Dall-E Mini, the AI-powered text-to-image generator has taken over the internet. With its ability to render nearly anything your meme-loving heart desires, anyone can make their dreams come true.
DALL-E 2, a portmanteau of Salvador Dali, the surrealist and Wall-E, the Pixar robot, was created by OpenAI and is not widely available; it creates far cleaner imagery and was recently used to launch Cosmpolitan’s first AI-generated cover. The art world has been one of the first industries to truly embrace AI.
The open-sourced miniature version is what’s responsible for the memes. Programmer Boris Dayma wants to make AI more accessible; he built the Dall-E Mini program as part of a competition held by Google and an AI community called Hugging Face.
And with great technology, comes great memes. Typing a short phrase into Dall-E Mini will manifest 9 different amalgamations, theoretically shaping into reality the strange images you’ve conjured. Its popularity leads to too much traffic, often resulting in an error that can be fixed by refreshing the page or trying again later.
If you want to be a part of the creation of AI-powered engines, it all starts with code. CodeAcademy explains that Dall-E Mini is a seq2seq model, “typically used in natural language processing (NLP) for things like translation and conversational modeling.” CodeAcademy’s Text Generation course will teach you how to utilize seq2seq, but they also offer opportunities to learn 14+ coding languages at your own pace.
You can choose the Machine Learning Specialist career path if you want to become a Data Scientist who develops these types of programs, but you can also choose courses by language, subject (what is cybersecurity?) or even skill - build a website with HTML, CSS, and more.
CodeAcademy offers many classes for free as well as a free trial; it’s an invaluable resource for giving people of all experience levels the fundamentals they need to build the world they want to see.
As for Dall-E Mini, while some have opted to create beauty, most have opted for memes. Here are some of the internet’s favorites:
no fuck every other dall-e image ive made this one is the best yet pic.twitter.com/iuFNm4UTUM
— bri (@takoyamas) June 10, 2022
There’s no looking back now, not once you’ve seen Pugachu; artificial intelligence is here to stay.
What can we do to fix it?
As we thrust forward, full-throttle into a modern era defined by convenience and consumption, it's easy to blind ourselves to the effects our everyday lives have on the environment around us. Whether it's the choking yellow clouds that pour from our smokestacks or the heaps of refuse we leave behind us every trash day, one thing is clear: we're living with the garbage we create. We've only mapped about five percent of our oceans, but our garbage has reached seemingly every corner. 19 billion pounds of trash, a large portion of which is plastic, is dumped into the sea every year. This number is set to double by 2025.
Most trash that ends up in the ocean lands somewhere in five "patches," located in our oceans' various doldrums. The largest of these is the Great Pacific Garbage Patch, a debris-ridden swath of ocean that's thousands of miles wide. Currently, it is estimated that the combined weight of the world's garbage patches is somewhere near 200 millions tons. To make matters worse, fish have begun consuming microplastics, creating a health crisis not just for marine life, but for the people who rely on the ocean for food. So, what's the solution?
Trash, trash, and more trash.
Unsurprisingly, it's pretty difficult to scoop up and remove millions of tons of plastic from our oceans. While nets are partially effective, they have a tendency of picking up fish and by extension, inadvertently destroying the ecosystems they (the nets) are trying to protect. Boyan Slat, a Dutch Inventor, famously came up with another solution in which he places gigantic trash capturing barriers in the ocean. According to his site, the plan is to launch a set of these barriers into the Great Pacific Garbage Patch later this year. Slat's own estimates assure investors that his company (The Ocean Cleanup) can reduce the amount of trash in the Great Pacific Garbage Patch by 50% within five years. Still, there are detractors. Many scientists insist that focusing on collecting trash with this method is a waste of time. According to a report by marine biologist Jan van Franeker, the negative effects of plastic in the water tend to dissipate after laws governing plastic use are put into place. It's "something that disappears in 10 to 20 years, if you stop the input," says van Franeker. The concern among scientists is that Slat's flashy invention could possibly move the spotlight off of more tenable solutions, such as legislation to prevent plastic dumping and the use of plastic bags.
The Ocean Clean Up project in action
Considering the fact that 80% of ocean pollution comes from land-based garbage, reduction of input is the definitely the more clear-cut way to fix this problem. One step would be the enactment of a federal container deposit law. Essentially, a deposit law forces consumers to pay a small fee (typically between 2 and 15 cents) for each bottle or can at purchase. This fee can later be refunded when the recycling is brought back to an eligible return center, such as a supermarket.
Presently, only ten states have programs in place to buy used plastic and aluminum containers, despite the fact that about 50% of Americans have access to curbside recycling. In states where bills regarding container deposits have been passed, the amount of aluminum and plastic beverage containers has dropped by as much as 84%. In many ways, these programs seem like a no-brainer but, unfortunately, many lawmakers conflate (purposely or otherwise) container deposit laws with their larger ineffective cousin, the litter tax. A litter tax is imposed on manufactures and retailers of recyclable goods and is used to fund various anti-littering campaigns. These taxes haven't proven to be effective. A deposit law actively incentivizes consumers to recycle, because they lose money if they don't. The problem is, beverage manufacturers don't want these laws, as they raise the in-store price of everything from beer to bottled water. For obvious reasons, this translates to lower sales.In order to correct our current course, Americans will need to adopt new attitudes and policies around how we produce and deal with our trash. Putting the health of our planet above our desire for profit may be a good place to start.
Studies indicate that much of the tech company's success is predicated on the way in which it skirts labor laws.
Uber and Lyft drivers may only be making $3.37 an hour according to a new study conducted at MIT. The study, which surveyed over 1,100 drivers, combined "self-reported revenue, mileage and vehicle choices" with "detailed vehicle operational cost parameters for insurance, maintenance, repairs, fuel and depreciation" in order to come up with an estimation of median take home income. The original results of this study were immediately contested by Uber, with Uber's analyst citing several instances of survey bias and misleading questions as the company's chief complaints.
Presumably under pressure from the tech giant, the researchers adjusted their findings and determined that drivers make closer to $8.55 an hour in pretax income. Although this figure implies that drivers are making more than the federal minimum wage ($7.25), the study also concluded that 54% of drivers are making less than their state's minimum wage. On top of this, the study also shows that 8% of drivers are actually losing money by working for Uber. This paper, written by Stephen Zoepf, executive director of the Center for Automotive Research at Stanford University, has been released at a time when Uber and Lyft are facing backlash for their questionable labor practices. After releasing his second study, Zoepf was slammed again, this time by Uber's CEO, and accordingly adjusted his findings a second time. Zoepf arrived at the same median wage, but in his revised version, only 41% of drivers made less than their state's minimum wage and only 4% were losing money. Still, it's certainly worth noting, if only to relay Uber's economic power, how much they were able to sway this study despite arguing from a clearly biased position.
Presently, Uber operates, through what can only be described as a classification loophole, as an e-commerce company, not a transportation company. While this is changing in Europe, in America, Uber is not liable for the vehicles that their drivers put on the road. In fact, Uber's drivers, despite a long-fought battle to change this, are not technically employees. They're independent contractors and aren't entitled to the same rights and benefits as full-time workers. Uber drivers have to insure themselves, don't get unemployment, and have to maintain their vehicles at their own expense. The freedom to set one's own hours, Uber's major perk, isn't particularly unique either. Depending on the company they work for, New York drivers who lease their cabs from the Taxi and Limousine Commision are often afforded a similar luxury.
The bottom line is, Uber's service model isn't particularly unique, and there isn't really anything fundamentally different about an Uber-X than a cab. The company prides itself on its ability to disrupt the marketplace, but the reality is, Uber's greatest asset is that it was started in 2009, at the height of the App craze. When it was first introduced, the idea of pushing a button on your phone and hailing a cab was novel, it was cool. But in 2018, almost ten years later, the novelty has worn off. There are innumerable buttons to push. If you like the color pink, use Lyft. Hitch-a-Ride is teal. Even NYC taxi drivers have their own app now. That said, Uber's staying power is a testament to two things: one,the value of being first. And two, Being the cheapest option available makes it pretty easy to stay in business.
With regard to the latter however, Uber's ability to undercut traditional taxi services is predicated on their poor labor practices and the resultant low overhead. With that in mind, Stephen Gandel, published a piece in 2015 on the estimated cost Uber would incur if it were to formally employ its workers (in the US). With all things considered, Gandel came up with the number 4.1 billion dollars, or roughly 10% of Uber's total valuation. This was published three years ago, when Uber's reported 160,000 US-based drivers. By the end of 2015 they had doubled to 327,000 drivers. Uber also hit one million drivers worldwide in 2015. Since Gandel's report was based only on the 160,000 US-based drivers at the start of 2015, it's tough to say exactly what it would cost Uber to properly employ all of its workers, but we can infer that it'd be a pretty hefty, potentially devastating fee.
It would seem that if Uber continues losing lawsuits, its viability as a company could be in trouble. And, despite Europe taking the lead on securing employee status for Uber drivers, it would take a major societal shift in the way Americans view labor for any concrete change to truly happen here. Still, if Americans are looking for a perfect example of corporate greed, they need look no further than their favorite ride-sharing app.
Matt Clibanoff is a writer and editor based in New York City who covers music, politics, sports and pop culture. His editorial work can be found in Inked Magazine, Pop Dust, The Liberty Project, and All Things Go. His fiction has been published in Forth Magazine. -- Find Matt at his website and on Twitter: @mattclibanoff