Quotulatiousness

May 15, 2015

Women in front-line combat trades

Filed under: Military, USA — Tags: , , , — Nicholas @ 03:00

At Strategy Page, a look at the political desire to fully integrate women into the combat arms:

In 2014, after years of trying to justify allowing women into the infantry, artillery and armor and special operations forces, the U.S. government decided to just order the military to make it happen and do so without degrading the capabilities of these units. While the army was inclined the just say yes, find out what quotas the politicians wanted and go through the motions, others refused to play along. SOCOM (Special Operations Command) and the marines pointed out that the research does not support the political demands and that actually implementing the quotas could get people killed while degrading the effectiveness of the units involved. This is yet another reason why many politicians do not like the marines and are uneasy about SOCOM.

But action had to be taken and orders were orders. The various services opened up some infantry training programs to women and have discovered two things. First (over 90 percent) of women did not want to serve in any combat unit, especially the infantry. Those women (almost all of them officers) who tried out discovered what female athletes and epidemiologists (doctors who study medical statistics) have long known; women are ten times more likely (than men) to suffer bone injuries and nearly as likely to suffer muscular injuries while engaged in stressful sports (like basketball) or infantry operations. Mental stress is another issue and most women who volunteered to try infantry training dropped out within days because of the combination of mental and physical stress. Proponents of women in combat (none of them combat veterans) dismiss these issues as minor and easily fixed, but offer no tangible or proven solutions.

Back in 2012 the U.S. Army and Marine Corps were ordered to come up with procedures to select women capable of handling infantry and special operations assignments and then recruit some women for these jobs. This had become an obsession with many politicians. None of these proponents of women in the infantry have ever served in the infantry, but they understood that if they proceeded without proof that women could handle the job, that decision could mean getting a lot of American soldiers and marines killed. The politicians also knew that if it came to that, the military could be blamed for not implementing the new policy correctly.

So far the tests, overseen by monitors reporting back to civilian officials in Congress and the White House, have failed to find the needed proof that women can handle infantry combat. The main problem the military has is their inability to make these politicians understand how combat operations actually work and what role sheer muscle plays in success, or simply survival. But many politicians have become obsessed with the idea that women should serve in the infantry and are ignoring the evidence.

Wine may not be acceptable for vegan diets

Filed under: Wine — Tags: — Nicholas @ 02:00

By way of Real Clear Science, Sara Rennekamp explains how a product made of (mostly) grapes might still not be acceptable for dedicated vegans:

Is your wine vegan? It seems like an odd question: wine is made of grapes, grapes fall solidly under the “not an animal product” label, therefore it would seem that wine is a vegan-friendly beverage.

However, many people who adhere to a vegan diet refrain from consuming any food or drink that is processed using animal products as well as the animal products themselves. Unfortunately for vegans, some wines are processed using animal products.

The culprit: a process called fining.

The fining process, when it is used, allows winemakers to remove unwanted compounds from wine either before or after the juice is fermented. There are several reasons that a winemaker might elect to fine his wine, according to Jim Law, the owner and winemaker of Linden Vineyard in Virginia. One reason is to clarify the wine. Another reason might be to fine-tune the taste or correct an imperfection. There are other reasons, but most fining is done to address these two issues.

But before getting into the whys of fining, it’s helpful to know what the fining process does.

Freshly pressed grape juice contains a lot more than just juice. As the grapes are pressed bits of seeds, stems and skin can all make their way through the press and into the liquid wine-to-be. These add-ons can form unsightly sediment in the wine and produce an unwanted flavor to the wine, oftentimes bitterness or astringency.

Some wine makers fine their wine to get the interloping roughage out of the wine before it ends up in your glass. Wines can also be filtered to remove particles and some unwanted sediment, but only the fining process can remove imperfections like unwanted compounds that are too small to be caught by a filter, such as tannins and other phenols, and proteins.

QotD: Portuguese genetics

Filed under: Europe, History, Quotations, Science — Tags: , , — Nicholas @ 01:00

On the face of it it sounds like the nice narrative we are fed every time something like this happens. I haven’t been following the international scene, and frankly it wouldn’t even surprise me if Europe headed for nativism and blood-related nationality. It is what is at the basis of their nation states (even if it’s often a lie. For instance I’d hazard that a lot of people in Portugal — yes, d*mn it, I’ll do the DNA testing. Let the house sell and let me have some money first — are as mixed as Americans. My kids call Portugal the reservoir tip at the end of Europe, which is unkind but somewhat accurate since that portion of land was part of the Celtic commonwealth, before being invaded by Carthaginians, Greeks, Romans, Germanic tribes, Moors (though their contribution in the North is minimal as the North was usually administered by overseers with little or no actual colonization) French crusaders, Viking raiders. Then there were British and Irish merchants due to ties going back before the Carthaginians who would set up trading posts, send their younger sons over, sometimes engage in a bit of raiding, etc. There are unkind proverbs about blue eyed Portuguese, but there are also a lot of them. (Two of my grandparents. A third was green eyed.) And in the end sometimes I think all of us are the result of some girl who tripped (on purpose or not) while evading a foreigner. All this to say that when my dad talks of the “The Portuguese Race” (and boy, does he) he’s mostly talking of a mythical entity. But it’s one they all believe in as hard as they can.)

Sarah A. Hoyt, “Multiculturalism IS Racism”, According to Hoyt, 2015-04-04.

May 14, 2015

Solving the Amtrak problem requires thinking outside the box … really outside

Filed under: Railways, USA — Tags: , , — Nicholas @ 05:00

At The Federalist, Sean Davis explains why throwing more taxpayer money at Amtrak isn’t going to do much good:

“Amtrak doesn’t get enough government money,” is the kind of thing someone says when that person doesn’t understand anything about Amtrak, or government, or money.

Created by Congress in 1970, Amtrak was meant to replace the private rail companies that, according to Amtrak, “had operated services at a net loss of millions of dollars for many years.” Net losses of millions of dollars, you say? According to its unaudited financial statements, Amtrak lost over a billion dollars in 2014, the last year for which annual revenue and expense data are available.

Amtrak lost nearly $1.3 billion in 2013. Since its creation, Amtrak has racked up over $31 billion in accumulated losses. And every penny of those losses has been covered by federal taxpayers.

Amtrak has a lot of problems. A lack of taxpayer generosity is not one of them, not even close. The key to fixing Amtrak, to making it function as a “for-profit corporation,” which is how the Federal Railroad Administration, Amtrak’s overseer, officially describes the passenger rail organization, is not increasing the volume of federal cash it sucks up every year. The solution is not to reform this and that to make the government-owned company work better or more efficiently. And selling off its assets to the highest bidder won’t fix Amtrak, either.

No, the key to fixing Amtrak is to just give it away. Hand over the entire enterprise to whichever rail company wants it. “But that’s crazy!” you might say. “Giving it away for free makes no cents!”

A new application for “dazzle” camouflage

Filed under: History, Military — Tags: , — Nicholas @ 04:00

RMS Olympic by Arthur Lismer 1919

RMS Olympic by Arthur Lismer 1919 (via Wikipedia).

Military History Now looks at some of the more eye-catching camouflage schemes of the world wars and suggests that something like it may have a modern application:

… nearly a century after the advent of dazzle, Dr. Nick Scott-Samuel of the University of Bristol believes that similar camouflage patterns painted on the sides of today’s jeeps and armoured cars will make it harder for enemy combatants to get a fix on military vehicles.

“Scott-Samuel, is the first to find evidence that dazzle camouflage can affect perception of speed – but only if the camouflaged object is moving quickly,” says a spokesperson with the British school. “These findings suggest that, while it would probably not have successfully distorted ships’ speeds in the two World Wars, dazzle camouflage could play a role in today’s battlefields where fast-moving army vehicles frequently come under attack from shoulder-launched, rocket-propelled grenades.”

Scott-Samuel arrived at his conclusion after putting volunteers through a series of visual tests. Researchers asked subjects to estimate the distance and speed of camouflaged objects in computer-simulated environments.

Participants observing virtual objects with dazzle patterns believed the targets were moving as much as 7 percent slower than they really were. Those who viewed unmarked objects were more likely to correctly estimate their speeds.

Scott-Samuel says the results indicate that military vehicles bearing dazzle patterns would be harder to hit than those painted with ordinary drab colours.

Moore’s Law challenged yet again

Filed under: Business, History, Technology — Tags: , — Nicholas @ 02:00

In Bloomberg View, Virginia Postrel looks at the latest “Moore’s Law is over” notions:

Semiconductors are what economists call a “general purpose technology,” like electrical motors. Their effects spread through the economy, reorganizing industries and boosting productivity. The better and cheaper chips become, the greater the gains rippling through every enterprise that uses computers, from the special-effects houses producing Hollywood magic to the corner dry cleaners keeping track of your clothes.

Moore’s Law, which marked its 50th anniversary on Sunday, posits that computing power increases exponentially, with the number of components on a chip doubling every 18 months to two years. It’s not a law of nature, of course, but a kind of self-fulfilling prophecy, driving innovative efforts and customer expectations. Each generation of chips is far more powerful than the previous, but not more expensive. So the price of actual computing power keeps plummeting.

At least that’s how it seemed to be working until about 2008. According to the producer price index compiled by the Bureau of Labor Statistics, the price of the semiconductors used in personal computers fell 48 percent a year from 2000 to 2004, 29 percent a year from 2004 to 2008, and a measly 8 percent from 2008 to 2013.

The sudden slowdown presents a puzzle. It suggests that the semiconductor business isn’t as innovative as it used to be. Yet engineering measures of the chips’ technical capabilities have showed no letup in the rate of improvement. Neither have tests of how the semiconductors perform on various computing tasks.

Subsidies

Filed under: Economics — Tags: , , — Nicholas @ 02:00

Published on 27 Jan 2015

What is a subsidy? A subsidy is really just a negative or reverse tax. Instead of collecting money in the form of a tax, the government gives money to consumer or producers. In this video, we look at the subsidy wedge and who benefits the most from different subsidies.

QotD: The value of poetry

Filed under: Media, Quotations — Tags: , , , — Nicholas @ 01:00

Once, after plowing through sixty or seventy volumes of bad verse, I described myself as a poetry-hater. The epithet was and is absurd. The truth is that I enjoy poetry as much as the next man — when the mood is on me. But what mood? The mood, in a few words, of intellectual and spiritual fatigue, the mood of revolt against the insoluble riddle of existence, the mood of disgust and despair. Poetry, then, is a capital medicine. First its sweet music lulls, and then its artful presentation of the beautifully improbable soothes and gives surcease. It is an escape from life, like religion, like enthusiasm, like glimpsing a pretty girl. And to the mere sensuous joy in it, to the mere low delight in getting away from the world for a bit, there is added, if the poetry be good, something vastly better, something reaching out into the realm of the intelligent, to wit, appreciation of good workmanship. A sound sonnet is almost as pleasing an object as a well-written fugue. A pretty lyric, deftly done, has all the technical charm of a fine carving. I think it is craftsmanship that I admire most in the world. Brahms enchants me because he knew his trade perfectly. I like Richard Strauss because he is full of technical ingenuities, because he is a master-workman. Well, who ever heard of a finer craftsman than William Shakespeare? His music was magnificent, he played superbly upon all the common emotions — and he did it magnificently, he did it with an air. No, I am no poetry-hater. But even Shakespeare I most enjoy, not on brisk mornings when I feel fit for any deviltry, but on dreary evenings when my old wounds are troubling me, and some fickle one has just sent back the autographed set of my first editions, and bills are piled up on my desk, and I am too sad to work. Then I mix a stiff dram — and read poetry.

H.L. Mencken, “The Poet and His Art”, Prejudices, Third Series, 1922.

May 13, 2015

Driving a Dymaxion replica … Buckminster Fuller’s 1933 car of the future

Filed under: History, Technology, USA — Tags: , — Nicholas @ 05:00

Published on 24 Apr 2015

Buckminster Fuller’s 1933 foray into automobiles gave us the Dymaxion Car, and enthusiast Jeff Lane has one of the only working replicas in the world. WSJ‘s Rumble Seat columnist Dan Neil takes the road zeppelin for a spin…or should we say wobble?

H/T to Open Culture for the link … and do at least check out the over-the-top trailer for The Last Dymaxion on Facebook.

Google search history … and you

Filed under: Business, Technology — Tags: , , — Nicholas @ 04:00

At Reason, Ed Krayewski points out that you now have a way of discovering (and modifying) what Google’s search engine will reveal about you:

In January Google quietly rolled out the capability to view your entire search history with the online service, download a copy of it, and even to delete it from Google’s servers. The new feature wasn’t widely reported online until earlier this month when an unofficial Google blog publicized it.

You can check out your search history here, including web and image searches, and links and images you clicked on as a result. There’s also an option to download under settings (the gear button on the top left of the page), as well as one to “remove items,” including the ability to remove your recent search history or your entire search history.

Why are railroads dragging their feet over more efficient braking systems?

Filed under: Government, Railways, Technology, USA — Tags: — Nicholas @ 03:00

Fred Frailey discusses the U.S. Department of Transportation mandate that all crude oil trains longer than 69 cars must be equipped with electronic brakes by 2021 or they will restrict the speed of oil trains to 30 MPH at all times. The current standard braking system for railroads in North America is pneumatic, which have worked well for decades, but have inherent problems as modern trains have gotten longer and heavier. One of the biggest problems is that pneumatic brakes have a relatively long activation time — when the engineer operates the brake in the lead locomotive, it takes quite some time for that to propagate all the way through the train. This creates situations which can cause derailments as the lead cars begin to slow down, while the rest of the train is still travelling at full speed.

The preferred replacements are called electronically controlled pneumatic brakes (ECP), where instead of the brakes operating by pressure changes in the air line, the brakes would be controlled by a separate electronic circuit that would allow simultaneous brake application in all cars in the train.

It seems electronic braking has no friends in the railroad industry. I find this puzzling. Research I’ve read suggests there is both a safety and business case to be made. One explanation for the bum’s rush being given ECP comes from someone whose career was immersed in railroad technology: “The mechanical departments say the ECP brakes don’t save enough on wheels and brake shoes to justify implementation. The track departments say that ECP brakes don’t reduce rail wear enough to justify implementation. Transportation departments say that ECP brakes don’t save enough fuel to justify implementation. And improved train running times, improved train dynamics, and improved engineer performance are all soft-dollar savings which don’t count. No one ever bothers to sum up total benefits.” Silos, in other words.

So I’ll make the case for ECP. (By the way, the standards were developed two decades ago by the same AAR that now vigorously opposes their implementation.) A train equipped with electronic braking is hard-wired, allowing instant communication from airbrake handle in the locomotive to every brake valve on the cars. The principal advantages are that all brakes instantly apply and release at the same time, the air supply is continually charged, engineers can gradually release and reapply brakes, and undesired emergency braking (dynamiters, they’re called) virtually disappear. In-train forces, such as slack roll-in and roll-out, are greatly reduced, and that lessens the risk of derailment. Moreover, stopping distance is reduced 40 to 60 percent, permitting higher train speeds and higher speeds approaching restricting signals. Longer trains are possible. Longer trains run at higher speeds increase the capacity of the railroad network. Because air is always charging, braking power is inexhaustible; plus, a train can stop and instantly restart. Brakes, draft gear, wheels, and bearings require less maintenance. Existing federal regulations would allow train inspections every 5,000 miles instead of the present 1,500 or 1,000 miles.

Those are a lot of advantages. In a report commissioned by the Federal Railroad Administration in 2005, the consulting company Booz Allen Hamilton estimated the cost of full implementation of ECP at $6 billion and the measurable savings (not including added network capacity) at $650 million a year. Booz recommended that ECP conversion begin with coal trains loaded in Wyoming’s Powder River Basin, then to other types of unit trains (presumably including intermodal trains), and finally the rest of the car fleet — all in a 15-year time frame. “As applied to western coal service,” its report stated, “the business case is substantial,” with a recovery of all costs within three years.

[…]

Several things are going on here. Silos are one. Nobody is looking at the big picture, just his or her little piece of it. The boys in the Mechanical Silo could care less about increased network capacity. The occupants of the Finance Silo don’t want to divert cash flow away from share buybacks, their favorite toy. Most of those in the CEO Silo didn’t come up on the operating side and are probably bored by the subject. In a conservative, mature business like railroading, risk taking and even forward thinking are not rewarded. And the cost of hard-wiring the car fleet would primarily be borne by shippers, who own most of the equipment, whereas railroads would reap the benefits. How to share the benefits with car-owning shippers leads to very difficult negotiations.

The Armenian genocide, a century on

Filed under: History, Middle East, WW1 — Tags: , , , — Nicholas @ 02:00

I saved this post by David Warren, then inconveniently forgot about it until now. Apologies to those concerned, but after a century, a week or two probably don’t make much difference … and perhaps a belated reminder might help keep the event in the minds of a few more readers:

The annihilation of more than a million Armenians (and their descendants) cannot be disputed. The larger estimates seem to be justified. April 24th, 1915, is recalled as a conventional opening event — when leading Armenian figures were arrested in Istanbul, on the pretext that they sympathized with the Russian enemy — but there were events before that. One could mention the Adana massacre of 1909, the Hamidian massacres of the 1890s (hundreds of thousands killed in these), and so forth.

This “Red Sunday” in Istanbul was itself immediately preceded by redder ones in distant Van. The official charge that Armenians were working with the Russians was occasioned by the fact that Russians had come to the aid of the Armenians in Van, threatened with imminent slaughter. In the end, Djevdet Bey, the murderous governor, was anyway able to exterminate more than fifty thousand of the Christians living in that vilayet alone.

Curiously, or not, the events of “Red Sunday,” then many similar as prominent Armenians were rounded up all over the country and sent to holding camps at Ankara from which they would never emerge, is closely connected with the other centenary we are celebrating, today. That is Gallipoli. The Ottoman authorities were acting under the impulse of war, in a moment when they began seriously (and reasonably) to doubt their own survival. But lest this seem an extenuation, it should be remembered that the same authorities had repeatedly turned on the Armenians each time their own global inadequacies had been exposed.

Under the notorious Tehcir Law, a model later for Hitler, all property belonging to Armenians could be seized, and arrangements began for their deportation to — undisclosed locations. These were prison camps which pioneered the methods of Auschwitz and Belsen. Germans and Austrians in the region, as allies of the “Sublime Porte,” were horrified by what they saw, using such descriptors as “bestial cruelty.” There was no possible question that the authorities intended to exterminate, not incarcerate. The Turkish people at large could also see what was happening around them, when not themselves participating in the slaughter. There is no extenuation for them.

The Treaty of Sèvres, after the War, proposed restoration of Armenian native lands within the defunct Sultanate to a new Armenian republic, but in turn triggered another campaign, now by the Turkish nationalists who succeeded the Ottomans. Their law allowed any remaining Armenian property to be seized by the state on the glib ground that it had been “abandoned.” During this later, post-Ottoman phase, perhaps another hundred thousand Armenians were massacred, often in places to which they had fled for safety. Mustafa Kemal “Ataturk,” the great secular Turkish patriot, was direct commander in the later stages of this Turkish-Armenian War, and much progressive effort has been expended washing the blood off his hands.

QotD: Mono-culture banking

Filed under: Bureaucracy, Economics, Quotations, USA — Tags: , , , — Nicholas @ 01:00

One of the factors in the financial crisis of 2007-2009 that is mentioned too infrequently is the role of banking capital sufficiency standards and exactly how they were written. Folks have said that capital requirements were somehow deregulated or reduced. But in fact the intention had been to tighten them with the Basle II standards and US equivalents. The problem was not some notional deregulation, but in exactly how the regulation was written.

In effect, capital sufficiency standards declared that mortgage-backed securities and government bonds were “risk-free” in the sense that they were counted 100% of their book value in assessing capital sufficiency. Most other sorts of financial instruments and assets had to be discounted in making these calculations. This created a land rush by banks for mortgage-backed securities, since they tended to have better returns than government bonds and still counted as 100% safe.

Without the regulation, one might imagine banks to have a risk-reward tradeoff in a portfolio of more and less risky assets. But the capital standards created a new decision rule: find the highest returning assets that could still count for 100%. They also helped create what in biology we might call a mono-culture. One might expect banks to have varied investment choices and favorites, such that a problem in one class of asset would affect some but not all banks. Regulations helped create a mono-culture where all banks had essentially the same portfolio stuffed with the same one or two types of assets. When just one class of asset sank, the whole industry went into the tank,

Well, we found out that mortgage-backed securities were not in fact risk-free, and many banks and other financial institutions found they had a huge hole blown in their capital.

Warren Meyer, “When Regulation Makes Things Worse — Banking Edition”, Coyote Blog, 2014-07-07.

May 12, 2015

The Sky Was The Limit – World War 1 In The Air I THE GREAT WAR

Filed under: Europe, History, Military, Technology, WW1 — Tags: , , — Nicholas @ 05:00

Published on 11 May 2015

World War 1 saw several completely new technologies develop rapidly. The airplane itself was only a few years old but pioneering engineers soon saw its potential for military use. For recognisance and later as fighter or bomber, World War 1 had huge impact on aviation and warfare in general. This special episode gives you an idea about the obstacles that had to be overcome.

Tax Revenue and Deadweight Loss

Filed under: Economics, Government — Tags: , , — Nicholas @ 04:00

Published on 27 Jan 2015

Why do taxes exist? What are the effects of taxes? We discuss how taxes affect consumer surplus and producer surplus and discuss the concept of deadweight loss at length. We’ll also look at a real-world example of deadweight loss: taxing luxury yachts in the 1990s.

« Newer PostsOlder Posts »

Powered by WordPress