CES 2019 travel-tech report: overcoming oversights

I’ve survived another CES, this time after committing two of the dumber unforced errors possible at an enormous tech trade show.

One was not arranging an update to the Wirecutter LTE-hotspots guide to coincide with CES, such that I’d have to bring a couple of new hotspots to the show. Instead, I was left to cope with intermittently available press-room and press-conference WiFi.

It confounds me that in 2019, anybody would think it okay to host a press event and not provide bandwidth to the press. But that’s CES for you, when either PR professionals or their clients seem to shove common sense into the shredder.

Fortunately, the show press rooms offered wired Internet, so I could fish out my USB-to-Ethernet adapter and get online as I would have 20 years ago. A couple of other times, I tethered off my phone.

On its second CES, my HP Spectre x360 laptop worked fine except for the one morning it blue-screened, then rebooted without a working touchpad. I had to open Device Manager and delete that driver to get it working once again. I also couldn’t help think this doesn’t charge as fast as my old MacBook Air, but I’m still happier with a touchscreen laptop that I can fold up to use as a tablet–and which didn’t gouge me on storage.

My other big CES error was leaving the laptop’s charger in the press room at the Sands. I looked up and realized I had only 30 minutes to get to an appointment at the Las Vegas Convention Center, hurriedly unplugged what I thought was everything, and only realized my oversight an hour later. Fortunately, a call to the Sands press room led to the people there spotting the charger and safeguarding it until I retrieved it the next morning.

Meanwhile, my first-gen Google Pixel declined to act its age. It never froze up or crashed on me, took good pictures and recharged quickly over both its own power adapter and the laptop’s. I am never again buying a phone and laptop that don’t share a charging-cable standard.

I also carried around a brick of an external charger, an 8,000 milliamp-hours battery included in the swag at a security conference in D.C. I covered in October. This helped when I was walking around but didn’t charge the Pixel as quickly, and leaving the charger and phone in my bag usually led to the cable getting jostled out of the Pixel.

The other new tech accessory I brought on this trip made no difference on the show floor but greatly improved my travel to Vegas: a pair of Bose QC25 noise-cancelling headphones that I bought at a steep discount during Amazon’s Prime Day promotion. These things are great, and now I totally get why so many frequent flyers swear by them.

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2018 in review: security-minded

I spent more time writing about information-security issues in 2018 than in any prior year, which is only fair when I think about the security angles I and many of other people missed in prior years.

Exploring these issues made me realize how fascinating infosec is as a field of study–interface design, business models, human psychology and human villainy all intersect in this area. Plus, there’s real market demand for writing on this topic.

2018 calendarI did much of this writing for Yahoo, but I also picked up a new client that let me get into the weeds on security issues. Well after two friends had separately suggested I start writing for The Parallax–and after an e-mail or two to founder Seth Rosenblatt had gone unanswered–I spotted Seth at the Google I/O press lounge, introduced myself, and came home with a couple of story assignments.

(Lesson re-learned: Sometimes, the biggest ROI from going to conference consists of the business-development conversations you have there.)

Having this extra outlet helped diversify my income, especially during a few months when too many story pitches elsewhere suffered from poor product-market fit. My top priority for 2019 is further diversification: The Parallax is funded by a single sponsor, the Avast security-software firm, which on one hand frees it from the frailty of conventional online advertising but on the other leaves it somewhat brittle.

I’d also like to speak more often at conferences. Despite being half-terrified of public speaking in high school, I’ve become pretty good at what think of as the performance art of journalism. This took me some fun places in 2018, including my overdue introduction to Toronto. (See after the jump for a map of my business travel.)

My focus on online security and privacy extended to my own affairs. In 2018, I made Firefox my default browser and set its default search to DuckDuckGo, cut back on Facebook’s access to my data, and disabled SMS two-step verification on my most important accounts in favor of app or U2F security-key authentication.

At Yahoo, it’s now been more than five years since my first byline there–and with David Pogue’s November departure to return to the New York Times, I’m the last original Yahoo Tech columnist still writing for Yahoo. My streak is even longer at USA Today, where I just hit my seventh anniversary of writing for the site (and sometimes the paper). Permanence of any sort is not a given in freelance journalism, and I appreciate that these two places have not gotten bored with me.

I also appreciate or at least hope that you reading this haven’t gotten bored with me. I’d like to think this short list of my favorite work of 2018 had something to do with that.

Thanks for reading; please keep doing so in 2019.

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Why I attended two monetization-resistant conferences

I spent the past two weeks betraying a basic rule of self-employment: Don’t go someplace without having enough work lined up to pay for the trip. Worse yet, I paid for a conference badge–twice.

I had my reasons. The XOXO festival in Portland promised a repeat of the mind-expanding, heartening talks I watched with rapt attention in 2013 and 2015, plus the side reward of getting to spend a few days in a city I like but hadn’t visited since 2015. The Online News Association conference in Austin, meanwhile, would bring its usual mix of professional development and catching up with old friends.

XOXO stageI had hopes of selling a post or two from each, but I’d still lose money from each trip (and then I wound up not selling anything at all). So what did I get for my $500 XOXO pass and $439 ONA registration, plus airfare and lodging for each?

This year’s XOXO was not the same independent-creativity pep talk as before, because most of the speakers didn’t address that theme. But there were some seriously compelling talks anyway:

  • Jonny Sun and then Demi Adejuyigbe talked with candor and hilarity about battling impostor syndrome;
  • Jennifer 8. Lee explained how she worked the emoji-governance system (yes, there is one) to get a dumpling emoji added;
  • Claire L. Evans retold some forgotten stories about female computing pioneers;
  • Helen Rosner spoke about being defined by an out-of-context tweet and having to defend her expertise, then led the audience in a recitation of this pithy, profane self-affirmation: “I am really smart, and I am really good at what I do, and you should fucking listen to me.”

Trust me, you will want to watch these whenever the organizers post the video to their YouTube page.

XOXO also had a day of meetups across Portland and endless conversations with fellow attendees. Somehow, this conference manages to attract some of the kindest, nicest people on the Internet; it’s a wonderful contrast to the acid bath that is Twitter on a bad day.

XOXO postcardThe people at ONA may not have been as uniformly pleasant–look, if we journalists had a full set of social skills, we’d all have real jobs–but that event had the advantage of being much more tightly focused on my professional reality. It’s not by accident that I’ve gone to every ONA conference since 2014.

There, too, the talks were terrific:

ONA was as great as ever for networking, I had more than my fill of delicious tacos, and I got to hear Dan Rather give a brief talk at an evening event and then shake his hand afterwards.

In retrospect, XOXO is an expense I wouldn’t repeat–although I’ve yet to go to that festival in consecutive years anyway. My takeaway from this year’s version is that instead of flying across the country to get these different perspectives, I should try harder to find them around D.C.

ONA, however, is pretty much guaranteed to be on my schedule next year–the 2019 conference will be in New Orleans. How can I not do that?

Ranking U.S. airport rail connections

PORTLAND–The easiest part of my journey here Thursday for this year’s XOXO festival was the last leg: a roughly half-hour ride on the light rail from the airport to downtown.

Many cities do not offer that kind of convenience, leaving visitors to choose between infrequent buses that get stuck in traffic and don’t have enough room for luggage or ride-hailing services that may not even save that much money over taxis (sorry, New Orleans; you’re guilty on both counts here). But not all airports with rail service get the basics right: a quick and obvious route from terminal to train, frequent service, a one-seat ride to downtown, and plenty of connecting service once you get there.

Here’s my sense of how 10 U.S. airport rail connections rate. It could have been an even dozen–I’ve also appreciated MARTA’s one-seat ride to ATL in Atlanta and availed myself of SEPTA’s less-frequent commuter-rail airport service in Philadelphia–but both of those happened in the prior century, and I’d rather refresh my memories of each first.

ORD: You do have to walk what feels like half a mile of underground corridors to get to the Blue Line station, but then you’ve got a traffic-free 45-minute, $5 ride to the Loop that runs 24 hours a day. Bonus: CTA is one of the very few U.S. transit agencies to take NFC phone payments instead of making visitors choose between paying a paper-fare surcharge or buying a smart card that will collect dust in a drawer later on.

PDX airport rail stationPDX: TriMet’s Red Line light rail takes you to the middle of downtown in about half an hour, the station itself is just outside one end of the terminal, and trains offer almost round-the-clock service, even on Sundays. As in Chicago, you can pay your fare via NFC; unlike CTA, Tri-Met also caps your daily fare at $5 if you use that option.

DCA: National Airport’s Metro connection checks off all the boxes, including a walk from the station to the terminal shorter than many of the planes waiting on the other side. And having spent the years before National’s new terminal opened in 1997 taking a shuttle bus to the Interim Terminal makes me appreciate this convenience even more. But: On weekends, Metro opens too late for even 8 a.m. flights.

SEA: Each time I’ve taken the 38-minute ride on the Link light rail from Sea-Tac to downtown Seattle, I think of Steve Dunne from “Singles” and his dreams of a Supertrain for commuters. Having to walk through a parking garage to reach the airport station, however, is not so super.

SFO: Putting SFO’s BART station at the end of a wye was an epic blunder: At best, only one in two southbound trains from San Francisco stop at the airport—at a steep fare of $9.15 from Embarcadero–and taking Caltrain can require separate BART rides from Milbrae north to San Bruno, then south to SFO. I appreciate being able to walk from the BART station to T3, but everybody would be better off if the Airtrain inter-terminal shuttle went across 101 to a single station for BART and Caltrain.

DEN: The RTD’s A line electric commuter rail replaced a bus that only ran every hour or so with service every 15 minutes during the day, and being able to end your trip downtown at beautiful Union Station is a treat. But at $9, this is on the expensive side.

BOS: You have to take a bus to the T’s Blue Line stop (so does this even count as airport rail access?) and then connecting to the T’s other lines is as much of a mess as anything in downtown Boston. And if you don’t already own a CharlieCard, you’ll pay a paper-fare surcharge because the T doesn’t seem to grasp the importance of selling its smartcards in all of its stations.

EWR: Newark’s station on the Northeast Corridor allows Amtrak to serve as a connecting “flight”–United will sell you that routing if you want to travel from Stamford or New Haven to one of its own destinations. But if you’re only going to Manhattan, NJ Transit’s schedule can leave you waiting at off hours, and the $13 fare is the second most I’ve paid to take a train to a U.S. airport.

CLE: Fun fact: Cleveland was the first North American city to institute rapid-transit service to its airport. And if you start your journey to Hopkins from downtown, your commute can begin in the historic confines of the Tower City complex. But Northeast Ohio is not exactly a paradise of rail transit, which cuts down on the utility of this connection.

JFK: Taking the Long Island Rail Road from Penn Station to JFK’s Airtrain was easy enough the one time I did that a few years ago, but if I had to make that commute more often I imagine I’d tire of the $15 combined cost of LIRR plus Airtrain–or the slower ride on the subway.

BWI: For passengers coming from D.C., BWI’s rail station takes the basics of Newark’s Amtrak connection and makes them worse: MARC runs less often than NJ Transit, especially on weekends, and instead of a short monorail ride you have a bus that takes longer and runs less often. Also, the BWI rail station itself is a miserable concrete bunker that doubles as a cellular dead zone. If, on the other hand, you’re coming from Baltimore, you can take the light rail direct to the airport—but I wouldn’t know about that.

So what about my own favorite Washington-area infrastructure project, phase 2 of Metro’s Silver Line? That will offer a one-seat ride from Dulles to downtown at what I’m guessing will cost $6 and change at peak hours, $4 off-peak and should take about 50 minutes, going by a published 43-minute estimate of travel from Rosslyn to Dulles.

(Having the station be across the hourly parking lot from the terminal doesn’t bother me a bit; the added walking over the rejected station option closer to the terminal, factoring out moving walkways, is 260 feet, and if that’s too much pedestrian locomotion then Dulles isn’t the airport for you anyway.)

They can’t finish that thing soon enough, and when they do I anticipate it will occupy a spot on this list right after National.

A travel to-do for Android Pie: enable lockdown

The first new feature in Android Pie that I noticed after installing it on my Pixel 12 days ago was its Adaptive Battery feature, which hunts and handcuffs energy-hungry apps (yes, that seems like a feature that shouldn’t have had to wait for a 9.0 release). The first new setting I changed was Pie’s “lockdown” option.

That’s the feature Google left out of the keynote sessions at Google I/O in May and instead saved for the closing minutes of a more technical briefing on the last day of the conference. Lockdown disables your phone’s fingerprint unlock and hides all notifications from the lock screen–a useful option if, as Android security manager Xiaowen Xin said during this presentation, “you need to hand it over for inspection at a security checkpoint.”

Or as avgeek blogger Seth Miller phrased things in a tweet then, it’s Android’s “airport mode.” It’s how you’d want your phone to behave if you must hand it over to somebody you shouldn’t automatically trust.

But lockdown isn’t on by default or all that easy to find. You have to open the Settings app, tap “Security & location,” tap “Lock screen preferences,” and then tap the slider next to “Show lockdown option” so it’s highlighted in blue.

Turning it on isn’t super-obvious either: Wake but don’t unlock your phone by pressing the power button, then hold down the power button again for about a second. You should see a “Lockdown” button on a menu that will pop out of the right side of the screen; tap that, and your fingerprint’s no good to unlock the device.

Now you know. Whenever you get Android Pie on your phone–yes, I realize that could be many months, unless apathetic vendor support prolongs that timeframe to “never”–enable this option. Then please get in the habit of using it.

Another part of the world where I need to use a VPN

I spent last week in London with my family–yes, actual vacation-esque time! It was great, except for when I was trying to keep up with news from back home.

My first stay across the Atlantic since the European Union’s General Data Protection Regulation went into force May 25 brought home the unpleasant reality of some U.S. sites’ continued struggles with this privacy law. And instead of experiencing this only briefly in a Virtual Private Network session on my iPad, I got a full-time dose of it.

The biggest problem is sites such as the Chicago Tribune and the Los Angeles Times that have blocked all European access instead of providing the privacy controls required by the GDPR.

That’s not the fault of the GDPR–its provisions were set two years ago–but is the fault of Tronc, the long-mismanaged news firm formerly known as Tribune Publishing. Tronc could afford to pay $15 million to former chairman Michael Ferro after he quit facing charges of sexual abuse but apparently couldn’t afford to hire any GDPR-qualified developers. I hope the LAT can fix that now that Tronc has sold the paper, but it may be a while before I can link to any Tribune stories without annoying European readers.

With my client USA Today, the issue isn’t as bad: It provides EU readers with a stripped-down, ad- and tracking-free version of the site, which you can see at right in the screenshot above. What’s not to like about such a fast, simple version? Well, I can’t see comments on my own columns, and simply searching for stories requires switching to Google… by which I mean, Bing, since right-clicking a Google search result doesn’t let you copy the target address, and clicking through to a Google result will yield an EU-specific USAT address.

The simplest fix for these and other GDPR-compliance glitches was to fire up Private Internet Access on my laptop and connect to one of that VPN service’s U.S. locations–yes, as if I were in China. It seems a violation of the Web’s founding principles to have to teleport my browser to another continent for a task as simple as reading the news, but here we are.

Waiting for Moynihan to arrive at Penn

One of D.C.’s strongest points of civic superiority over New York can be encapsulated in four words: Union Station, Penn Station.

We have a Greek temple of a train station built around a beautiful vaulted hall, with a view of the Capitol dome out one door and Metro out another. (We’d rather not talk about Union Station’s Carter-era years of decay.) They have a dreary, subterranean space that hasn’t seen sunlight in over half a century–courtesy of the Pennsylvania Railroad tearing down the original Penn Station starting in 1963 to clear room for Madison Square Garden atop what was left of its waiting rooms.

That “monumental act of vandalism,” as the New York Times said in an editorial at the start of demolition, not only didn’t save the Pennsy from financial ruin but soon became a source of lasting civic shame in NYC.

The most straightforward fix possible has been obvious since the 1990s, when then-Sen. Daniel Patrick Moynihan (D.-N.Y.) championed building a new train hall in the James A. Farley Post Office building across 8th Avenue from Penn. That edifice not only sits atop Penn’s train platforms but was built in the same neoclassical style as the original Penn–and designed by the same architectural firm of McKim, Mead and White.

But the deal that seemed done in 1997 died multiple deaths and experienced multiple resurrections over the subsequent years. New York did build a concourse under Farley for Long Island Rail Road passengers–it’s much less bleak than the rest of Penn–but I doubted things would progress further until the state announced a signed deal last June to build a Moynihan Trail Hall in the Farley building.

And the crazy thing is, construction is now, finally, underway. On my way to Penn Friday, I couldn’t miss the construction cranes perched above the Farley building. And after I got home, I read that workers have begun installing gigantic canopies over that structure’s courtyards.

That’s exciting to me, even if Amtrak says I’ll have to wait until 2021 to see the finished product. (And if I’ll have to give up a bit of D.C. snobbery.) It’s also exciting to my mother, who grew up in New York and remembers what the original looked like, even before its pre-demolition decline. When they finally open the new hall, I know what I want to do: take the train into a reborn Penn Station with Mom, then have her tell me if they did the place justice.