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I know “free-to-play” is often a misnomer, and these games should actually be called “free-to-try,” but I haven’t played one that felt as blatant in its efforts to extract money from me as Pokémon Friends in a hot minute. The puzzle game/plush collec

[Robert Morrison] had an ancient HP 545A logic probe, which was great for debugging SMT projects. The only problem was that being 45 years old, it wasn’t quite up to …read more

Doors (2022) Christian Marclay Institute of Contemporary Art Boston Through September 1, 2025Brooklyn Museum Through April 12, 2026On the screen, a movie clip plays of a character entering through a door to leave out another. It cuts to another clip of someone else doing the same thing over and over, all sourced from a panoply of Western cinema. The audience, sitting for an unknown amount of time, watches this shape-shifting protagonist from different cultural periods come and go, as the film endlessly loops. So goes Christian Marclay’s latest single-channel film, Doors (2022), currently exhibited for the first time in the United States at the Institute of Contemporary Art Boston. (It also premieres June 13 at the Brooklyn Museum and will run through April 12, 2026). Assembled over ten years, the film is a dizzying feat, a carefully crafted montage of film clips revolving around the simple premise of someone entering through a door and then leaving out a door. In the exhibition, Marclay writes, “Doors are fascinating objects, rich with symbolism.” Here, he shows hundreds of them, examining through film how the simple act of moving through a threshold multiplied endlessly creates a profoundly new reading of what said threshold signifies. On paper, this may sound like an extremely jarring experience. But Marclay—a visual artist, composer, and DJ whose previous works such as The Clock (2010) involved similar mega-montages of disparate film clips—has a sensitive touch. The sequences feel incredibly smooth, the montage carefully constructed to mimic continuity as closely as possible. This is even more impressive when one imagines the constraints that a door’s movement offers; it must open and close a certain direction, with particular types of hinges or means of swinging. It makes the seamlessness of the film all the more fascinating to dissect. When a tiny wooden doorframe cuts to a large double steel door, my brain had no issue at all registering a sense of continued motion through the frame—a form of cinematic magic. Christian Marclay, Doors (still), 2022. Single-channel video projection (color and black-and-white; 55:00 minutes on continuous loop). Watching the clips, there seemed to be no discernible meta narrative—simply movement through doors. Nevertheless, Marclay is a master of controlling tone. Though the relentlessness of watching the loops does create an overall feeling of tension that the film is clearly playing on, there are often moments of levity that interrupt, giving visitors a chance to breathe. The pacing too, swings from a person rushing in and out, to a slow stroll between doors in a corridor. It leaves one musing on just how ubiquitous this simple action is, and how mutable these simple acts of pulling a door and stepping inside can be. Sometimes mundane, sometimes thrilling, sometimes in anticipation, sometimes in search—Doors invites us to reflect on our own interaction with these objects, and with the very act of stepping through a doorframe. Much of the experience rests on the soundscape and music, which is equally—if not more heavily—important in creating the transition across clips. Marclay’s previous work leaned heavily on his interest in aural media; this added dimension only enriches Doors and elevates it beyond a formal visual study of clips that match each other. The film bleeds music from one scene to another, sometimes prematurely, to make believable the movement of one character across multiple movies. This overlap of sounds is essentially an echo of the space we left behind and are entering into. We as the audience almost believe—even if just for a second—that the transition is real. The effect is powerful and calls to mind several references. No doubt Doors owes some degree of inspiration to the lineage of surrealist art, perhaps in the work of Magritte or Duchamp. For those steeped in architecture, one may think of Bernard Tschumi’s Manhattan Transcripts, where his transcriptions of events, spaces, and movements similarly both shatter and call to attention simple spatial sequences. One may also be reminded of the work of Situationist International, particularly the psychogeography of Guy Debord. I confess that my first thought was the (in my view) equally famous door-chase scene in Monsters, Inc. But regardless of what corollaries one may conjure, Doors has a wholly unique feel. It is simplistic and singular in constructing its webbed world. Installation view, Christian Marclay: Doors, the Institute of Contemporary Art/Boston, 2025. (Mel Taing) But what exactly are we to take away from this world? In an interview with Artforum, Marclay declares, “I’m building in people’s minds an architecture in which to get lost.” The clip evokes a certain act of labyrinthian mapping—or perhaps a mode of perpetual resetting. I began to imagine this almost as a non-Euclidean enfilade of sorts where each room invites you to quickly grasp a new environment and then very quickly anticipate what may be in the next. With the understanding that you can’t backtrack, and the unpredictability of the next door taking you anywhere, the film holds you in total suspense. The production of new spaces and new architecture is activated all at once in the moment someone steps into a new doorway. All of this is without even mentioning the chosen films themselves. There is a degree to which the pop-culture element of Marclay’s work makes certain moments click—I can’t help but laugh as I watch Adam Sandler in Punch Drunk Love exit a door and emerge as Bette Davis in All About Eve. But to a degree, I also see the references being secondary, and certainly unneeded to understand the visceral experience Marclay crafts. It helps that, aside from a couple of jarring character movements or one-off spoken jokes, the movement is repetitive and universal. Doors runs on a continuous loop. I sat watching for just under an hour before convincing myself that I would never find any appropriate or correct time to leave. Instead, I could sit endlessly and reflect on each character movement, each new reveal of a room. Is the door the most important architectural element in creating space? Marclay makes a strong case for it with this piece. Harish Krishnamoorthy is an architectural and urban designer based in Cambridge, Massachusetts, and Bangalore, India. He is an editor at PAIRS.

In a nutshell: As nations set ever more ambitious targets for renewable energy and electrification, the humble high-voltage cable has emerged as a linchpin – and a potential chokepoint – in the race to decarbonize the global economy. A Bloomberg interview with Claes Westerlind, CEO of NKT, a leading cable manufacturer based in Denmark, explains why. A global surge in demand for high-voltage electricity cables is threatening to stall the clean energy revolution, as the world's ability to build new wind farms, solar plants, and cross-border power links increasingly hinges on a supply chain bottleneck few outside the industry have considered. At the center of this challenge is the complex, capital-intensive process of manufacturing the giant cables that transport electricity across hundreds of miles, both over land and under the sea. Despite soaring demand, cable manufacturers remain cautious about expanding capacity, raising questions about whether the pace of electrification can keep up with climate ambitions, geopolitical tensions, and the practical realities of industrial investment. High-voltage cables are the arteries of modern power grids, carrying electrons from remote wind farms or hydroelectric dams to the cities and industries that need them. Unlike the thin wires that run through a home's walls, these cables are engineering marvels – sometimes as thick as a person's torso, armored to withstand the crushing pressure of the ocean floor, and designed to last for decades under extreme electrical and environmental stress. "If you look at the very high voltage direct current cable, able to carry roughly two gigawatts through two pairs of cables – that means that the equivalent of one nuclear power reactor is flowing through one cable," Westerlind told Bloomberg. The process of making these cables is as specialized as it is demanding. At the core is a conductor, typically made of copper or aluminum, twisted together like a rope for flexibility and strength. Around this, manufacturers apply multiple layers of insulation in towering vertical factories to ensure the cable remains perfectly round and can safely contain the immense voltages involved. Any impurity in the insulation, even something as small as an eyelash, can cause catastrophic failure, potentially knocking out power to entire cities. // Related Stories As the world rushes to harness new sources of renewable energy, the demand for high-voltage direct current (HVDC) cables has skyrocketed. HVDC technology, initially pioneered by NKT in the 1950s, has become the backbone of long-distance power transmission, particularly for offshore wind farms and intercontinental links. In recent years, approximately 80 to 90 percent of new large-scale cable projects have utilized HVDC, reflecting its efficiency in transmitting electricity over vast distances with minimal losses. But this surge in demand has led to a critical bottleneck. Factories that produce these cables are booked out for years, Westerlind reports, and every project requires custom engineering to match the power needs, geography, and environmental conditions of its route. According to the International Energy Agency, meeting global clean energy goals will require building the equivalent of 80 million kilometers (around 49.7 million miles) of new grid infrastructure by 2040 – essentially doubling what has been constructed over the past century, but in just 15 years. Despite the clear need, cable makers have been slow to add capacity due to reasons that are as much economic and political as technical. Building a new cable factory can cost upwards of a billion euros, and manufacturers are wary of making such investments without long-term commitments from utilities or governments. "For a company like us to do investments in the realm of €1 or 2 billion, it's a massive commitment... but it's also a massive amount of demand that is needed for this investment to actually make financial sense over the next not five years, not 10 years, but over the next 20 to 30 years," Westerlind said. The industry still bears scars from a decade ago, when anticipated demand failed to materialize and expensive new facilities sat underused. Some governments and transmission system operators are trying to break the logjam by making "anticipatory investments" – committing to buy cable capacity even before specific projects are finalized. This approach, backed by regulators, gives manufacturers the confidence to expand, but it remains the exception rather than the rule. Meanwhile, the industry's structure itself creates barriers to rapid expansion, according to Westerlind. The expertise, technology, and infrastructure required to make high-voltage cables are concentrated in a handful of companies, creating what analysts describe as a "deep moat" that is difficult for new entrants to cross. Geopolitical tensions add another layer of complexity. China has built more HVDC lines than any other country, although Western manufacturers, such as NKT, maintain a technical edge in the most advanced cable systems. Still, there is growing concern in Europe and the US about becoming dependent on foreign suppliers for such critical infrastructure, especially in light of recent global conflicts and trade disputes. "Strategic autonomy is very important when it comes to the core parts and the fundamental parts of your society, where the grid backbone is one," Westerlind noted. The stakes are high. Without a rapid and coordinated push to expand cable manufacturing, the world's clean energy transition could be slowed not by a lack of wind or sun but by a shortage of the cables needed to connect them to the grid. As Westerlind put it, "We all know it has to be done... These are large investments. They are very expensive investments. So also the governments have to have a part in enabling these anticipatory investments, and making it possible for the TSOs to actually carry forward with them."

Published June 14, 2025 10:00am EDT close Top lawmaker on cybersecurity panel talks threats to US agriculture Senate Armed Services Committee member Mike Rounds, R-S.D., speaks to Fox News Digital NEWYou can now listen to Fox News articles! Your home address might be easier to find online than you think. A quick search of your name could turn up past and current locations, all thanks to people finder sites. These data broker sites quietly collect and publish personal details without your consent, making your privacy vulnerable with just a few clicks.Sign up for my FREE CyberGuy ReportGet my best tech tips, urgent security alerts, and exclusive deals delivered straight to your inbox. Plus, you’ll get instant access to my Ultimate Scam Survival Guide — free when you join. A woman searching for herself online. (Kurt "CyberGuy" Knutsson)How your address gets exposed online and who’s using itIf you’ve ever searched for your name and found personal details, like your address, on unfamiliar websites, you’re not alone. People finder platforms collect this information from public records and third-party data brokers, then publish and share it widely. They often link your address to other details such as phone numbers, email addresses and even relatives.11 EASY WAYS TO PROTECT YOUR ONLINE PRIVACY IN 2025While this data may already be public in various places, these sites make it far easier to access and monetize it at scale. In one recent breach, more than 183 million login credentials were exposed through an unsecured database. Many of these records were linked to physical addresses, raising concerns about how multiple sources of personal data can be combined and exploited.Although people finder sites claim to help reconnect friends or locate lost contacts, they also make sensitive personal information available to anyone willing to pay. This includes scammers, spammers and identity thieves who use it for fraud, harassment, and targeted scams. A woman searching for herself online. (Kurt "CyberGuy" Knutsson)How do people search sites get your home address?First, let’s define two sources of information; public and private databases that people search sites use to get your detailed profile, including your home address. They run an automated search on these databases with key information about you and add your home address from the search results. 1. Public sourcesYour home address can appear in:Property deeds: When you buy or sell a home, your name and address become part of the public record.Voter registration: You need to list your address when voting.Court documents: Addresses appear in legal filings or lawsuits.Marriage and divorce records: These often include current or past addresses.Business licenses and professional registrations: If you own a business or hold a license, your address can be listed.WHAT IS ARTIFICIAL INTELLIGENCE (AI)?These records are legal to access, and people finder sites collect and repackage them into detailed personal profiles.2. Private sourcesOther sites buy your data from companies you’ve interacted with:Online purchases: When you buy something online, your address is recorded and can be sold to marketing companies.Subscriptions and memberships: Magazines, clubs and loyalty programs often share your information.Social media platforms: Your location or address details can be gathered indirectly from posts, photos or shared information.Mobile apps and websites: Some apps track your location.People finder sites buy this data from other data brokers and combine it with public records to build complete profiles that include address information. A woman searching for herself online. (Kurt "CyberGuy" Knutsson)What are the risks of having your address on people finder sites?The Federal Trade Commission (FTC) advises people to request the removal of their private data, including home addresses, from people search sites due to the associated risks of stalking, scamming and other crimes.People search sites are a goldmine for cybercriminals looking to target and profile potential victims as well as plan comprehensive cyberattacks. Losses due to targeted phishing attacks increased by 33% in 2024, according to the FBI. So, having your home address publicly accessible can lead to several risks:Stalking and harassment: Criminals can easily find your home address and threaten you.Identity theft: Scammers can use your address and other personal information to impersonate you or fraudulently open accounts.Unwanted contact: Marketers and scammers can use your address to send junk mail or phishing or brushing scams.Increased financial risks: Insurance companies or lenders can use publicly available address information to unfairly decide your rates or eligibility.Burglary and home invasion: Criminals can use your location to target your home when you’re away or vulnerable.How to protect your home addressThe good news is that you can take steps to reduce the risks and keep your address private. However, keep in mind that data brokers and people search sites can re-list your information after some time, so you might need to request data removal periodically.I recommend a few ways to delete your private information, including your home address, from such websites.1. Use personal data removal services: Data brokers can sell your home address and other personal data to multiple businesses and individuals, so the key is to act fast. If you’re looking for an easier way to protect your privacy, a data removal service can do the heavy lifting for you, automatically requesting data removal from brokers and tracking compliance.While no service can guarantee the complete removal of your data from the internet, a data removal service is really a smart choice. They aren’t cheap — and neither is your privacy. These services do all the work for you by actively monitoring and systematically erasing your personal information from hundreds of websites. It’s what gives me peace of mind and has proven to be the most effective way to erase your personal data from the internet. By limiting the information available, you reduce the risk of scammers cross-referencing data from breaches with information they might find on the dark web, making it harder for them to target you. Check out my top picks for data removal services here. Get a free scan to find out if your personal information is already out on the web2. Opt out manually : Use a free scanner provided by a data removal service to check which people search sites that list your address. Then, visit each of these websites and look for an opt-out procedure or form: keywords like "opt out," "delete my information," etc., point the way.Follow each site’s opt-out process carefully, and confirm they’ve removed all your personal info, otherwise, it may get relisted.3. Monitor your digital footprint: I recommend regularly searching online for your name to see if your location is publicly available. If only your social media profile pops up, there’s no need to worry. However, people finder sites tend to relist your private information, including your home address, after some time.4. Limit sharing your address online: Be careful about sharing your home address on social media, online forms and apps. Review privacy settings regularly, and only provide your address when absolutely necessary. Also, adjust your phone settings so that apps don’t track your location.Kurt’s key takeawaysYour home address is more vulnerable than you think. People finder sites aggregate data from public records and private sources to display your address online, often without your knowledge or consent. This can lead to serious privacy and safety risks. Taking proactive steps to protect your home address is essential. Do it manually or use a data removal tool for an easier process. By understanding how your location is collected and taking measures to remove your address from online sites, you can reclaim control over your personal data.CLICK HERE TO GET THE FOX NEWS APPHow do you feel about companies making your home address so easy to find? Let us know by writing us at Cyberguy.com/ContactFor more of my tech tips and security alerts, subscribe to my free CyberGuy Report Newsletter by heading to Cyberguy.com/NewsletterAsk Kurt a question or let us know what stories you'd like us to cover.Follow Kurt on his social channels:Answers to the most-asked CyberGuy questions:New from Kurt:Copyright 2025 CyberGuy.com. All rights reserved.   Kurt "CyberGuy" Knutsson is an award-winning tech journalist who has a deep love of technology, gear and gadgets that make life better with his contributions for Fox News & FOX Business beginning mornings on "FOX & Friends." Got a tech question? Get Kurt’s free CyberGuy Newsletter, share your voice, a story idea or comment at CyberGuy.com.

In 2024, Egypt completed its 1,155km stretch of the Cairo–Cape Town Highway, a 10,228km‑long road connecting 10 African countries – Egypt, Sudan, South Sudan, Ethiopia, Kenya, Tanzania, Zambia, Zimbabwe, Botswana and South Africa.   The imaginary of ‘Cape to Cairo’ is not new. In 1874, editor of the Daily Telegraph Edwin Arnold proposed a plan to connect the African continent by rail, a project that came to be known as the Cape to Cairo Railway project. Cecil Rhodes expressed his support for the project, seeing it as a means to connect the various ‘possessions’ of the British Empire across Africa, facilitating the movement of troops and natural resources. This railway project was never completed, and in 1970 was overlaid by a very different attempt at connecting the Cape to Cairo, as part of the Trans‑African Highway network. This 56,683km‑long system of highways – some dating from the colonial era, some built as part of the 1970s project, and some only recently built – aimed to create lines of connection across the African continent, from north to south as well as east to west.  Here, postcolonial state power invested in ‘moving the continent’s people and economies from past to future’, as architectural historians Kenny Cupers and Prita Meier write in their 2020 essay ‘Infrastructure between Statehood and Selfhood: The Trans‑African Highway’. The highways were to be built with the support of Kenya’s president Jomo Kenyatta, Ghana’s president Kwame Nkrumah and Ghana’s director of social welfare Robert Gardiner, as well as the United Nations Economic Commission for Africa (UNECA). This project was part of a particular historical moment during which anticolonial ideas animated most of the African continent; alongside trade, this iteration of Cape to Cairo centred social and cultural connection between African peoples. But though largely socialist in ambition, the project nevertheless engaged modernist developmentalist logics that cemented capitalism.  Lead image: Over a century in the making, the final stretches of the Cairo–Cape Town Highway are being finished. Egypt completed the section within its borders last year and a section over the dry Merille River in Kenya was constructed in 2019. Credit: Allan Muturi / SOPA / ZUMA / Alamy. Above: The route from Cairo to Cape Town, outlined in red, belongs to the Trans‑African Highway network, which comprises nine routes, here in black The project failed to fully materialise at the time, but efforts to complete the Trans‑African Highway network have been revived in the last 20 years; large parts are now complete though some links remain unbuilt and many roads are unpaved or hazardous. The most recent attempts to realise this project coincide with a new continental free trade agreement, the agreement on African Continental Free Trade Area (AfCFTA), established in 2019, to increase trade within the continent. The contemporary manifestation of the Cairo–Cape Town Highway – also known as Trans‑African Highway (TAH) 4 – is marked by deepening neoliberal politics. Represented as an opportunity to boost trade and exports, connecting Egypt to African markets that the Egyptian government view as ‘untapped’, the project invokes notions of trade steeped in extraction, reflecting the neoliberal logic underpinning contemporary Egyptian governance; today, the country’s political project, led by Abdel Fattah El Sisi, is oriented towards Egyptian dominance and extraction in relation to the rest of the continent.  Through an allusion to markets ripe for extraction, this language brings to the fore historical forms of domination that have shaped the connections between Egypt and the rest of the continent; previous iterations of connection across the continent often reproduced forms of domination stretching from the north of the African continent to the south, including the Trans‑Saharan slave trade routes across Africa that ended in various North African and Middle Eastern territories. These networks, beginning in the 8th century and lasting until the 20th, produced racialised hierarchies across the continent, shaping North Africa into a comparably privileged space proximate to ‘Arabness’. This was a racialised division based on a civilisational narrative that saw Arabs as superior, but more importantly a political economic division resulting from the slave trade routes that produced huge profits for North Africa and the Middle East. In the contemporary moment, these racialised hierarchies are bound up in political economic dependency on the Arab Gulf states, who are themselves dependent on resource extraction, land grabbing and privatisation across the entire African continent.  ‘The Cairo–Cape Town Highway connects Egypt to African markets viewed as “untapped”, invoking notions steeped in extraction’ However, this imaginary conjured by the Cairo–Cape Town Highway is countered by a network of streets scattered across Africa that traces the web of Egyptian Pan‑African solidarity across the continent. In Lusaka in Zambia, you might find yourself on Nasser Road, as you might in Mwanza in Tanzania or Luanda in Angola. In Mombasa in Kenya, you might be driving down Abdel Nasser Road; in Kampala in Uganda, you might find yourself at Nasser Road University; and in Tunis in Tunisia, you might end up on Gamal Abdel Nasser Street. These street names are a reference to Gamal Abdel Nasser, Egypt’s first postcolonial leader and president between 1956 and 1970.  Read against the contemporary Cairo–Cape Town Highway, these place names signal a different form of connection that brings to life Egyptian Pan‑Africanism, when solidarity was the hegemonic force connecting the continent, coming up against the notion of a natural or timeless ‘great divide’ within Africa. From the memoirs of Egyptian officials who were posted around Africa as conduits of solidarity, to the broadcasts of Radio Cairo that were heard across the continent, to the various conferences attended by anticolonial movements and postcolonial states, Egypt’s orientation towards Pan‑Africanism, beginning in the early 20th century and lasting until the 1970s, was both material and ideological. Figures and movements forged webs of solidarity with their African comrades, imagining an Africa that was united through shared commitments to ending colonialism and capitalist extraction.  The route between Cape Town in South Africa and Cairo in Egypt has long occupied the colonial imaginary. In 1930, Margaret Belcher and Ellen Budgell made the journey, sponsored by car brand Morris and oil company Shell Credit: Fox Photos / Getty The pair made use of the road built by British colonisers in the 19th century, and which forms the basis for the current Cairo–Cape Town Highway. The road was preceded by the 1874 Cape to Cairo Railway project, which connected the colonies of the British Empire Credit: Library of Congress, Geography and Map Division This network of eponymous streets represents attempts to inscribe anticolonial power into the materiality of the city. Street‑naming practices are one way in which the past comes into the present, ‘weaving history into the geographic fabric of everyday life’, as geographer Derek Alderman wrote in his 2002 essay ‘Street Names as Memorial Arenas’. In this vein, the renaming of streets during decolonisation marked a practice of contesting the production of colonial space. In the newly postcolonial city, renaming was a way of ‘claiming the city back’, Alderman continues. While these changes may appear discursive, it is their embedding in material spaces, through signs and maps, that make the names come to life; place names become a part of the everyday through sharing addresses or giving directions. This quality makes them powerful; consciously or unconsciously, they form part of how the spaces of the city are navigated.  These are traces that were once part of a dominant historical narrative; yet when they are encountered in the present, during a different historical moment, they no longer act as expressions of power but instead conjure up a moment that has long passed. A street in Lusaka named after an Egyptian general made more sense 60 years ago than it does today, yet contextualising it recovers a marginalised history of Egyptian Pan‑Africanism.  Markers such as street names or monuments are simultaneously markers of anticolonial struggle as well as expressions of state power – part of an attempt, by political projects such as Nasser’s, to exert their own dominance over cities, towns and villages. That such traces are expressions of both anticolonial hopes and postcolonial state power produces a sense of tension within them. For instance, Nasser’s postcolonial project in Egypt was a contradictory one; it gave life to anticolonial hopes – for instance by breaking away from European capitalism and embracing anticolonial geopolitics – while crushing many parts of the left through repression, censorship and imprisonment. Traces of Nasser found today inscribe both anticolonial promises – those that came to life and those that did not – while reproducing postcolonial power that in most instances ended in dictatorship.  Recent efforts to complete the route build on those of the post‑independence era – work on a section north of Nairobi started in 1968 Credit: Associated Press / Alamy The Trans‑African Highway network was conceived in 1970 in the spirit of Pan‑Africanism At that time, the routes did not extend into South Africa, which was in the grip of apartheid. The Trans‑African Highway initiative was motivated by a desire to improve trade and centre cultural links across the continent – an ambition that was even celebrated on postage stamps There have been long‑standing debates about the erasure of the radical anticolonial spirit from the more conservative postcolonial states that emerged; the promises and hopes of anticolonialism, not least among them socialism and a world free of white supremacy, remain largely unrealised. Instead, by the 1970s neoliberalism emerged as a new hegemonic project. The contemporary instantiation of Cape to Cairo highlights just how pervasive neoliberal logics continue to be, despite multiple global financial crises and the 2011 Egyptian revolution demanding ‘bread, freedom, social justice’.  But the network of streets named after anticolonial figures and events across the world is testament to the immense power and promise of anticolonial revolution. Most of the 20th century was characterised by anticolonial struggle, decolonisation and postcolonial nation‑building, as nations across the global south gained independence from European empire and founded their own political projects. Anticolonial traces, present in street and place names, point to the possibility of solidarity as a means of reorienting colonial geographies. They are a reminder that there have been other imaginings of Cape to Cairo, and that things can be – and have been – otherwise. 2025-06-13 Kristina Rapacki Share

Ivy Grant, SVP of Strategy & Operations, Twilio June 13, 20255 Min Readpeshkova via alamy stockAsk technologists and enterprise leaders what they hope AI will deliver, and most will land on some iteration of the "T" word: transformation. No surprise, AI and its “cooler than you” cousin, generative AI (GenAI), have been hyped nonstop for the past 24 months. But therein lies the problem. Many organizations are rushing to implement AI without a grasp on the return on investment (ROI), leading to high spend and low impact. Without anchoring AI to clear friction points and acceleration opportunities, companies invite fatigue, anxiety and competitive risk. Two-thirds of C-suite execs say GenAI has created tension and division within their organizations; nearly half say it’s “tearing their company apart.” Most (71%) report adoption challenges; more than a third call it a massive disappointment. While AI's potential is irrefutable, companies need to reject the narrative of AI as a standalone strategy or transformational savior. Its true power is as a catalyst to amplify what already works and surface what could. Here are three principles to make that happen. 1. Start with friction, not function Many enterprises struggle with where to start when integrating AI. My advice: Start where the pain is greatest. Identify the processes that create the most friction and work backward from there. AI is a tool, not a solution. By mapping real pain points to AI use cases, you can hone investments to the ripest fruit rather than simply where it hangs at the lowest. Related:For example, one of our top sources of customer pain was troubleshooting undeliverable messages, which forced users to sift through error code documentation. To solve this, an AI assistant was introduced to detect anomalies, explain causes in natural language, and guide customers toward resolution. We achieved a 97% real-time resolution rate through a blend of conversational AI and live support. Most companies have long-standing friction points that support teams routinely explain. Or that you’ve developed organizational calluses over; problems considered “just the cost of doing business.” GenAI allows leaders to revisit these areas and reimagine what’s possible. 2. The need for (dual) speed We hear stories of leaders pushing an “all or nothing” version of AI transformation: Use AI to cut functional headcount or die. Rather than leading with a “stick” through wholesale transformation mandates or threats to budgets, we must recognize AI implementation as a fundamental culture change. Just as you wouldn't expect to transform your company culture overnight by edict, it's unreasonable to expect something different from your AI transformation. Related:Some leaders have a tendency to move faster than the innovation ability or comfort level of their people. Most functional leads aren’t obstinate in their slow adoption of AI tools, their long-held beliefs to run a process or to assess risks. We hired these leaders for their decades of experience in “what good looks like” and deep expertise in incremental improvements; then we expect them to suddenly define a futuristic vision that challenges their own beliefs. As executive leaders, we must give grace, space and plenty of “carrots” -- incentives, training, and support resources -- to help them reimagine complex workflows with AI. And, we must recognize that AI has the ability to make progress in ways that may not immediately create cost efficiencies, such as for operational improvements that require data cleansing, deep analytics, forecasting, dynamic pricing, and signal sensing. These aren’t the sexy parts of AI, but they’re the types of issues that require superhuman intelligence and complex problem-solving that AI was made for. 3. A flywheel of acceleration The other transformation that AI should support is creating faster and broader “test and learn” cycles. AI implementation is not a linear process with start here and end there. Organizations that want to leverage AI as a competitive advantage should establish use cases where AI can break down company silos and act as a catalyst to identify the next opportunity. That identifies the next as a flywheel of acceleration. This flywheel builds on accumulated learnings, making small successes into larger wins while avoiding costly AI disasters from rushed implementation. Related:For example, at Twilio we are building a customer intelligence platform that analyzes thousands of conversations to identify patterns and drive insights. If we see multiple customers mention a competitor's pricing, it could signal a take-out campaign. What once took weeks to recognize and escalate can now be done in near real-time and used for highly coordinated activations across marketing, product, sales, and other teams. With every AI acceleration win, we uncover more places to improve hand-offs, activation speed, and business decision-making. That flywheel of innovation is how true AI transformation begins to drive impactful business outcomes. Ideas to Fuel Your AI Strategy Organizations can accelerate their AI implementations through these simple shifts in approach: Revisit your long-standing friction points, both customer-facing and internal, across your organization -- particularly explore the ones you thought were “the cost of doing business” Don’t just look for where AI can reduce manual processes, but find the highly complex problems and start experimenting Support your functional experts with AI-driven training, resources, tools, and incentives to help them challenge their long-held beliefs about what works for the future Treat AI implementation as a cultural change that requires time, experimentation, learning, and carrots (not just sticks) Recognize that transformation starts with a flywheel of acceleration, where each new experiment can lead to the next big discovery The most impactful AI implementations don’t rush transformation; they strategically accelerate core capabilities and unlock new ones to drive measurable change. About the AuthorIvy GrantSVP of Strategy & Operations, Twilio Ivy Grant is Senior Vice President of Strategy & Operations at Twilio where she leads strategic planning, enterprise analytics, M&A Integration and is responsible for driving transformational initiatives that enable Twilio to continuously improve its operations. Prior to Twilio, Ivy’s career has balanced senior roles in strategy consulting at McKinsey & Company, Edelman and PwC with customer-centric operational roles at Walmart, Polo Ralph Lauren and tech startup Eversight Labs. She loves solo international travel, hugging exotic animals and boxing. Ivy has an MBA from NYU’s Stern School of Business and a BS in Applied Economics from Cornell University. See more from Ivy GrantReportsMore ReportsNever Miss a Beat: Get a snapshot of the issues affecting the IT industry straight to your inbox.SIGN-UPYou May Also Like

Guided by visual effects supervisor John Knoll, ILM embraced continually evolving methodologies to craft breathtaking visual effects for the iconic space battles in First Contact and Rogue One. By Jay Stobie Visual effects supervisor John Knoll (right) confers with modelmakers Kim Smith and John Goodson with the miniature of the U.S.S. Enterprise-E during production of Star Trek: First Contact (Credit: ILM). Bolstered by visual effects from Industrial Light & Magic, Star Trek: First Contact (1996) and Rogue One: A Star Wars Story (2016) propelled their respective franchises to new heights. While Star Trek Generations (1994) welcomed Captain Jean-Luc Picard’s (Patrick Stewart) crew to the big screen, First Contact stood as the first Star Trek feature that did not focus on its original captain, the legendary James T. Kirk (William Shatner). Similarly, though Rogue One immediately preceded the events of Star Wars: A New Hope (1977), it was set apart from the episodic Star Wars films and launched an era of storytelling outside of the main Skywalker saga that has gone on to include Solo: A Star Wars Story (2018), The Mandalorian (2019-23), Andor (2022-25), Ahsoka (2023), The Acolyte (2024), and more. The two films also shared a key ILM contributor, John Knoll, who served as visual effects supervisor on both projects, as well as an executive producer on Rogue One. Currently, ILM’s executive creative director and senior visual effects supervisor, Knoll – who also conceived the initial framework for Rogue One’s story – guided ILM as it brought its talents to bear on these sci-fi and fantasy epics. The work involved crafting two spectacular starship-packed space clashes – First Contact’s Battle of Sector 001 and Rogue One’s Battle of Scarif. Although these iconic installments were released roughly two decades apart, they represent a captivating case study of how ILM’s approach to visual effects has evolved over time. With this in mind, let’s examine the films’ unforgettable space battles through the lens of fascinating in-universe parallels and the ILM-produced fleets that face off near Earth and Scarif. A final frame from the Battle of Scarif in Rogue One: A Star Wars Story (Credit: ILM & Lucasfilm). A Context for Conflict In First Contact, the United Federation of Planets – a 200-year-old interstellar government consisting of more than 150 member worlds – braces itself for an invasion by the Borg – an overwhelmingly powerful collective composed of cybernetic beings who devastate entire planets by assimilating their biological populations and technological innovations. The Borg only send a single vessel, a massive cube containing thousands of hive-minded drones and their queen, pushing the Federation’s Starfleet defenders to Earth’s doorstep. Conversely, in Rogue One, the Rebel Alliance – a fledgling coalition of freedom fighters – seeks to undermine and overthrow the stalwart Galactic Empire – a totalitarian regime preparing to tighten its grip on the galaxy by revealing a horrifying superweapon. A rebel team infiltrates a top-secret vault on Scarif in a bid to steal plans to that battle station, the dreaded Death Star, with hopes of exploiting a vulnerability in its design. On the surface, the situations could not seem to be more disparate, particularly in terms of the Federation’s well-established prestige and the Rebel Alliance’s haphazardly organized factions. Yet, upon closer inspection, the spaceborne conflicts at Earth and Scarif are linked by a vital commonality. The threat posed by the Borg is well-known to the Federation, but the sudden intrusion upon their space takes its defenses by surprise. Starfleet assembles any vessel within range – including antiquated Oberth-class science ships – to intercept the Borg cube in the Typhon Sector, only to be forced back to Earth on the edge of defeat. The unsanctioned mission to Scarif with Jyn Erso (Felicity Jones) and Cassian Andor (Diego Luna) and the sudden need to take down the planet’s shield gate propels the Rebel Alliance fleet into rushing to their rescue with everything from their flagship Profundity to GR-75 medium transports. Whether Federation or Rebel Alliance, these fleets gather in last-ditch efforts to oppose enemies who would embrace their eradication – the Battles of Sector 001 and Scarif are fights for survival. From Physical to Digital By the time Jonathan Frakes was selected to direct First Contact, Star Trek’s reliance on constructing traditional physical models (many of which were built by ILM) for its features was gradually giving way to innovative computer graphics (CG) models, resulting in the film’s use of both techniques. “If one of the ships was to be seen full-screen and at length,” associate visual effects supervisor George Murphy told Cinefex’s Kevin H. Martin, “we knew it would be done as a stage model. Ships that would be doing a lot of elaborate maneuvers in space battle scenes would be created digitally.” In fact, physical and CG versions of the U.S.S. Enterprise-E appear in the film, with the latter being harnessed in shots involving the vessel’s entry into a temporal vortex at the conclusion of the Battle of Sector 001. Despite the technological leaps that ILM pioneered in the decades between First Contact and Rogue One, they considered filming physical miniatures for certain ship-related shots in the latter film. ILM considered filming physical miniatures for certain ship-related shots in Rogue One. The feature’s fleets were ultimately created digitally to allow for changes throughout post-production. “If it’s a photographed miniature element, it’s not possible to go back and make adjustments. So it’s the additional flexibility that comes with the computer graphics models that’s very attractive to many people,” John Knoll relayed to writer Jon Witmer at American Cinematographer’s TheASC.com. However, Knoll aimed to develop computer graphics that retained the same high-quality details as their physical counterparts, leading ILM to employ a modern approach to a time-honored modelmaking tactic. “I also wanted to emulate the kit-bashing aesthetic that had been part of Star Wars from the very beginning, where a lot of mechanical detail had been added onto the ships by using little pieces from plastic model kits,” explained Knoll in his chat with TheASC.com. For Rogue One, ILM replicated the process by obtaining such kits, scanning their parts, building a computer graphics library, and applying the CG parts to digitally modeled ships. “I’m very happy to say it was super-successful,” concluded Knoll. “I think a lot of our digital models look like they are motion-control models.” John Knoll (second from left) confers with Kim Smith and John Goodson with the miniature of the U.S.S. Enterprise-E during production of Star Trek: First Contact (Credit: ILM). Legendary Lineages In First Contact, Captain Picard commanded a brand-new vessel, the Sovereign-class U.S.S. Enterprise-E, continuing the celebrated starship’s legacy in terms of its famous name and design aesthetic. Designed by John Eaves and developed into blueprints by Rick Sternbach, the Enterprise-E was built into a 10-foot physical model by ILM model project supervisor John Goodson and his shop’s talented team. ILM infused the ship with extraordinary detail, including viewports equipped with backlit set images from the craft’s predecessor, the U.S.S. Enterprise-D. For the vessel’s larger windows, namely those associated with the observation lounge and arboretum, ILM took a painstakingly practical approach to match the interiors shown with the real-world set pieces. “We filled that area of the model with tiny, micro-scale furniture,” Goodson informed Cinefex, “including tables and chairs.” Rogue One’s rebel team initially traversed the galaxy in a U-wing transport/gunship, which, much like the Enterprise-E, was a unique vessel that nonetheless channeled a certain degree of inspiration from a classic design. Lucasfilm’s Doug Chiang, a co-production designer for Rogue One, referred to the U-wing as the film’s “Huey helicopter version of an X-wing” in the Designing Rogue One bonus featurette on Disney+ before revealing that, “Towards the end of the design cycle, we actually decided that maybe we should put in more X-wing features. And so we took the X-wing engines and literally mounted them onto the configuration that we had going.” Modeled by ILM digital artist Colie Wertz, the U-wing’s final computer graphics design subtly incorporated these X-wing influences to give the transport a distinctive feel without making the craft seem out of place within the rebel fleet. While ILM’s work on the Enterprise-E’s viewports offered a compelling view toward the ship’s interior, a breakthrough LED setup for Rogue One permitted ILM to obtain realistic lighting on actors as they looked out from their ships and into the space around them. “All of our major spaceship cockpit scenes were done that way, with the gimbal in this giant horseshoe of LED panels we got from [equipment vendor] VER, and we prepared graphics that went on the screens,” John Knoll shared with American Cinematographer’s Benjamin B and Jon D. Witmer. Furthermore, in Disney+’s Rogue One: Digital Storytelling bonus featurette, visual effects producer Janet Lewin noted, “For the actors, I think, in the space battle cockpits, for them to be able to see what was happening in the battle brought a higher level of accuracy to their performance.” The U.S.S. Enterprise-E in Star Trek: First Contact (Credit: Paramount). Familiar Foes To transport First Contact’s Borg invaders, John Goodson’s team at ILM resurrected the Borg cube design previously seen in Star Trek: The Next Generation (1987) and Star Trek: Deep Space Nine (1993), creating a nearly three-foot physical model to replace the one from the series. Art consultant and ILM veteran Bill George proposed that the cube’s seemingly straightforward layout be augmented with a complex network of photo-etched brass, a suggestion which produced a jagged surface and offered a visual that was both intricate and menacing. ILM also developed a two-foot motion-control model for a Borg sphere, a brand-new auxiliary vessel that emerged from the cube. “We vacuformed about 15 different patterns that conformed to this spherical curve and covered those with a lot of molded and cast pieces. Then we added tons of acid-etched brass over it, just like we had on the cube,” Goodson outlined to Cinefex’s Kevin H. Martin. As for Rogue One’s villainous fleet, reproducing the original trilogy’s Death Star and Imperial Star Destroyers centered upon translating physical models into digital assets. Although ILM no longer possessed A New Hope’s three-foot Death Star shooting model, John Knoll recreated the station’s surface paneling by gathering archival images, and as he spelled out to writer Joe Fordham in Cinefex, “I pieced all the images together. I unwrapped them into texture space and projected them onto a sphere with a trench. By doing that with enough pictures, I got pretty complete coverage of the original model, and that became a template upon which to redraw very high-resolution texture maps. Every panel, every vertical striped line, I matched from a photograph. It was as accurate as it was possible to be as a reproduction of the original model.” Knoll’s investigative eye continued to pay dividends when analyzing the three-foot and eight-foot Star Destroyer motion-control models, which had been built for A New Hope and Star Wars: The Empire Strikes Back (1980), respectively. “Our general mantra was, ‘Match your memory of it more than the reality,’ because sometimes you go look at the actual prop in the archive building or you look back at the actual shot from the movie, and you go, ‘Oh, I remember it being a little better than that,’” Knoll conveyed to TheASC.com. This philosophy motivated ILM to combine elements from those two physical models into a single digital design. “Generally, we copied the three-footer for details like the superstructure on the top of the bridge, but then we copied the internal lighting plan from the eight-footer,” Knoll explained. “And then the upper surface of the three-footer was relatively undetailed because there were no shots that saw it closely, so we took a lot of the high-detail upper surface from the eight-footer. So it’s this amalgam of the two models, but the goal was to try to make it look like you remember it from A New Hope.” A final frame from Rogue One: A Star Wars Story (Credit: ILM & Lucasfilm). Forming Up the Fleets In addition to the U.S.S. Enterprise-E, the Battle of Sector 001 debuted numerous vessels representing four new Starfleet ship classes – the Akira, Steamrunner, Saber, and Norway – all designed by ILM visual effects art director Alex Jaeger. “Since we figured a lot of the background action in the space battle would be done with computer graphics ships that needed to be built from scratch anyway, I realized that there was no reason not to do some new designs,” John Knoll told American Cinematographer writer Ron Magid. Used in previous Star Trek projects, older physical models for the Oberth and Nebula classes were mixed into the fleet for good measure, though the vast majority of the armada originated as computer graphics. Over at Scarif, ILM portrayed the Rebel Alliance forces with computer graphics models of fresh designs (the MC75 cruiser Profundity and U-wings), live-action versions of Star Wars Rebels’ VCX-100 light freighter Ghost and Hammerhead corvettes, and Star Wars staples (Nebulon-B frigates, X-wings, Y-wings, and more). These ships face off against two Imperial Star Destroyers and squadrons of TIE fighters, and – upon their late arrival to the battle – Darth Vader’s Star Destroyer and the Death Star. The Tantive IV, a CR90 corvette more popularly referred to as a blockade runner, made its own special cameo at the tail end of the fight. As Princess Leia Organa’s (Carrie Fisher and Ingvild Deila) personal ship, the Tantive IV received the Death Star plans and fled the scene, destined to be captured by Vader’s Star Destroyer at the beginning of A New Hope. And, while we’re on the subject of intricate starship maneuvers and space-based choreography… Although the First Contact team could plan visual effects shots with animated storyboards, ILM supplied Gareth Edwards with a next-level virtual viewfinder that allowed the director to select his shots by immersing himself among Rogue One’s ships in real time. “What we wanted to do is give Gareth the opportunity to shoot his space battles and other all-digital scenes the same way he shoots his live-action. Then he could go in with this sort of virtual viewfinder and view the space battle going on, and figure out what the best angle was to shoot those ships from,” senior animation supervisor Hal Hickel described in the Rogue One: Digital Storytelling featurette. Hickel divulged that the sequence involving the dish array docking with the Death Star was an example of the “spontaneous discovery of great angles,” as the scene was never storyboarded or previsualized. Visual effects supervisor John Knoll with director Gareth Edwards during production of Rogue One: A Star Wars Story (Credit: ILM & Lucasfilm). Tough Little Ships The Federation and Rebel Alliance each deployed “tough little ships” (an endearing description Commander William T. Riker [Jonathan Frakes] bestowed upon the U.S.S. Defiant in First Contact) in their respective conflicts, namely the U.S.S. Defiant from Deep Space Nine and the Tantive IV from A New Hope. VisionArt had already built a CG Defiant for the Deep Space Nine series, but ILM upgraded the model with images gathered from the ship’s three-foot physical model. A similar tactic was taken to bring the Tantive IV into the digital realm for Rogue One. “This was the Blockade Runner. This was the most accurate 1:1 reproduction we could possibly have made,” model supervisor Russell Paul declared to Cinefex’s Joe Fordham. “We did an extensive photo reference shoot and photogrammetry re-creation of the miniature. From there, we built it out as accurately as possible.” Speaking of sturdy ships, if you look very closely, you can spot a model of the Millennium Falcon flashing across the background as the U.S.S. Defiant makes an attack run on the Borg cube at the Battle of Sector 001! Exploration and Hope The in-universe ramifications that materialize from the Battles of Sector 001 and Scarif are monumental. The destruction of the Borg cube compels the Borg Queen to travel back in time in an attempt to vanquish Earth before the Federation can even be formed, but Captain Picard and the Enterprise-E foil the plot and end up helping their 21st century ancestors make “first contact” with another species, the logic-revering Vulcans. The post-Scarif benefits take longer to play out for the Rebel Alliance, but the theft of the Death Star plans eventually leads to the superweapon’s destruction. The Galactic Civil War is far from over, but Scarif is a significant step in the Alliance’s effort to overthrow the Empire. The visual effects ILM provided for First Contact and Rogue One contributed significantly to the critical and commercial acclaim both pictures enjoyed, a victory reflecting the relentless dedication, tireless work ethic, and innovative spirit embodied by visual effects supervisor John Knoll and ILM’s entire staff. While being interviewed for The Making of Star Trek: First Contact, actor Patrick Stewart praised ILM’s invaluable influence, emphasizing, “ILM was with us, on this movie, almost every day on set. There is so much that they are involved in.” And, regardless of your personal preferences – phasers or lasers, photon torpedoes or proton torpedoes, warp speed or hyperspace – perhaps Industrial Light & Magic’s ability to infuse excitement into both franchises demonstrates that Star Trek and Star Wars encompass themes that are not competitive, but compatible. After all, what goes together better than exploration and hope? – Jay Stobie (he/him) is a writer, author, and consultant who has contributed articles to ILM.com, Skysound.com, Star Wars Insider, StarWars.com, Star Trek Explorer, Star Trek Magazine, and StarTrek.com. Jay loves sci-fi, fantasy, and film, and you can learn more about him by visiting JayStobie.com or finding him on Twitter, Instagram, and other social media platforms at @StobiesGalaxy.