3 . Women are still underrepresented in top academic positions. One of the possible explanations for this is the increasing importance of obtaining research funding. Women are often less successful in this than men. Psychology researchers Dr. Romy van der Lee and professor Naomi Ellemers investigated whether this difference also occurs at the Netherlands Organisation for Scientific Research (NWO) and examined potential explanations.

The researchers were assigned by NWO to carry out this study as part of the broader evaluation of NWO’s procedures and its gender diversity policy. The aim was to gain more insight into the causes of the differences in awarding rates for male and female applicants for research funding. The analysis addressed an important “talent programme” of NWO, the Veni grant. “Whoever receives this grant has a greater chance of obtaining an important appointment at a university, ” says Naomi Ellemers.

Van der Lee and Ellemers investigated all the applications submitted by male and female researchers over a period of three years: a total of 2823 applications. Under the direction of NWO these applications were assessed by scientific committees consisting of men and women. The results demonstrate that the awarding rates for female applicants (14.9%) are systematically lower than those for male applicants (17.7%). “If we compare the proportion of women among the applicants with the proportion of women among those awarded funding, we see a loss of 4%,” said Ellemers.

The study reveals that women are less positively evaluated for their qualities as researcher than men are, “Interestingly the research proposals of women and men are evaluated equally positively. In other words, the reviewers see no difference in the quality of the proposals that men and women submit,” says Romy van der Lee.

In search for a possible cause for the differences in awarding rates and evaluations, the researchers also investigated the language use in the instructions and forms used to assess the quality of applications. This clearly revealed the occurrence of gendered language. The words that are used to indicate quality are frequently words that were established in previous research as referring mainly to the male gender stereotype (such as challenging and excellent). Romy van der Lee explains: “As a result, it appears that men more easily satisfy the assessment criteria, because these better fit the characteristics stereoty-pically associated with men.”

In response to the results of this research, NWO will devote more attention to the gender awareness of reviewers in its methods and procedures. It will also be investigated which changes to the assessment procedures and criteria can most strongly contribute to more equal chances for men and women to obtain research funding. This will include an examination of the language used by NWO. NWO chair Jos Engelens said, “The research has yielded valuable results and insights. Based on the recommendations made by the researchers we will therefore focus in the coming period on the development of evidence-based measures to reduce the difference in awarding rates.”

4 . How can the train operators possibly justify yet another increase to rail passenger fares? It has become a grimly reliable annual ritual: every January the cost of travelling by train rises, imposing a significant extra burden on those who have no option but to use the rail network to get to work or otherwise. This year’s rise, an average of 2.7 percent, may be a little bit lower than last year’s, but it is still well above the official Consumer Price Index (CPI) measure of inflation(通货膨胀).

Successive governments have permitted such increases on the grounds that the cost of investing in and running the rail network should be borne by those who use it, rather than the general taxpayer. Why, the argument goes, should a car-driving pensioner from Lincolnshire have to subsidise(补贴)the daily commute(通勤)of a rail traveller from Surrey? Equally, there is a sense that the sufferings of commuters in the South East, have received too much attention compared to those who must endure the relatively poor infrastructure of the Midlands and the North.

However, over the past 12 months, those commuters have also experienced some of the worst rail strikes in years. It is all very well train operators boasting about the improvements they are making to the network, but passengers should be able to expect a basic level of service for the substantial sums they are now paying to travel. The responsibility for the latest wave of strikes rests on the unions. However, there is a strong case that those who have been worst affected by industrial action should receive compensation for the disruption they have suffered.

The Government has promised to change the law to introduce a minimum service requirement so that, even when strikes occur, services can continue to operate. This should form part of a wider package of measures to address the long-running problems on Britain’s railways. Yes, more investment is needed, but passengers will not be willing to pay more indefinitely if they must also endure cramped, unreliable services, along with regular chaos when timetables are changed, or planned maintenance is managed incompetently. The threat of nationalisation may have been seen off for now, but it will return with a revenge if the justified anger of passengers is not addressed in short order.

5 . You’re running late for work and you can’t find your keys: What’s really annoying is that in your search, you pick up and move them without realizing. This may be because the brain systems involved in the task are working at different speeds, with the system responsible for perception(感知)unable to keep pace.

So says Grayden Solman and his colleagues at the University of Waterloo in Ontario, Canada. To investigate how we search, Solman’s team created a simple computer-based task that involved searching through a pile of colored shapes on a computer screen. Volunteers were instructed to find a specific shapes as quickly as possible, while the computer monitored their actions.“Between 10 and 20 percent of the time, they would miss the object,”says Solman, even though they picked it up.“We thought that was remarkably often.”

To find out why, the team developed a number of further experiments. To check whether volunteers were just forgetting their target, they gave a new group a list of items to memorize before the search task, which they had to recall afterwards.

The idea was to fill each volunteer’s“memory load”，so that they were unable to hold any other information in their short-term memory. Although this was expected to have a negative effect on their performance at the search task, the extra load made no difference to the percentage of mistakes volunteers made.

To check that the volunteers were paying enough attention to the items they were moving, Solman’s team created another task involving a pile of cards marked with shapes that only became visible while the card was being moved. Again, they were surprised to see the same level of error, says Solman. Finally, the team analyzed participants’ mouse movements as they were carrying out a similar search task. They discovered that volunteers’ movements were slower after they had moved and missed their target.

Solman’s team propose that the system in the brain that deals with movement is running too quickly for the visual system to keep up. While you are searching around a messy house to find your keys, you might not be giving your visual system enough time to work out what each object is. Since time can be costly, sacrificing accuracy on occasion for speed might be beneficial overall, Solman thinks.

The slowing of mouse movements suggests that at some level the volunteers were aware that they had missed their target, a theory that is backed up by other studies that show people tend to slow down their actions after they have made a mistake, even if they don’t consciously realize the mistake.

6 . Thanks to Top Gear, a British television show for motoring enthusiasts that is now a global brand, a former WWⅡ airfield called Dunsfold has become one of the best-known testing tracks in the world. On October 15, however, instead of booming to the roar of supercars driven by the show’s racing driver, it witnessed the sight of what appeared to be the cableless trailer of an articulated lorry (铰接式卡车) running almost silently around the course at over 80kph.

The Pod, as this vehicle is known, was made by Einride, Swedish firm founded in 2016 by Robert Falck, an engineer who used to work for Volvo. Mr. Falck thinks that the technology of vehicle autonomy, long experimental, has now evolved sufficiently for driverless goods vehicles to begin earning their livings properly. Some Pods are already in trials for real jobs: running between warehouses, dragging logs from forests and delivering goods for Lidl, a supermarket group.

Pods use the same technology of cameras, radar, lidar (the optical equivalent of radar) and satellite-positioning as other competitors in the field, but they differ from those others in the way their maker tries to deal with the regulatory concerns which prevent fully autonomous vehicles from being let loose on public roads. Einride’s approach, at least at the moment, is to avoid these by avoiding the roads in question. Instead, the Pod’s first version operates on designated routes within the limits of enclosed, private areas such as ports and industrial parks. Here, Pods act like bigger and smarter versions of the delivery robots which already run around some factories—though by having the ability to carry 16 tons and with room on board for 15 industrial pallets’ worth of goods, they are indeed quite a lot bigger.

The second difference from most other attempts at vehicle autonomy is Einride’s approach to the word “autonomy.” Some makers take the idea literally, and aim to keep humans out of the decision-making process entirely. Others, often prompted by traffic regulations, arrange things so that a normally passive human occupant can take the controls if necessary. Pods represent a third way. They always have a human to keep an eye on what is happening and to take over the driving for a difficult operation or if something goes wrong. But this human operates remotely.

Having the driver sitting back at headquarters rather than in the vehicle itself is departure from convention, but not a huge one. Aerial drones are usually controlled in this way. The dramatic step is that Mr. Falck believes you do not need a remote driver for each Pod. Einride already uses one person to control two Pods, but plans eventually for a single driver to look after ten.

8 . The US Institute of Electrical and Electronics Engineers (IEEE) recently asked scientists, lawyers, social scientists and other experts to consider some of these ethical dimension. To give two examples: on privacy, as we let more listening devices into our homes, how do we prevent the data they collect falling into the wrong hands through hacking (黑客) or simply being sold between companies without us receiving any money? Another example: mixed reality, including virtual reality, will become pervasive in the next few years. As we move from headsets to what the IEEE committee describes as “more delicate sensory enhancements” we will use technology to live in an illusory world in many aspects of our lives. How do we balance the rights of the individual, control over our virtual identity, and the need to live and interact on a face-to-face basis while being empowered to live rich lives in mixed reality?

There is, of course, always a tension between innovation and regulation. But it can often seem that giant steps are taken in technology with minimal public discussion. Take the self-driving car: although it may be safer than human drivers and is likely to save more than a million lives a year worldwide, it will also take jobs from drivers, traffic police, sign-makers, car-repair companies, carmakers and more. Is this a bargain we want to make? In taking that decision, have we given thought to a car that knows everywhere we go, decides routes, perhaps, based on paid advertisement from shops along the way—and listens and sees everything we do on board? What will happen to that data and can it be kept safe?

Additionally, while some worry about the uncommon “trolley problem” of whom the car should choose to hit in a strange accident—an old lady or a mother and baby—perhaps the more frequent issue will be how we find out what the algorithm (运算程序) was thinking at the time of an accident, because AIs (Artificial Intelligence) are self-learning and devise their own strategies.     

Similar concerns are emerging over the internet of things. Robot vacuum-cleaners already plot cleaning cycles using computer-aided vision that, for some models, is relayed to their manufacturers. As more things at home become connected, they will be hackable and the data they collect saleable.

It’s time for some messy, democratic discussions about the future of AI.

9 . When your home becomes a tourist attraction

Have you ever looked at a beautiful little news house in London and thought “It must be so amazing to live there?”    1     But for the people who actually do live in those homes, social media photography has changed what it means to live in a picturesque place.

Alice Johnston is a longtime resident of Notting Hill, the London neighborhood famous for pastel-painted row houses and for being the setting of the movie of the same name. Johnston, a journalist, has complicated feelings about her Instagram-beloved neighborhood. She lives on Portobello Road, one of the capital’s most famous streets.     2    

Once, she and a friend were walking his French bulldog when a tourist asked if they could “borrow” the pup for a quick photo. The friend and the dog agreed, the Instagrammer posed with the Frenchie in front of a bright blue door and then handed over five pounds as a thank you. In that story, everybody had a good time.     3    “I was once woken up at 6 a.m. on Easter Sunday by French teenagers taking pictures outside,” Johnston says.

    4     Johnston tries to be sympathetic to travelers coming to her hometown, recalling how she loved taking pictures of historic neighborhoods like the Marais in Paris and Alfama in Lisbon. In fact, she recently found photos of herself as a teenager hanging out at the Notting Hill Carnival, years before she moved to the capital herself. “I love to travel, so I have to be pretty understanding when people travel to where I live, and I feel lucky that it’s cool enough that people want to come where I live.”