Quotulatiousness

July 17, 2021

“Now I am become Twitter, the destroyer of worlds”

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

In UnHerd, Douglas Murray remembers what it was like before Twitter ruined everything:

Fifteen years ago today, an innovation was unveiled that has probably changed our lives as much as any other this century. It was on 15 July 2006 that software developer Jack Dorsey and his team launched an online platform where text messages of 140 characters could be shared in a group; six days later Dorsey sent his first tweet, launching a new age of reasoned debate and engagement.

There are some who want to celebrate today — principally Dorsey, along with the small number of other people who have become unimaginably rich off the platform. But for everybody else on the planet, I suspect we should welcome the anniversary with roughly the same enthusiasm that we would the emergence of the Ebola virus. For the further away we have come from Twitter’s birth, the clearer it has become that the platform is a source of unimaginable harm to almost every aspect of society.

In the early days, it didn’t feel like this. Like Facebook, Amazon, Google and the other Big Tech monoliths, it all started out so well. Twitter was actually fun back then. People said whacky things. There were cat videos. There was Follow Friday and friendships were made. As professional and amateur newshounds took to the platform, it became the fastest way to learn about any developing story.

If something was going on, Twitter was there first, certainly ahead of the BBC or any of the other news establishments who had to lumber through the old legal and editorial hurdles, rather than enjoying the lightning-quick response time of social media. Politics is a drug, and the most successful drugs provide an instant hit. But they are also the most dangerous, and the downsides soon started to assert themselves.

Soon many started using the site in a game of competitive grievance, or competitive sanctimony. They took obvious glee in targeting victims who had transgressed some moral code; the obvious righteousness of these online crusaders meant they rarely recognised themselves as the aggressors or bullies.

And soon it became apparent that, while everyone was on the site, everyone also hated it. Those on the ideological Left began to turn against the platform when it became clear that it allowed their opponents on the Right to spread “hate”, a scourge which they defined generously. Just as they used it themselves to spread their message.

This all reached its nadir with Donald Trump, whose presidency is to many people the most concrete result of Twitter. The world watched aghast as Trump was able to say often the craziest of things to millions upon millions of followers, speaking unfiltered and directly — in a way the old news media would never have allowed. When he won the presidency and then thanked Twitter for the helping him to get it, many of these natural Twitter followers lost their faith in the platform. How could they have let it happen? It was their platform, after all, this noisy minority of the American and British electorate. Indeed, if you had read UK Twitter ahead of the 2019 election, you would have been absolute certain of a Jeremy Corbyn landslide. Where were these millions of Tory voters who didn’t like Jeremy?

Mers-el-Kebir – Tragedy on a Grand Scale

Filed under: Africa, Britain, France, History, Military, WW2 — Tags: , , , , , — Nicholas @ 04:00

Drachinifel
Published 30 Oct 2019

Today we look at the facts and thinking behind the attack on Mers-el-Kebir, with my own take on roles and responsibilities.

Comments and Discussion welcome.

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The Great Western Railway before nationalization (and back again)

Filed under: Britain, History, Railways — Tags: , , , — Nicholas @ 03:00

In The Critic, Jonathan Glancey sings the praises of the steam locomotive designs and liveries of the pre-nationalization Great Western Railway:

The greatest of all Great Western Railway locomotives were the King Class 4-6-0s. From 1927, and for more than 30 years, they headed principal express trains from Paddington to Bristol, Plymouth, South Wales and the West Midlands with power, precision and truly regal style.

In a livery of lined dark green with copper-capped chimneys, brass safety valve covers, and names emblazoned above their driving wheels, the Kings led long chocolate and cream-coloured trains through landscapes they enhanced in days of both private and public ownership. Together with their less powerful shed-mates — Castles, Halls, Granges and Manors — these puissant machines breathed “Great Western” with every beat of their crisp exhausts.

In the beginning, the Kings were to have been Cathedrals, an appropriate name for locomotives representing a concern that, incorporated in 1835 and engineered by Isambard Kingdom Brunel, was revered by many employees, passengers and most enthusiasts as something more akin to a religion than a mere railway. Its engineering was progressive, and yet its corporate identity (what today’s marketing jargoneers would call its “brand”) retained a gloriously ecclesiastical and slightly old-fashioned air throughout the railway’s life.

Sir William Stanier, a Great Western engineer who moved from Swindon to the LMS at Crewe and then to the chairmanship of Power Jets in the Second World War, was asked by Cuthbert Hamilton Ellis, a writer on railways, “whether there was some nameless cabal at Swindon which ruled the styling of a Great Western locomotive” from the latest 1940s designs back through the Edwardian Saints and Stars to engines of the 1880s designed by William Dean. Stanier smiled and exclaimed: “Dean? Gooch! [the GWR’s first locomotive engineer]. It was traditional.”

The tradition lives on. In 2015, today’s Great Western Railway — an operation owned by the multi-national FirstGroup — adopted a handsome dark green livery, created by the design agency Pentagram, that reaches back to the Kings and, by association, all the way to Gooch and Brunel.

The new look was sung as if from the Great Western’s “Ancient and Modern” hymn book of design. In a privatised railway world of largely gimcrack style and branding, with all too many trains looking as if their design inspiration has been that of sports shoes or the packaging of sweets such as Refreshers, the Great Western re-introduced gravitas, continuity and regional sensibility to the way its trains looked.

This is something those in charge of the newly announced Great British Railways (GBR) should think about carefully as this new public body takes over the national railway infrastructure in 2023, its remit including corporate identity. While its name is, perhaps, rather too close to Little Britain’s Great British Air, the possibility of it exercising a civilising influence over the design of our trains is there. A national design standard and identity could yet be created that speak of the unity of the British railway network and its diversity in the same breath.

Look at Life – The Last Battleship – HMS Vanguard (1962)

Filed under: Britain, History, Military — Tags: , , , — Nicholas @ 02:00

capspread
Published 29 Nov 2020

#LookatLife​ #HMSVanguard​ #RoyalNavy​ #Shipping​ #Battleship​

The life and death of HMS Vanguard, and the uses to which her steel will be put.

Another Look at Life Documentary from Volume 2 – Military – The Last Battleship – HMS Vanguard made in 1962.

HMS Vanguard was a British fast battleship built during the Second World War & commissioned afterwards. She was the biggest and fastest of the Royal Navy’s battleships, the only ship of her class, and the last battleship to be built. Work on Vanguard was started and stopped several times during the war and her design was revised several times during her construction to reflect war experience. These stoppages and changes prevented her from being completed before the end of the war.

Vanguard‘s first task after completing her sea trial at the end of 1946 was, early the next year, to convey King George VI & his family on the first Royal Tour of South Africa by a reigning monarch. While refitting after her return, she was selected for another Royal Tour of Australia and New Zealand in 1948. This was cancelled due to King George’s declining health & Vanguard briefly became flagship of the Mediterranean Fleet in early 1949. After her return home in mid-1949, she became flagship of the Home Fleet Training Squadron. Throughout her career, the battleship usually served as the flagship of any unit to which she was assigned. During the early 1950s, Vanguard was involved in a number of training exercises with NATO forces. In 1953 she participated in Queen Elizabeth II’s Coronation Review. While she was refitting in 1955, the Admiralty announced that the ship was going to be put into reserve upon completion of the work. Vanguard was sold for scrap and was broken up beginning in 1960.

Vanguard had an overall length of 814 feet 4 inches (248.2 m), a beam of 107 feet 6 inches (32.8 m) & a draught of 36 feet (11 m) at deep load. She displaced 44,500 long tons (45,200 t) at standard load and 51,420 long tons (52,250 t) at deep load. The ship was significantly larger than her predecessors of the class, almost 50 feet (15.2 m) longer & displaced about 6,000 long tons (6,100 t) more than the older ships at deep load. Vanguard was overweight by some 2,200 long tons (2,200 t), which magnified the difference. The ship had a complete double bottom 5 feet (1.5 m) deep & she was divided into 27 main compartments by watertight bulkheads.

The King George V-class ships had been built with almost no sheer to the main deck forwards to allow ‘A’ turret to fire straight forward at zero elevation, resulting in those ships being wet forward. Vanguard was redesigned as a result of this experience, significant sheer & flare being added to the bow. The ship was well regarded as seaworthy, able to keep an even keel in rough seas. At full load, Vanguard had a metacentric height of 8.2 feet (2.5 m).

As a fleet flagship, her complement was 115 officers and 1,860 men in 1947. Air conditioning was provided for many of the ship’s control spaces, & asbestos insulation was provided on exposed areas of the ship’s sides, decks and bulkheads. Steam heating was provided for her armament, instruments, look-out positions & other equipment to make Vanguard suitable for operations in the Arctic. An Action Information Centre was fitted below the main armour deck with facilities to track aircraft & ships around Vanguard.

Vanguard was laid down on 2 October 1941 by John Brown and Company of Clydebank, Scotland. After the Japanese invasion of Malaya in December, the ship was given an A1 priority in the hope of finishing her by the end of 1944, and construction of the light cruiser HMS Bellerophon, as well as some merchant shipping, was halted to expedite the ship’s completion. This was unsuccessful, however, due to a shortage of skilled labour. As a result, it was not until 30 November 1944 that the ship was launched. Princess Elizabeth presided over this ceremony, the first ship she ever launched, and was presented with a diamond rose brooch to commemorate the event.

The end of hostilities following Japan’s surrender reduced the need for new warships, and consequently the ship was not commissioned until 12 May 1946. By this time, a total of £11,530,503, including £3,186,868 for the modernisation of the main armament, had been spent on producing Vanguard.

On 9 October 1959 the Admiralty announced that Vanguard would be scrapped, as she was considered obsolete and too expensive to maintain. She was decommissioned on 7 June 1960 & sold to BISCO for £560,000. On 4 August 1960, the ship was towed from Portsmouth to the breaker’s yard at Faslane, Scotland. As Vanguard was being towed towards the harbour entrance, she slewed across the harbour and ran aground near the Still & West pub. She was pulled off by five tugboats an hour later, and made her final exit from Portsmouth. Five days later she arrived at Faslane, and by mid-1962 the demolition process was complete.

QotD: “Magic” bullets

Filed under: Business, Humour, Quotations, Technology, USA, Weapons — Tags: , , , — Nicholas @ 01:00

As I write this, another wave of ballistic hyperbole is sweeping across the Internet. There’s a new bullet out! It sets the paradigm on its ear! Gun owners are drooling for this, the last bullet you’ll ever need! Blah, blah, blah, yakkity-shmakkity.

Stick around long enough and you’ll notice this phenomenon happen every few years. You’re sitting there, minding your own business, and the next thing you know, friends from work or church or the book club who know you as “The Gun Expert” are coming up to you and asking about this bullet that’s being hyped in the mainstream media as either the surest felon-stopper since Wyatt Earp or the biggest menace to society since John Dillinger.

It’s rare for something as esoteric as a projectile design to come to the attention of the non-gun press. Generally, for that to happen, it takes one of two things: either a mainstream manufacturer made an unusually poor PR choice in the bullet naming *cough*BlackTalon*cough*, or someone has launched a buzzword-laden press release with all the discrimination of a desert island dweller putting notes in bottles.

[…]

When a new Magic Bullet is launched and makes media waves, I always apply two filters as to whether it’s worth chasing down. The first filter is “Are the police using this?” This is not necessarily because I think that the police are all-that-and-a bag-of-chips in the gear-selection department, but they’ve generally been okay with bullets for the last 15 or 20 years and, should I ever have to justify my choice of rounds in a courtroom, it would be nice to be able to say “You, alright! I learned it by watching you!” like the kid in the commercial.

The second filter? The second filter is “Is this cartridge sold in six-round blister packs with pictures of explosions and rappelling ninjas on them?” Because if it is, well, I’m just not Operator enough.

Tamara Keel, “No Magic Bullet”, GunsAmerica Digest, 2018-11-27.

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