On July 24, there’s a great chance to revisit director John Badham’s cerebral 1983 thriller “WarGames” at theaters across the country . Those theaters will also be showing new interview footage with cast and crew and a preview of a new sequel “WarGames: The Dead Code,” a direct-to-DVD release being made available on July 29.

Hero Complex | “WarGames” back in U.S. theaters for 25th anniversary | Los Angeles Times

A shift away from fossil fuels would make the United States a leader instead of a sometime rebel on energy and conservation issues worldwide, Mr. Gore said. Nor, he said, would the hard work of people who toil on oil rigs and deep in the earth be for naught. “We should guarantee good jobs in the fresh air and sunshine for any coal miner displaced by impacts on the coal industry,” he said by way of example. “Every single one of them.”

“Of course, there are those who will tell us that this can’t be done,” he conceded. “But even those who reap the profits of the carbon age have to recognize the inevitability of its demise. As one OPEC oil minister observed, ‘The Stone Age didn’t end because of a shortage of stones.’ ”

Gore Calls for Carbon-Free Electric Power - NYTimes.com

A German paraglider survived lightning, pounding hail, minus 40-degree temperatures and oxygen deprivation after a storm system sucked her to an altitude higher than Mount Everest.

Ewa Wisnierska, 35, passed out due to a lack of oxygen and flew unconscious for up to an hour covered in ice after reaching an altitude of 9947 metres - near the cruising height of a jumbo jet.

Old news but an amazing story.

Ewa sucked into storm and lives to tell - National - smh.com.au

The Federal Aviation Administration on Wednesday issued a ruling requiring updates of some planes' fuel systems _ a change which carriers say could potentially cost millions of dollars.

12 years after TWA 800...

FAA orders changes to airliner fuel systems

Not all vehicles have the space and design that allow this process to happen easily. Luckily, it is the most gasoline-hungry cars that do. Pickups, SUVs, vans, and the like represent about 80 million vehicles, with mileage of perhaps 13 to 16 miles per gallon. Converting these should be our first priority. The instincts of conservationists have been to improve what is already pretty good—compact cars with decent fuel efficiency. Our national priority to decrease the amount of oil-based energy dictates that we go after the low-mileage part of the fleet first.

Estimates show that converting these vehicles to dual-fuel operation, even with electricity providing no more than 50 miles of driving range between daily recharging, could cut petroleum imports by 50 to 60 percent—a stunning opportunity.

Our Electric Future

IT wasn’t too long ago that a loose coalition of anti-ethanol forces was bemoaning the futility of its fight.

After failing to block huge new ethanol mandates in the Senate last December, Jay Truitt, until recently the chief lobbyist for the National Cattlemen’s Beef Association, complained about the “fervor” and “spirituality” that surrounded ethanol on Capitol Hill.

“You can’t get anyone to consider that there is a consequence to these actions,” he said, adding, “We think there will be a day when people ask, ‘Why in the world did we do this?’ ”

The Feed - The Man Who Dared to Question Ethanol - NYTimes.com

IN the months to come, John McCain and Barack Obama will be vying for the support of various voting blocs. It is safe to say, however, that one group won’t get much attention: economists.

The American Economic Association represents only a small fraction of 1 percent of the electorate. In every election season, we economists expect to be largely ignored, and, unlike many of our other forecasts, that one often turns out to be right.

But suppose it were otherwise. Imagine that those running for office tailored their economic positions to attract the experts in the field. What would it take to put the nation’s economists solidly behind a candidate?

Economic View - What if the Candidates Pandered to Economists? - News Analysis - NYTimes.com

Lost amid the furor about ICANN's rule change that may (or may not) lead to a flood of TLDs is the uncomfortable fact that almost without exception, the new TLDs created since 2000 have been utter failures. Other than perhaps .cat and .mobi, they've missed their estimates of the number of registrations by orders of magnitude, and they haven't gotten mindshare in the target community. So what went wrong? Users stopped caring about TLDs.

Why New TLDs Don't Matter

It was an interesting discussion, with lots of disagreement, but ever-growing consensus. After evaluating several options, one approach was clear—and, I must admit, somewhat embarrassing to Paul.

DJB was right. All those years ago, Dan J. Bernstein was right: Source Port Randomization should be standard on every name server in production use.

There is a fantastic quote that guides a lot of the work I do: Luck is the residue of design. Dan Bernstein is a notably lucky programmer, and that's no accident. The professor lives and breathes systems engineering in a way that my hackish code aspires to one day experience. DJB got "lucky" here—he ended up defending himself against an attack he almost certainly never encountered.

Such is the mark of excellent design. Excellent design protects you against things you don't have any information about. And so we are deploying this excellent design to provide no information.

An Astonishing Collaboration

“We can see how you can get to $100,” he says. “At $140, I just don’t know how to explain it. We’re surprised.”

For the rest of the country, the feeling is more like shock. As gasoline prices climb beyond $4 a gallon, Americans are rethinking what they drive and how and where they live. Entire industries are reeling — airlines and automakers most prominent among them — and gas prices have emerged as an important issue in the presidential campaign.

Even as politicians heatedly debate opening new regions to drilling, corralling energy speculators, or starting an Apollo-like effort to find renewable energy supplies, analysts say the real source of the problem is closer to home. In fact, it’s parked in our driveways.

From the archive:

Every now and then I meet someone in Manhattan who has never driven a car. Some confess it sheepishly, and some announce it proudly. For some it is just a practical matter of fact, the equivalent of not keeping a horse on West 87th Street or Avenue A. Still, I used to wonder at such people, but more and more I wonder at myself.

Driving is the cultural anomaly of our moment. Someone from the past, I think, would marvel at how much time we spend in cars and how our geographic consciousness is defined by how far we can get in a few hours’ drive and still feel as if we’re close to home. Someone from the future, I’m sure, will marvel at our blindness and at the hole we have driven ourselves into, for we are completely committed to an unsustainable technology.

Also:

In 1947, when Kerouac began his travels, there were three million miles of intercity roads in the United States and thirty-eight million registered vehicles. When “On the Road” came out, there was roughly the same amount of highway, but there were thirty million more cars and trucks. And the construction of the federal highway system, which had been planned since 1944, was under way. The interstates changed the phenomenology of driving. Kerouac’s original plan, in 1947, was to hitchhike across the country on Route 6, which begins at the tip of Cape Cod. Today, although there is a sign in Provincetown that reads “Bishop, CA., 3205 miles,” few people would dream of taking that road even as far as Rhode Island. They would get on the inter-state. And they wouldn’t think of getting there fast, either. For although there are about a million more miles of road in the United States today than there were in 1947 (there are also two more states), two hundred million more vehicles are registered to drive on them.

American Energy Policy, Asleep at the Spigot