times for each sample left out during the LOOCV procedure. This approximation yields an $O(n)$ reduction in the running time complexity for the LOOCV procedure, which results in a significant speedup for computing the LOOCV estimate. We demonstrate the efficiency and accuracy of the proposed approach on synthetic high-dimensional data sampled from heavy-tailed elliptical distributions, as well as on real high-dimensional datasets for object recognition, face recognition, and handwritten digit's recognition. Our experiments show that the proposed approach is efficient and consistently more accurate than other methods in the literature for shrinkage coefficient estimation.

SAE Level 4 Automated Driving Systems (ADSs) are deployed on public roads, including Waymo's Rider-Only (RO) ride-hailing service (without a driver behind the steering wheel). The objective of this study was to perform a retrospective safety assessment of Waymo's RO crash rate compared to human benchmarks, including disaggregated by crash type. Eleven crash type groups were identified from commonly relied upon crash typologies that are derived from human crash databases. Human benchmarks were aligned to the same vehicle types, road types, and locations as where the Waymo Driver operated. Waymo crashes were extracted from the NHTSA Standing General Order (SGO). RO mileage was provided by the company via a public website. Any-injury-reported, Airbag Deployment, and Suspected Serious Injury+ crash outcomes were examined because they represented previously established, safety-relevant benchmarks where statistical testing could be performed at the current mileage. Data was examined over 56.7 million RO miles through the end of January 2025, resulting in a statistically significant lower crashed vehicle rate for all crashes compared to the benchmarks in Any-Injury-Reported and Airbag Deployment, and Suspected Serious Injury+ crashes. Of the crash types, V2V Intersection crash events represented the largest total crash reduction, with a 96% reduction in Any-injury-reported (87%-99% CI) and a 91% reduction in Airbag Deployment (76%-98% CI) events. Cyclist, Motorcycle, Pedestrian, Secondary Crash, and Single Vehicle crashes were also statistically reduced for the Any-Injury-Reported outcome. There was no statistically significant disbenefit found in any of the 11 crash type groups. This study represents the first retrospective safety assessment of an RO ADS that made statistical conclusions about more serious crash outcomes and analyzed crash rates on a crash type basis.

Our collection of the highs and lows of Intel's 2024 will have you reaching for the brandy. I mean, aside from some of Intel's mobile chips, what exactly did it do right? Let's put it this way: when your ex-CEO prays for your company after he was kicked out, it was a bad year. As we've done for other companies in the past, we've collected the best, worst, and head-scratching moments from the past year. Get yourself a hot mug of cider or a cold glass of egg nog, and sit down with as we recap Intel's 2024. And hold on -- it's going to get bumpy.

Deploying deep reinforcement learning (DRL) in real-world inventory management presents challenges, including dynamic environments and uncertain problem parameters, e.g. demand and lead time distributions. These challenges highlight a research gap, suggesting a need for a unifying framework to model and solve sequential decision-making under parameter uncertainty. We address this by exploring an underexplored area of DRL for inventory management: training generally capable agents (GCAs) under zero-shot generalization (ZSG). Here, GCAs are advanced DRL policies designed to handle a broad range of sampled problem instances with diverse inventory challenges. ZSG refers to the ability to successfully apply learned policies to unseen instances with unknown parameters without retraining. We propose a unifying Super-Markov Decision Process formulation and the Train, then Estimate and Decide (TED) framework to train and deploy a GCA tailored to inventory management applications. The TED framework consists of three phases: training a GCA on varied problem instances, continuously estimating problem parameters during deployment, and making decisions based on these estimates. Applied to periodic review inventory problems with lost sales, cyclic demand patterns, and stochastic lead times, our trained agent, the Generally Capable Lost Sales Network (GC-LSN) consistently outperforms well-known traditional policies when problem parameters are known. Moreover, under conditions where demand and/or lead time distributions are initially unknown and must be estimated, we benchmark against online learning methods that provide worst-case performance guarantees. Our GC-LSN policy, paired with the Kaplan-Meier estimator, is demonstrated to complement these methods by providing superior empirical performance.

In this work, we propose Table-LLM-Specialist, or Table-Specialist for short, as a new self-trained fine-tuning paradigm specifically designed for table tasks. Our insight is that for each table task, there often exist two dual versions of the same task, one generative and one classification in nature. Leveraging their duality, we propose a Generator-Validator paradigm, to iteratively generate-then-validate training data from language-models, to fine-tune stronger \sys models that can specialize in a given task, without requiring manually-labeled data. Our extensive evaluations suggest that our Table-Specialist has (1) \textit{strong performance} on diverse table tasks over vanilla language-models -- for example, Table-Specialist fine-tuned on GPT-3.5 not only outperforms vanilla GPT-3.5, but can often match or surpass GPT-4 level quality, (2) \textit{lower cost} to deploy, because when Table-Specialist fine-tuned on GPT-3.5 achieve GPT-4 level quality, it becomes possible to deploy smaller models with lower latency and inference cost, with comparable quality, and (3) \textit{better generalizability} when evaluated across multiple benchmarks, since \sys is fine-tuned on a broad range of training data systematically generated from diverse real tables. Our code and data will be available at https://github.com/microsoft/Table-LLM-Specialist.

Deployed SAE level 4+ Automated Driving Systems (ADS) without a human driver are currently operational ride-hailing fleets on surface streets in the United States. This current use case and future applications of this technology will determine where and when the fleets operate, potentially resulting in a divergence from the distribution of driving of some human benchmark population within a given locality. Existing benchmarks for evaluating ADS performance have only done county-level geographical matching of the ADS and benchmark driving exposure in crash rates. This study presents a novel methodology for constructing dynamic human benchmarks that adjust for spatial and temporal variations in driving distribution between an ADS and the overall human driven fleet. Dynamic benchmarks were generated using human police-reported crash data, human vehicle miles traveled (VMT) data, and over 20 million miles of Waymo's rider-only (RO) operational data accumulated across three US counties. The spatial adjustment revealed significant differences across various severity levels in adjusted crash rates compared to unadjusted benchmarks with these differences ranging from 10% to 47% higher in San Francisco, 12% to 20% higher in Maricopa, and 7% lower to 34% higher in Los Angeles counties. The time-of-day adjustment in San Francisco, limited to this region due to data availability, resulted in adjusted crash rates 2% lower to 16% higher than unadjusted rates, depending on severity level. The findings underscore the importance of adjusting for spatial and temporal confounders in benchmarking analysis, which ultimately contributes to a more equitable benchmark for ADS performance evaluations.