Security teams log 54% of successful attacks and alert on just 14%. The rest move through your environment unseen.
The Picus whitepaper shows how breach and attack simulation tests your SIEM and EDR rules so threats stop slipping by detection.
When President Eisenhower signed the Federal-Aid Highway Act of 1956, he set in motion the largest public works project in American history. The interstate system now spans nearly 47,000 miles across all 50 states. Considering the fact that it moves almost $14 trillion in goods every year, it has become the true circulatory system of America. However, commerce is only part of the story. Millions of drivers get on these highways to get to work, visit family, or even take a road trip.
There’s a lot to see along the way. These roads cut through some of the most scenic landscapes on the continent: canyon country, alpine passes, large lakes, and open plains with interesting stops and detours. However, not every mile is worth the drive. Some interstates are plagued by traffic congestion, potholes, or stretches that are just boring to drive on for hours nonstop. That said, here are six of the best interstates to drive on and six of the worst.
Running about 1,920 miles along the East Coast and passing through 15 states, Interstate 95 runs from Florida all the way to Maine. It’s no wonder why some call Interstate 95 the East Coast’s Main Street. It certainly lives up to the name. Interstate 95 is, without doubt, one of the busiest interstates in the country.
One section in Miami sees almost 340,000 vehicles each day so you can expect some delays during rush hour. There’s also regular traffic on this road caused by accidents. A great example is in Virginia, where one truck accident led to a traffic jam that took 36 hours to clear up.
Interstate 95 is also one of the most dangerous highways in the U.S. In 2020, there were 379 deaths on this road, the highest from any interstate in that year. The government has spent billions of dollars repairing and expanding the road, but these projects are taking years to complete. Although that’s not surprising considering it took six decades to complete the highway in the first place.
Interstate 5 is a 1,381-mile highway that passes through California, Oregon, and Washington. It runs the length of the West Coast from Canada to the Mexican border. While you don’t get a view of the Pacific Ocean for most of the ride, Interstate 5 is a scenic route with some fun stops.
If you’re starting off in Washington, this highway cuts through the shadow of Mt Shasta and runs by Skagit River. The southbound stretch through Seattle offers a remarkable view. From the interstate, you can see the Seattle skyline, the Olympic Mountains, Puget Sound, and on a clear day, Mt. Rainier.
When it comes to stops, Interstate 5 puts Pike Place Market, the Seattle Center, and Mount Rainier National Park all within easy reach. When you cross into Oregon, a five-minute detour will bring you to the fork in the road, a large metal fork attached to one of the mile markers. Down in California, you have Disneyland and Old Sacramento with its historic museums.
The shortest highway on our list, Interstate 4, is a 132-mile stretch between Tampa and Daytona Beach that runs through Orlando. These are three of the largest metropolitan areas in Florida, and carry about 140,000 vehicles every day on some parts of the road. It’s a busy route so it doesn’t take much to cause delays. Accidents and continuous construction rise up to the challenge in that regard.
Near Tampa, the interchange with Interstate 275 has earned the nickname “Malfunction Junction” thanks to the fact it sees about 1,000 accidents per year as of 2023. On top of that, while it’s a short highway, Interstate 4 is actually the deadliest interstate in the United States, when measured by deaths per mile.
Traffic builds around Posner Park, and continues through ChampionsGate and Reunion. And new development along the interstate’s east side has made traffic even worse. The Florida Department of Transportation just finished a seven-year project on this road but has announced another set to finish in the summer of 2031. Hopefully by then you’ll get a smoother ride across the state.
Spanning 2,150 miles in total and passing through 10 states, Interstate 70 is one of the longest interstates in the country. However, the stretch worth talking about is west of Denver, where the road cuts through the Rocky Mountains and into Glenwood Canyon, widely considered a scenic route.
Along the way, drivers pass the Buffalo Overlook at Genesee Mountain Park, where bison and elk roam near the highway, before reaching historic mining towns like Georgetown and Idaho Springs, known for local restaurants, rafting, ziplining, and the Georgetown Loop Railroad.
The route then climbs through the Eisenhower Tunnel, the highest point on Interstate 70 at over 11,000 feet, and descends toward Lake Dillon Reservoir and views of the Continental Divide. If you love skiing, you can spot the Loveland, Copper Mountain, and Vail ski resorts right from the road. From there, the drive reaches its highlight at Glenwood Canyon, a roughly 12-mile engineering marvel carved by the Colorado River. This was the last segment of the federal Interstate Highway System that was built, and it opened in 1992.
Interstate 80 stretches across 2,900 miles and 11 states, from California to New Jersey, making it one of the longest highways in the United States and the second-longest interstate, but its length isn’t the only thing that stands out.
According to a Samsara analysis, Interstate 80 ranks as the most dangerous interstate in the country during winter. The risk builds through the afternoon and evening commute, then peaks again overnight into early morning, when darkness, falling temperatures, black ice, and driver fatigue combine to put drivers at their most vulnerable. These are the same conditions that cause winter weather pileups to spike on interstates nationwide. That danger isn’t spread evenly across the whole route. It’s concentrated in specific segments, particularly in Wyoming, Nebraska, and Iowa, where these conditions hit hardest.
Outside those danger zones, Interstate 80 has a second problem: it simply can’t keep up with the traffic it carries. San Francisco is already known for its bad traffic, but a 3.6-mile stretch on Interstate 80 has become one of the most congested in the country, wasting 600,000 hours every year.
To clarify, there are two Interstate 84s in the United States. The first runs east, from Pennsylvania to Massachusetts. We’re more concerned with the western Interstate 84, running 768 miles from Echo, Utah, through Boise to Portland. Interstate 84 is at its most scenic through Oregon, where the road traces the Columbia River Gorge with great stops like Multnomah Falls, Hood River, and the wild west town of Pendleton.
Before reaching Oregon, the drive still has plenty to offer. Coming out of Echo, the road climbs straight into the Wasatch Mountains, and every mile through here leaves you blown away by the scenery. Crossing into Idaho, a short detour off I-84 leads to Twin Falls; the city sits near Shoshone Falls, taller than Niagara, and the Snake River canyon where Evel Knievel once attempted his famous jump. Push on toward Boise, and the road leads into a bustling downtown area, in one of the fastest-growing metro areas in the U.S. From there, I-84 crosses into Oregon, and the final stretch carries you into Pendleton, a town that still wears its western heritage in its wool mills and boot shops, before the interstate presses on toward Portland.
West of Denver, Interstate 70 has some great views, especially of the Rocky Mountains. East of the city, it’s a different story. This stretch of the interstate runs from Denver and cuts through half the continent, passing through Kansas, Missouri, Illinois, Indiana, and three other states before ending near Baltimore, Maryland.
The numbers tell the story. In 2020, Interstate 70 had 134 deaths, or about 6.2 fatalities per 100 miles, according to Stacker’s analysis of the National Highway Traffic Safety Administration’s 2020 Fatality Analysis Reporting System data. In Missouri and Ohio, traffic caused by car crashes and congestion is a major concern, and one section running through St. Louis has even been called one of the scariest roads in the United States, according to drivers.
Indiana drivers have it the worst. In Overdrive’s 2025 Highway Report Card, truckers voted Interstate 70 in Indiana the single worst road in the entire United States, mostly because of its poor maintenance.
Running 610 miles from Cleveland, Ohio, to Cayce, South Carolina, Interstate 77’s highlight is its dramatic climb through the Virginia Appalachians, reaching 3,100 feet at Fancy Gap. On this road, there’s a six-mile climb that gains more than 1,500 feet. Carving the route through the mountainside demanded one of the most ambitious excavation efforts in the entire history of the Interstate Highway System. Runaway truck ramps line the downhill side for safety, while a dedicated climbing lane helps slow-moving trucks heading north.
Interstate 77 takes you through Marietta, Ohio. Sitting on the Ohio River, this is the first settlement in the old Northwest Territory. You’ll find attractions like Campus Martius and the Gothic Revival Castle mansion. The West Virginia stretch adds history and character with stops like Blennerhassett Island, home to a Palladian-style mansion completed in 1800, and the site of Aaron Burr’s alleged plot to invade Mexico. There’s also the Tamarack Cultural Center in Beckley, a showcase of the state’s crafts, food, and culture. Further south, the road passes Bramwell, a West Virginia town known for its 19th-century mansions and the dozen or so millionaires that are said to live there.
Interstate 35 starts at Laredo, Texas, and stretches 1,568 miles to Duluth, Minnesota. When the road gets to Hillsboro, Texas, it splits into two branches: Interstate 35E heads northeast through Dallas, while Interstate 35W goes through Fort Worth before they connect in Denton and the road continues north.
For years, Interstate 35 has had a bad reputation. In 2019, it was labeled “freeway without a future,” part of a list of highways that, according to the Congress for the New Urbanism, “have reached the end of their useful life.”
Texas is where the problems with this road are more visible. The stretch through Austin between US 290 and Ben White Boulevard is among the most congested in the entire state, costing drivers nearly 600,000 more hours on the road in 2024 alone. This same corridor accounts for about one in four of the city’s road fatalities annually. A single pileup on I-35 in March 2025 involving 17 vehicles claimed five lives, with five survivors requiring critical care. The I-35 Capital Express Central Project is working to address this, but won’t be completed till 2033, so expect more years of lane closures and resulting traffic.
Going on for 3,021 miles, Interstate 90 is the longest interstate in the country. This road stretches from coast to coast from Seattle to Boston and passes through 13 states. If you’re taking a road trip, the western half from Seattle to Bozeman is where it really comes alive.
The Cascades have long been valued for scenic beauty, prompting a push in the 1990s to conserve the surrounding forested foothills. This helped secure federal protection for the scenic view corridor along Interstate 90 in 1998, making it the nation’s first interstate named a National Scenic Byway.
Leaving Seattle, the highway goes by Snoqualmie Point Park and puts you about an hour from the Snoqualmie Falls. In Idaho, Interstate 90 takes you around the scenic Lake Coeur d’Alene. From there, the route pushes into Montana, where a one-hour detour will take you to Little Bighorn Battlefield Museum, which marks where George Custer made his last stand.
Stretching 2,460 miles from Santa Monica, California, to Jacksonville, Florida, Interstate 10 is one of the longest and most notorious interstates in the country. It’s also one of the interstates that replaced sections of the historic Route 66, now 100 years old, as America shifted from old routes to the current freeways.
The Louisiana-Mississippi border stretch is one spot where its reputation is well earned. Over 46,000 vehicles cross that state line daily, with rush hour typically seeing the heaviest traffic. It’s not just traffic, either — across three Mississippi counties, I-10 recorded 819 wrecks in a single year, 13 of which were fatal.
It is the kind of road that gets under people’s skin. “I tell all my friends that Interstate 10 is a death trap because there’s always something happening,” Mississippi resident Brian Velasquez said in an interview with SunHerald. “From Diamondhead to the state line, there’s always something, at least twice a month.” The stretch is also riddled with potholes, and infrastructure has struggled to keep pace.
Running from the Canadian border at Sweetgrass, Montana, down to San Diego, California, Interstate 15 cuts through Idaho, Utah, Arizona, and Nevada across 1,433 miles. Starting in Montana, Helena makes for a natural first stop, a small state capital with a historic downtown featuring Victorian-style buildings and public art.
Crossing into Idaho, you can check out Idaho Falls and the Idaho Potato Museum. From there, the road descends into Utah, passing through Salt Lake City and by the iconic Temple Square. Southern Utah is home to Zion National Park, with its Kolob Canyons section accessible directly off the highway at Exit 40, 40 miles north of St. George. Just past St. George, Interstate 15 carves through the Virgin River Gorge, a 500-million-year-old sandstone canyon so steep and narrow that the original road builders had to be lowered down the cliff faces by rope just to place their explosives.
To identify the best and worst interstates to drive in the U.S., we considered the road conditions, safety ratings, and accident and fatality rates. We also looked at the driving experience itself. We considered whether a route offers scenic roads or flat, monotonous stretches. We also checked for iconic stops as well as traffic levels. Driver reviews and Reddit comments gave a ground-level picture of what each route is actually like behind the wheel.
OpenAI says it has reduced the price of two GPT-5.6 models, cutting Luna’s API price by 80% and Terra’s by 20% as it works to make its models more efficient.
As per the updated pricing, GPT-5.6 Luna now costs $0.20 per million input tokens and $1.20 per million output tokens, down from $1 and $6.
Likewise, Terra has dropped from $2.50 to $2 per million input tokens and from $15 to $12 per million output tokens.

In a post on X, OpenAI also noted that the new prices affect how it counts usage in Codex and ChatGPT Work.
For example, if new tasks use these models, they deduct less from customers’ allowances, so you can complete more work under the same quota.
OpenAI is also upgrading Auto-review in the ChatGPT app and Codex CLI from GPT-5.4 to GPT-5.6 Luna, which should reduce the cost by approximately ten times.
OpenAI has also built a Fast mode for API customers, but there won’t be any changes to Sol’s standard pricing, at least not now.
GPT-5.6 Sol Fast mode is up to 2.5 times faster than standard processing without reducing the model’s intelligence.
The extra performance comes at twice the standard API price, which means it’s particularly designed for time-sensitive coding, research, and agentic workloads.
In all other use cases, you really don’t need GPT-5.6 Sol Fast mode.
According to the company, GPT-5.6 Sol’s recent improvements have allowed it to achieve the efficiency gains behind the Luna and Terra reductions.
In its own test results, OpenAI also places Luna at the top of its intelligence index among the compared models, despite its substantially lower cost per task.
Security teams log 54% of successful attacks and alert on just 14%. The rest move through your environment unseen.
The Picus whitepaper shows how breach and attack simulation tests your SIEM and EDR rules so threats stop slipping by detection.
Meta’s answer to the “pervert glasses” problem was a small light. It switches on when the camera records, to warn anyone nearby. A sticker costing a couple of dollars switches it off.
Engadget’s Karissa Bell tested the workarounds now on sale, cheap LED-blocking stickers marketed as “privacy” accessories. One kit cost $16.99 for a dozen. On her second-generation Ray-Ban Meta glasses, worn outside, the recording light was undetectable. It never tripped Meta’s tamper warning.
That is the clever, ugly part. Meta pushed a mandatory update that disables the camera if the LED is physically broken. The stickers do not break it. They leak just enough light to fool the sensor, so no alarm fires, and it is hard to trace who is hiding the light.
The stickers arrive weeks after Meta announced a ban on people filming themselves harassing strangers with the glasses. It is not biting. An Oligarch Watch investigation, surfaced by Futurism, still found hundreds of such videos live on Meta’s platforms.
Many come from “pickup artists” who accost women in public and rate their bodies on camera. One account has posted dozens of clips since the ban. Another creator, with more than 500,000 followers, draws millions of views insulting women’s weight in the street. In one clip, a man films a girl who tells him she is 17.
Some flagged accounts came down after the report, a drop in the ocean. Instagram boss Adam Mosseri had promised to crack down “every way we can.” Meta now says it is exploring ways to detect tampering, will pull the listings that sell it, and will ban repeat offenders.
The recording light is not the only worry. Meta’s glasses have exposed the people wearing them. Contractors reportedly reviewed intimate footage captured by the devices, and Meta uses some clips to train its AI. Its facial-recognition plans have alarmed US lawmakers and privacy groups.
Rivals face the same bind. Apple has reportedly agonised over whether to fit a camera at all, wary of the creepy label. Building a face computer that people trust is proving harder than building one that sells.
Because the glasses are selling. Revenue from smart glasses nearly doubled year on year in the second quarter, according to Ray-Ban maker EssilorLuxottica, first reported by Gizmodo. Meta shifted roughly 7 million pairs in 2025. The backlash is loud. The sales chart is louder.
The pushback does have a punchline. DuckDuckGo has released $35 sunglasses with no camera, no microphone and no AI, billed as “anti-surveillance eyewear.” They join a small run of camera-free glasses. For now, the glasses that record and the glasses that pointedly refuse to are both booming.

Swedish maker Mattias Krantz has spent years turning ordinary instruments into strange new ones. His latest project starts as a compact electric ukulele that fits in a backpack. One firm pull on the neck and the whole thing stretches, expands, and becomes a full-size guitar while the music is still going.
Krantz set out to address what he saw as the ukulele’s most serious shortcoming. People could easily pick it up and carry it around, yet despite its portability, it remained a curiosity. His response was straightforward: create one that can transform into a guitar in the middle of a song, eliminating the need for the musician to stop and pick up another instrument.
The first significant challenge was the neck. Ukuleles don’t have the same length neck as guitars. Early attempts to crumple it up so that it could fold resulted with half of the object hanging out, which was not particularly handy for playing. Krantz preferred that the excess length just disappear when needed, rather than sticking out uncomfortably. He eventually went with a telescopic design. As the neck stretches, the fretboard components rise up and lock into place directly on top of one another. Adam Damato (his coworker on this project) suggested adding a steel rod to ensure that the pieces snap into position when it’s time to play and don’t simply bend in two with the slightest touch. After several failed prototypes, he finally had a neck that felt solid and familiar under his left hand.

He then had to deal with the strings, which could not be stretched or compressed because they were made of metal. Attaching them when the object is short will retain it in that shape indefinitely. Attach ’em when it’s lengthy, and they’ll simply slink away as the thing collapses. Rubber bands produced a faint, muffled sound. A fishing reel design that allowed extra length to feed out worked in theory, but in fact, the rope stretched or snapped, putting the tune entirely out of sync whenever the size of the object changed. They ended up with strings that were twice as long as normal. They just wrap around some internal rollers when the device lowers, and then pay out well as it extends back up. The tension remains steady, while the tuning is stable.

The ukulele body also had to grow up a little, as ukuleles are small, whereas guitars are much larger and have a different shape. It wasn’t just about enlarging the body; different components had to cover many distances and angles at the same time, which was a nightmare. The earlier plastic versions tended to jam. They eventually converted to metal and changed the hub, and six movable panels opened and closed beautifully. They added some decorative plates so that when it grows into a full guitar, it will resemble one.

The finished device is small enough to fit in a backpack, so Krantz would take it out on the street and play it in its compact state. Most people would pass by and handle it as if it were any other ukulele, until he yanks out the neck. The change takes just seconds. Suddenly, the same person who was playing ukulele is rocking out on a full-fledged guitar. A musician even played a few performances with a full band after that, and as soon as the body locks into position, the song continues uninterrupted.
[Source]
The cotton and wool layers are GOTS-certified organic, while the Dunlop latex carries the GOLS certification. The finished product does not have any certifications beyond Greenguard Gold, but the material is undyed, which is great for anyone bothered by industrial dyes. As with most of these organic options, the Coyuchi is made without chemicals, foam, or glues, and comes with a 100-night trial, which means you can get a full refund if it doesn’t work for you.
Coyuchi’s Natural REM organic mattress is made to order in the United States. The company offers a 100-night trial, up to an 180-day return policy (there is a restocking fee of $150 if you go over the 100-night trial), and a 25-year warranty.
Coyuchi Natural REM ranges from $1,400 for a twin to $2,400 for a California king.
Beds for my kids are what started me down the organic mattress road. I care a lot more about what they’re sleeping on than what I’m sleeping on. Still, as much as I love the Avocado Green mattress, it’s not cheap. For my kids, I bought the more affordable Kiwi Mattress by My Green Mattress. The Kiwi is similar to our top pick Avocado. It’s a hybrid model with pocketed springs and natural materials: certified organic cotton, wool, and latex. It’s also something of a rarity; organic twin mattresses are somewhat difficult to find.
One nice twist that makes the Kiwi appealing for kids is the two-sided option. It costs a little more upfront, but being able to flip it over extends its life, which is handy if your kids think beds are actually trampolines in disguise. The Kiwi is definitely a firmer style, but I think it’s comfortable, and my children loved it when they were younger.
As with our top pick Avocado, My Green Mattress’s Kiwi uses GOTS Certified cotton, GOLS Certified latex, and has both GreenGuard Gold certification and MadeSafe certification.
Six twentysomethings in East London have built what they say is the anti-San Francisco hacker house. The goal is a “holistic improvement in life,” rather than “12 weeks, Demo Day is coming,” Rowan Aldean, 26, explained.
Intrigued, I spent an afternoon visiting the house, meeting its residents, and doing a vibe check. I arrived after Aldean escorted me through the clean sidewalks of a new East London development to where the six-story building stood facing the water.
The house is called the London Island Founder House — or “Lift House” — and Aldean and his wife, Zahraa, 22, an upcoming pharmaceutical research PhD candidate, have lived there since May, just a few months after it officially launched in March. Aldean sold his previous company last year for millions, he said, and now runs an “applied AI” startup that helps companies learn how to deploy agents.
Like all hacker houses, Lift House is part startup workspace, part co-living space. The house is named after both its lift — that is, its elevator — and its mission to uplift tech founders, Aldean said. It’s one of the very few co-living hacker houses to exist in London (compared to San Francisco, where dozens — if not hundreds — are scattered around the city at any given time).
Lift House is a bet that U.K. founders can build successful companies without mimicking the over-the-top hustle culture of Silicon Valley.
Founders have described stories of San Francisco hacker houses illegally running in warehouses, throwing full-on galas, or setting up in a tent or espousing punishing, 72-hour sprints typical of the “996” work culture.
“I don’t expect the performative and over-the-top events will be a thing here,” Aldean said, and pointed to one of London’s most successful AI companies, DeepMind. “They’ve won Nobel prizes and built frontier innovation without any song and dance.”
Instead, Lift House is part of a trend called “Londonmaxxing,” in which founders attempt to optimize everything the London tech scene offers. The London ecosystem feels less showy and less startup bro-y than San Francisco, but its founders share similar ambitions: success, wealth, and market domination.
London AI startups have raised $12 billion so far in 2026, out of $14.7 billion raised by all London startups, according to Dealroom. Six companies have raised more than $500 million: Wayve, Superintelligence, ElevenLabs, Recursive, Ineffable Intelligence, and Isomorphic Labs, the latter three of which were founded by DeepMind alumni.
The excitement from AI has boosted the morale of the U.K. tech scene, inspiring a new generation of founders, like those in the Lift House, to take big swings.

The timeline for living on Lift House is flexible — some people have stayed for a month; others intend to stay for at least six months. They buy their own groceries, Aldean said, although they often cook together and share ingredients. Cleaning is split among the group. Everyone declined to share information about the rent they pay.
The residents of Lift House aim for a balanced approach toward ambition, each one of them tells me — an almost unheard-of idea by San Francisco startup standards.
On Sundays, the group will journal together, a practice introduced by David Amor, 28, who runs a brain coaching and training company, helping founders and business leaders understand more about their brain and how it can help optimize business performance. The idea of journaling is to help everyone track how much time they spent in nature that week, how well they ate, and how much they moved their bodies.
“I’m eating healthier, working out more, and sleeping more,” Luke, 27, who runs an AI-marketing company, said about living in the house. “I always make sure to have lunch now, which is something that is simple, but I wasn’t doing before I lived here.” (Luke asked that his last name be withheld.)
Tuesdays evenings are for volleyball, where the founders play on the house team in a local league.
After dinner on other evenings, Wan Ying L, 25, who just left an AI startup and is working on a new idea, might play the piano in the living room. Sometimes the group plays Catan or visits art exhibitions together.
Presence Plumb, 25, is a tech strategist. She likes to host rooftop dinner parties, serving dishes that reflect the different nationalities in the house — from Iraqi to Spanish — while invited founders, researchers, investors, and operators chat about tech trends and investments.
“It’s a bit calmer, balanced, authentic in a way,” she said of people in the London ecosystem. “They don’t want too much of that only startup tech bro vibe. They want a bit of balance.”
Each founder follows their own schedules for a typical workday. Amor, for example, is up by 8 a.m. and gives himself exactly 30 seconds after waking up before jumping into his morning work. “I have a clear objective of ‘this is what I want to do in the first half of the day, when there’s no distractions.’” After his morning work routine, he takes a cold shower, “because it increases your dopamine by 250% and that gives me that motivation, that spark,” he said.

Luke, meanwhile, is up at around 8:30. His co-founder, Varun, 27 (who asked that his last name be withheld), typically travels to the Lift House to co-work, and the duo starts work at around 9 a.m. with a team call.
Aldean rarely wakes before 10 a.m. unless something big is happening, like a “crazy angel [investor] call,” he said.
When asked what makes this house uniquely British rather than a wellness-focused Silicon Valley founder house, Aldean joked: “Well, we drink tea together like Brits, and in SF folks just drink filtered coffee.”
More seriously, he spoke of how British founders face a different kind of pressure than those in the U.S. They must navigate a cultural aversion to risk, an inclination toward humility, and a shame associated with failure. Instead of forgoing sleep for hustle and grind, they deal with what they call the “tall poppy syndrome,” when the media builds one up only to ruthlessly tear them down should they become too successful, investors and founders say. It makes some founders in the ecosystem wary of displaying too many wins.
Still, Luke said London is a strong choice for an early-stage founder: There’s a good network, ample early capital opportunities, and an option for a life outside of tech. In many ways, it is much more like New York culturally for founders than in San Francisco.
“London is so diverse that if you look properly enough, you’ll always find something fun to get involved with,” Amor added, “whether that’s a founder-run club, wellness events, [or going] to jazz nights.”

Luke and Varun largely avoided venture capital funding by taking advantage of the U.K. government’s SEIS/EIS, which is supposed to help attract more angel investments into local startups. “There’s people who will pay basically the same rate of tax if they give us the money versus if they pay income tax,” Luke explained as another reason he liked starting out in London.
Aldean also feels the London ecosystem is less cutthroat than the Valley. He recalls his days living in a hacker house in the Bay — everyone’s desk had to face the wall, and it was heads-down, product-building. He felt the ecosystem, at times, was too willing to gossip, which is apparently done quite differently in the U.K.
“There’s nothing like ‘oh my god did you hear that the CTO just, like, did this,’” Aldean said. “It’s like you’re always worried,” he said, that someone would spread negative stories, especially if it benefited them.
Aldean also thinks London startups, more than Silicon Valley ones, sell into slow-moving large corporations rather than to each other, meaning one could build without having to kiss up or posture to get their peers to like them.
To the selling point, Varun and Luke mentioned another difference between the U.S. and U.K. ecosystem. “It’s a relatively fleeting market,” Varun said of the U.S. “You get quick wins. Here, it’s hard to close a customer, but if they close, they stay with you longer.”
Eventually, though, the road for many U.K. startups goes straight to the U.S.
In the U.K., founders have access to affordable top talent from universities like Oxbridge and a time zone that makes it easier to work with the rest of Europe, the Middle East, Asia, and parts of North America. In the U.S., however, they have access to the world’s largest economy and, most importantly, a lot of investors willing to write large checks, from pre-seed to growth stages.
“It’s almost like a factory line in a way,” Varun said. “You start here, and then you expand there or vice versa.”
American investors are also playing a role in luring British talent away from the country. I told the Lift House residents about one startup founder who said a top investor wouldn’t even back the company unless she relocated to the U.S. She ended up doing so, though decided to keep her family based in the U.K. to raise her children.
“We had an investor in Miami who said the same thing,” Luke said of an investor trying to get him and Varun to move to the U.S. “It’s quite a common practice.” He and Varun have already begun their U.S. expansion, and despite loving London, the duo hasn’t ruled out moving to the U.S. to be closer to their customers.

That’s the tension bubbling beneath not just the U.K.’s tech ecosystem but most of Europe’s. “I work with a lot of people trying to support the European ecosystem more,” Plumb said.
Yet, founders “talk about London; everyone is bullish on the country until they get the opportunity to leave,” Aldean added.
The Lift House lease has about a year left, and there is sentiment in the house to keep it going for as long as they can. After all, there aren’t too many in London, though the city sees many short-term gatherings, like the Solana Hacker House meet-up series. Some of the more public co-living hacker houses are part of a global chain, like the San Francisco-based network The Residency, which expanded into London last year, and BaseJump, which is announcing a London version of its hacker house program soon.
In 2024, two founders tried the opposite version of the Lift House called “The London Founder House,” which Sifted covered under the headline “The people here don’t want work-life balance.” That home is noted as London’s first-ever hacker house, and though it wound down last year, it left an influence through its concept, events, and connected players around the ecosystem. To even be considered for the London Founder House, one had to have raised at least half a million dollars.
For Lift House, prospective residents need to show a hobby outside their companies and an interest in fitness. It’s the same pitch many in the Londonmaxxing ecosystem are using to keep people from leaving: That here one can have it all.
“The culture is to build something that lasts,” Aldean said, “not necessarily burn out chasing a flash.”
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There are times when a physical connection works better. Here’s how to set it up.
When you think of using a smartphone as a mobile hotspot, the wireless version is probably what comes to mind. But there’s also USB tethering, which lets you share your phone’s cellular connection with a computer over a cable. Here’s how it works, what it’s good for and how to set it up.
For most people, a wireless hotspot is still the easiest way to get a laptop online when you’re away from regular Wi-Fi. It’s more flexible, supporting multiple simultaneous connections. And unlike the USB kind, you’re free to move your phone away from the computer.
But there are some cases where USB tethering could make sense. A wired connection can be more stable, which is handy for crowded places like convention centers or airports. It also means you aren’t broadcasting a visible network in public. As a bonus, your phone might charge while it’s connected.
Before we dive in, note that there’s one big catch: Android phones can’t tether via USB to a Mac. (You can still use a Wi-Fi hotspot instead.) Otherwise, USB tethering works with other phone-to-computer setups, including Android to Windows and iPhone to Mac or Windows.
If you’re tethering from an iPhone to Windows, you may need to install the Apple Devices app or iTunes for Windows from the Microsoft Store.
On Android:
On iPhone:
USB tethering usually makes more sense for one device than as a full hotspot replacement. So, for example, if you’re trying to get both your laptop and tablet online at the same time, a Wi-Fi hotspot is the solution.
Keep in mind that laptops can burn through data with background tasks like updates and cloud syncing. Your carrier may also limit hotspot use, charge extra for it, count it against a separate data allowance or not support it at all. So it’s worth checking your plan before tethering over USB or Wi-Fi.
And while a wired connection can be more stable than a wireless hotspot, it’s still relying on your phone’s cellular signal. Spotty service will still mean spotty internet, no matter how you connect.

Apollo Automobil rolled its first finished production car onto the Goodwood Festival of Speed grounds in July 2026, and the machine looked ready to rewrite the rules of what a track hypercar can be. Named Caribbean Dragon, this is unit one of just ten Apollo EVOs that will ever leave the German workshop. Twenty years after the original Gumpert Apollo began deliveries, the brand has returned with something sharper, lighter, and more uncompromising than before.
Caribbean Dragon has an incredible 75+ carbon-fiber panels that are all expertly crafted. You see, the paint job alone is a huge operation, with eight coats done by hand that took over 1000 hours. When the sun hits the pearlescent white coat, a diamond dust flake forms, resulting in a little light show. All of this color contrast has a big impact, with the ocean blue of the carbon accents and tinted blue finishes grabbing attention, much like bright sand meets deep water. Apollo CEO Niko Konta believes the name was inspired by comparing the brilliant white and deep blue colors. Forged wheels continue the concept, with white in the front and blue at the back, while blue brake calipers round out the look.
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Underneath the elegant bodywork is a full carbon-fiber monocoque weighing a whopping 165 kg, 15% stiffer and 10% lighter than the Apollo IE. The front and rear carbon subframes, as well as the specific crash components that comprise the chassis, are likewise the subject of extensive engineering. Overall, the dry weight is a lean 1300 kilograms. With adaptive aero generating 1350 kilos of downforce, this car has a bit more grunt than its own mass. The aggressive geometric form, X-shaped front LED lights, and vertical W-shaped rear lamps indicate that the bodywork is going for impact, yet each surface is actually engineered to push air around rather than just look showy.
Inside the beast is a naturally aspirated 6.3-liter V12 from Ferrari’s F140 family, but it has been completely modified by HWA AG. With 800 metric horsepower and 765 nm of torque, it can reach 8500 rpm using only its own strength. That’s right, no turbo, no electrics, just good old-fashioned power delivered directly to the back wheels via a strong 6-speed sequential gearbox with paddle shifters. According to official numbers, it takes 2.7 seconds to accelerate from 0 to 100 km/h and has a top speed of 335 km/h, which is impressive for a monster. Carbon-ceramic brakes and Michelin Pilot Sport Cup 2 tyres absorb speed as needed.

The Dragon Skin exhaust system, as Apollo refers to it, is easily visible. It is essentially a one-piece 3D-printed titanium rod, made from a single block of natural titanium, with no welding necessary. It took 123 hours to print alone, as there’s a lot of titanium. The design is also really neat; it’s sturdy, lightweight, can withstand severe temperatures, and fits snugly into the car’s aero package. After a few heat cycles, the titanium develops a gorgeous blue tinge, like to a badge of honor.

Inside the cabin, Brose created the 3D-printed aluminum framework that connects everything, as it is these precise structural pieces that hold the controls together. All of the switchgear, pedals, and other hardware are similarly manufactured in a tidy reinforced framework, reducing weight while still allowing for some fairly complicated designs that standard machining cannot match. This car’s seats are one-of-a-kind, made of bright white and ocean blue leather with blue stitching, and the Apollo emblem is embroidered directly onto each headrest. The cushion patterns are hand-trimmed and look rather special. The steering wheel is solid machined aluminum blended with blue carbon fibre and ocean blue suede, and it’s a stunning piece of craftsmanship. The dashboard is a blend of high-tech digital displays and traditional gauges, with some classic racing-style tell tales to add flair.

Apollo created the EVO with track days in mind, not road excursions. There will be ten automobiles in total, and each one will be hand-built using the Forged software, meaning no two will be alike. Remember that the base model costs a stunning 3 million euros before taxes. The first car was handed over to its new owner at Goodwood, signaling the commencement of deliveries and commemorating the company’s 20th anniversary. Around 70-80% of the car is completely new compared to the IE, as the suspension geometry has been altered, safety measures have been strengthened up to match current LMDH norms, and the entire upper body has been re-engineered from the ground up.
A Canadian artist dropped her iPhone 17 Pro from a plane at 3,600 feet, then found it sitting face-up and virtually untouched in a canola field. Here’s why this is more common than you’d think.
Heather Cline, a mixed-media artist from Saskatchewan, Canada, routinely takes to the skies with her husband, David, in their small plane. The goal is to gain inspiration for her artwork, which often depicts the Canadian landscape from aerial perspectives.
Recently, during an outing above Regina, Heather decided to use her new iPhone 17 Pro to help gather inspiration for a new project. Her husband wasn’t so sure about her choice.
“I had ordered a grip for it that would make it feel more like a traditional camera but it hadn’t come yet,” Heather says in a video posted to CBC’s Instagram account. “And it was a great day for flying.”
Heather settled on wearing a lanyard-style case around her neck. Unfortunately, while attempting to take the perfect shot, she inadvertently passed her phone through an airstream, which sucked it out of its case and out of the plane from more than 3,600 feet.
Thinking quickly, David prompted Heather to look for the device with Find My. The pair got a rough idea of where the phone landed and decided to track it down once they landed.
Sure enough, Heather was reunited with her iPhone. And even better: it had miraculously survived the fall and was found unscathed in a canola field.
“I go up, and I think it’s gonna be buried in the dirt, smashed, crazy,” Heather recalls. “I literally look down, the phone’s sitting there, face-up, just up against few strands of canola. And it’s like, pristine.”
Heather ends the video by laughing and saying that she’ll not be making the same mistake twice and plans on making sure her iPhone is secure before she takes to the skies again.
“Maybe we’ll cable tie it to my hand,” she jokes.
“Not a bad idea,” Dave chimes in.
While it might seem improbable that an iPhone could survive a fall from a plane, it’s actually not that far-fetched. It’s not even the first time we’ve heard this story.
Flat objects, like an iPhone, typically stabilize to fall “flat” fairly quickly during particularly long falls. Not only does this slow the phone down dramatically, it also puts it in the most ideal positioning for impact.
If you’ve ever dropped your phone from a short distance, you’ll know it can be devastating. That destruction is due, in part, because it usually doesn’t fall flat. Edge impacts, especially those on the corners, are far more devastating.
There isn’t enough time for the phone to rotate to flat, so all of the force from the fall can be delivered to a corner or edge. Less area of impact, means all that force is delivered to a small area, very quickly.
So, if you’re wondering why Heather’s iPhone survived a 3,600-foot drop into a crop, and yours broke from four feet onto carpet or concrete, you can blame the physics of aerodynamics and complex impact physics for that.
We’re not going to write 5000 words on this. Not today, at least, so let’s make it simple.
After some discussions we’ve had with the US National Institute of Standards and Technology, some case manufacturers, and Apple over the years, we know that a phone reaches maximum velocity that is notably lower than terminal velocity of a spherical object falling, after about a 335-foot fall.
A six-foot iPhone fall impacts the surface it hits at about half the speed of that 335-foot fall. And, since it hasn’t time had to flatten out on the short fall, a corner or edge impact is far likelier.
Also, the landing surface matters. Concrete stops the phone instantly, causing an immediate energy transfer. Grass or dirt cushions the blow by extending the stopping time, which drastically lowers the peak impact force.
In the case of airplane drops, it seems that more often than not, the fallen iPhones land on fields or grass, rather than a building, sidewalk, or road. And, they nearly always land on the front or back of the phone, rather than a corner, spreading the force of the fall over a larger surface.
All this contributes to why an iPhone can improbably survive a fall from 3,600 feet. Even if it wasn’t in a case.
It still takes a massive engineering effort to crash-proof an iPhone, and we don’t want to dismiss that. But there are reasons why iPhones can fall from a great distance and survive, while not surviving a short fall.
AI companies are increasingly turning to printed books published before 2022 as preferred training material because those works predate the widespread use of AI-generated content.
Large-scale scanning operations reportedly involve cutting book spines, separating pages, and destroying physical copies to create digital datasets for large language models.
The practice has attracted growing criticism because some books entering these pipelines are reportedly extremely rare, raising concerns about irreversible cultural losses.
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Reports by 404 Media found data broker ISBNdb supplies physical books in bulk to AI developers seeking human-written material unaffected by modern chatbot output.
The company argues books published before 2022 offer cleaner datasets because they cannot contain text generated by contemporary large language models.
They are often considered “dense, edited, authoritative,” in contrast to internet content increasingly filled with machine-generated material of uncertain quality.
The approach also attempts to avoid so-called model collapse, in which AI systems gradually lose quality after repeatedly training on synthetic content generated by earlier models.
ISBNdb additionally argues that older printed works avoid deliberate data-poisoning techniques authors increasingly use to disrupt AI training through carefully modified documents.
However, there are reports that many of these books are scanned using high-speed equipment.
This equipment requires workers to remove the spine before feeding individual pages through automated imaging machines.
That process reportedly destroys the original volume, making rapid digitisation considerably cheaper than slower preservation methods designed to keep books physically intact.
ISBNdb openly acknowledges reputational concerns surrounding the practice while offering strict non-disclosure agreements that keep customer identities confidential throughout commercial engagements.
Its website reportedly states, “‘AI company destroys two million books’ is not a headline that generates sympathy,” while suggesting clients describe the process as digital preservation.
Such a level of destruction is an order of magnitude bigger than the loss of the Library of Alexandria. Yet, it is unfolding with none of the outrage that history reserves for burned libraries.
Booksellers interviewed by 404 Media said some volumes entering these scanning programmes have very few surviving copies after enduring wars, fires, and centuries of handling.
Critics argue that unlike websites or widely available modern publications, exceptionally scarce historical works cannot simply be reproduced after their physical copies disappear forever.
A recent United States court ruling involving Anthropic found that scanning legally purchased books for AI training constituted fair use under specific circumstances.
Part of that reasoning held that destroying each printed copy during scanning meant one legal copy effectively replaced another rather than creating multiple copies.
In response to a critic (@Hedgie) of this method on X, Elon Musk said, “I’ve asked the SpaceXAI team to preserve any rare books in a library and scan them the hard way,” suggesting an alternative approach.
If significant awareness is not created, this quiet erasure of irreplaceable books risks becoming the defining act of cultural loss for this era, remembered only after it can no longer be undone.
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For more than four decades, the U.S. Navy’s Ticonderoga-class guided missile cruisers have served as some of the fleet’s most capable surface combatants. Designed around the powerful Aegis Combat System, they have played a central role in protecting aircraft carriers, defending against enemy aircraft and missiles, and coordinating complex naval operations around the globe. However, after years of service, the Navy has begun retiring the aging class, with more ships scheduled to leave service over the remainder of the decade.
The challenge is that the Navy has no direct replacement waiting in the wings. Unlike previous generations of warships that were succeeded by clearly defined new classes, the retirement of the Ticonderoga-class vessel leaves a capability gap the service is still working to address. While several options are being considered including relying more on destroyers, no single platform is expected to immediately assume every mission currently performed by these cruisers. That uncertainty has made the future of the Navy’s large surface combatant fleet one of the most closely watched questions in modern naval planning.
The Navy originally built 27 Ticonderoga-class cruisers beginning in 1983 at a cost of roughly $1 billion each. Over time, however, age has taken its toll. 20 of these ships have already been decommissioned while the remaining seven vessels are expected to retire by 2030 as maintenance costs continue to rise and the ships become increasingly expensive to modernize. Although several cruisers have received temporary service-life extensions, Navy officials have made clear that the class is approaching the end of its operational life.
That doesn’t mean the Ticonderoga-class cruiser has become ineffective. On the contrary, they remain among the Navy’s most capable air-defense platforms. The problem is that keeping 40-year-old warships mission-ready has become increasingly difficult and costly, particularly as newer technologies continue to emerge. Earlier efforts to modernize portions of the fleet ultimately proved unable to keep every cruiser in service. As a result, retirement has become less about combat capability and more about balancing readiness, maintenance demands, and long-term fleet modernization.
For now, the Navy’s most practical solution is not another cruiser at all. Instead, many of the Ticonderoga’s responsibilities are expected to transition to the latest Flight III Arleigh Burke-class ships such as the USS Ted Stevens sporting the DDG (guided missile destroyer) classification. Equipped with the advanced SPY-6 radar and the latest version of the Aegis Combat System, these new destroyers can assume many of the fleet air-defense and command responsibilities traditionally handled by the retiring cruisers. While they cannot replicate every capability of the Ticonderoga class, they provide the Navy with an effective bridge while longer-term plans continue to develop.
Looking further ahead, the Navy expects its future DDG(X) program to eventually become the next generation of large surface combatants. However, that program remains years away, with the first ships not expected until the early 2030s. Until then, the Navy finds itself in the unusual position of retiring one of its most successful classes of warships without a direct one-for-one successor ready to take its place. Upgraded destroyers may help fill much of the gap, but exactly what ultimately replaces the Ticonderoga-class remains an open question — one that will shape the future of the U.S. surface fleet for years to come.
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