OpenAI sent 80 times as many child exploitation incident reports to the National Center for Missing & Exploited Children during the first half of 2025 as it did during a similar time period in 2024, according to a recent update from the company. The NCMEC’s CyberTipline is a Congressionally authorized clearinghouse for reporting child sexual abuse material (CSAM) and other forms of child exploitation.

Companies are required by law to report apparent child exploitation to the CyberTipline. When a company sends a report, NCMEC reviews it and then forwards it to the appropriate law enforcement agency for investigation.

Statistics related to NCMEC reports can be nuanced. Increased reports can sometimes indicate changes in a platform’s automated moderation, or the criteria it uses to decide whether a report is necessary, rather than necessarily indicating an increase in nefarious activity.

Additionally, the same piece of content can be the subject of multiple reports, and a single report can be about multiple pieces of content. Some platforms, including OpenAI, disclose the number of both the reports and the total pieces of content they were about for a more complete picture.

OpenAI spokesperson Gaby Raila said in a statement that the company made investments toward the end of 2024 “to increase [its] capacity to review and action reports in order to keep pace with current and future user growth.” Raila also said that the time frame corresponds to “the introduction of more product surfaces that allowed image uploads and the growing popularity of our products, which contributed to the increase in reports.” In August, Nick Turley, vice president and head of ChatGPT, announced that the app had four times the amount of weekly active users than it did the year before.

During the first half of 2025, the number of CyberTipline reports OpenAI sent was roughly the same as the amount of content OpenAI sent the reports about—75,027 compared to 74,559. In the first half of 2024, it sent 947 CyberTipline reports about 3,252 pieces of content. Both the number of reports and pieces of content the reports saw a marked increase between the two time periods.

Content, in this context, could mean multiple things. OpenAI has said that it reports all instances of CSAM, including uploads and requests, to NCMEC. Besides its ChatGPT app, which allows users to upload files—including images—and can generate text and images in response, OpenAI also offers access to its models via API access. The most recent NCMEC count wouldn’t include any reports related to video-generation app Sora, as its September release was after the time frame covered by the update.

The spike in reports follows a similar pattern to what NCMEC has observed at the CyberTipline more broadly with the rise of generative AI. The center’s analysis of all CyberTipline data found that reports involving generative AI saw a 1,325 percent increase between 2023 and 2024. NCMEC has not yet released 2025 data, and while other large AI labs like Google publish statistics about the NCMEC reports they’ve made, they don’t specify what percentage of those reports are AI-related.

The friction-pole mechanism for headband adjustment is no less agricultural, for all its familiarity where Grado headphone designs are concerned. And while the detachable cable is a fair bit more flexible than some older Grado models, that’s not the same as saying it’s meaningfully flexible. If there’s a more willfully unhelpful length of cable in all of headphone-land, I’ve yet to encounter it.

On the subject of the cable: Grado provides 180-ish centimeters of it with a 6.3-mm termination at the end. When you’re charging this sort of money for headphones, it’s not outlandish to imagine your customer might have a device that accepts a balanced connection. Frankly, why there isn’t a choice of cables in the packaging is, frankly, beyond me. It’s something that the overwhelming majority of Grado’s rivals provide as a matter of course, and though the company’s website suggests there are forthcoming cable options “including a variety of lengths, as well as balanced terminations such as 4-pin XLR and 4.4mm,” these have been “forthcoming” for quite some time now, and will have a cost attached.

I’m in no position to doubt the effectiveness of the “B” ear cushions where sound quality is concerned. After all, the Signature S750 sound superb, and Grado suggests the cushion design is a contributing factor. What I do feel qualified to say, though, is that the raw-feeling foam of the ear cushions is not especially comfortable, and that it retains and returns the wearer’s body heat with something approaching glee. “Premium” and “luxurious” are not words that apply.

Ultimately, it depends on what your priorities are. There’s certainly no arguing with the way the Signature S750 sound. They’re uncomplicatedly impressive and periodically quite thrilling to listen to, depending on the mix. But unless you’re one of those hair-shirt hi-fi fundamentalists from back in the day, one of those listeners who somehow doesn’t believe outstanding sound quality is valid unless there’s some suffering attached, there may well be too many shortcomings to overlook when it comes to these Grados. “Hand-assembled in Brooklyn, USA” notwithstanding.

It’s been a weird and confusing few weeks for the auto industry—especially for those who hoped to see more batteries on the road in the coming decade.

Just this month: Ford announced a retrenchment in its EV business, canceling some battery-powered vehicle plans and delaying others; the European Commission proposed to backtrack its goal to transition fully to zero-emission cars by 2035; the US government said it would loosen rules that would have required automakers to ratchet up the fuel economy of their fleets. BloombergNEF projects 14 million fewer EVs will be sold in the US by 2030 than it did last year—a 20 percent drop.

What has not changed, it seems, is California’s interest in shifting to cleaner transportation. “The state is doubling down on our zero-emission vehicle deployment, providing market certainty, and continuing to lead on clean transportation regardless of policy reversals elsewhere or shifts by automakers,” Anthony Martinez, a spokesperson for Governor Gavin Newsom, wrote in a statement to WIRED. He said the governor’s “commitment to accelerating California’s clean transportation transition hasn’t changed.”

In 2020, Newsom became one of the first lawmakers in the world to commit to full electrification when he signed an executive order directing state agencies to create rules that would ban the sale of new gas-powered cars in the state by 2035. Those rules eventually aimed to ratchet up the share of battery-electric vehicles, with an ultimate goal of a mix of pure EVs and plug-in hybrids. (The PHEVs could only account for about 20 percent of sales.) Several other states, including Massachusetts, New York, Oregon, and Washington State, pledged to do the same.

Earlier this year, the GOP-led Congress revoked, through legislation, California’s power to set its own clean air regulations. The state responded with a lawsuit, which is still being argued. Meanwhile, Newsom signed another executive order directing state agencies to further the state’s electrification goals in other ways.

Now auto industry experts and players say the state’s determination to push through policy and market changes to meet its now half-decade-old goal may be overly ambitious.

“Getting to 100 percent might be challenging,” says Stephanie Valdez Streaty, the director of industry insights at Cox Automotive. “There are a lot of headwinds.”

A coalition of California business groups have argued that the state’s goals even for next year—a requirement that 35 percent of model year 2026 vehicles sold are zero-emission—aren’t realistic, and that California should push back its goals for zero-emission new car sales. (Enforcement of the rules is paused while the larger battle with US Congress plays out.) Zero-emission cars accounted for 21 percent of the overall annual state new car sales as of the fall, according to the California New Car Dealers Association, well below the 35 percent goal. “The timeline needed to be adjusted,” says the group’s president, Brian Maas.