Quotulatiousness

November 5, 2021

The New York Times identifies the next big threat to humanity – “Muskism”

Filed under: Books, Business, Media, Space, USA — Tags: , , , , , , — Nicholas @ 03:00

In Thursday’s NP Platformed newsletter, Colby Cosh outlines the “evidence” amassed in a recent New York Times essay blaming Elon Musk for, well, everything:

Elon Musk at the 2015 Tesla Motors annual meeting.
Photo by Steve Jurvetson via Wikimedia Commons.

Lepore commences by describing Bill Gates’s 66th birthday party, for which a bunch of rich people — including Amazon’s Jeff Bezos — were helicoptered to a private beach from a nearby yacht. Neither Elon Musk, thought to be the world’s richest person, or Mark Zuckerberg, founder of newly rebranded Facebook, were present at the party. Zuckerberg was busy illuminating plans for his “metaverse”, which Lepore describes as “a virtual reality,” wherein you wear “a headset and gear that closes out the actual world.”

Here’s where Lepore goes from this: “The metaverse is at once an illustration of and a distraction from a broader and more troubling turn in the history of capitalism. The world’s techno-billionaires are forging a new kind of capitalism: Muskism.”

In literally the next sentence, Lepore admits that the subject of her essay, Elon Musk, immediately and publicly made fun of the Facebook “metaverse” plans. We are on the third paragraph of the essay, and Lepore has already: a) blamed Elon Musk for an A-hole billionaire party he didn’t attend, because he was busy with his engineering and manufacturing projects; and b) applied the new coinage “Muskism” to a virtual reality project that actual Musk loudly criticized. Somehow this essay has severed its own hydrocephalic head twice over, within 500 words.

It gets worse from there as Lepore attempts to complete her mission of denouncing Muskism, which she describes as an “extreme extraterrestrial capitalism.” She quickly has to admit that Bill Gates, who is mostly spending a computing fortune on global philanthropy these days when he’s not lifting off from yachts in choppers, doesn’t have one single freaking thing to do with absolutely any of this. NP Platformed was an editor back in the day, so we notice that the intro of Lepore’s essay is at this point not only detached from its body, but has been left to rot several miles away. Gates-Musk-Bezos-Zuckerberg: they’re all tentacles of the same menacing Muskist octopus here, as in so much newspaper and magazine commentary, and abuse flung in their general direction will suffice to condemn all.

Lepore’s accusation against Musk turns out to be … that he likes some classic science fiction but doesn’t always concur with the politics of its authors. Musk has called himself a “utopian anarchist of the kind best described by Iain Banks,” but Banks was “an avowed socialist.” Gasp! Banks (1954-2013), the Scottish science fiction author best known for the Culture series, was a particular kind of U.K. “libertarian socialist” who believed strongly in spacefaring as a step toward post-scarcity life for sentient beings. His politics are easily misunderstood by Americans, who don’t have this particular kind of weirdo, and the interstellar “Culture” he envisioned was never intended to be admired unironically. In other words, that part of Lepore’s essay is as mangled and obtuse as the rest.

November 4, 2021

You think software is expensive now? You wouldn’t believe how expensive 1980s software was

Filed under: Business, Gaming, Technology — Tags: , , , — Nicholas @ 05:00

A couple of years ago, Rob Griffiths looked at some computer hobbyist magazines from the 1980s and had both nostalgia for the period and sticker shock from the prices asked for computer games and business software:

A friend recently sent me a link to a large collection of 1980s computing magazines — there’s some great stuff there, well worth browsing. Perusing the list, I noticed Softline, which I remember reading in our home while growing up. (I was in high school in the early 1980s.)

We were fortunate enough to have an Apple ][ in our home, and I remember reading Softline for their game reviews and ads for currently-released games.

It was those ads that caught my eye as I browsed a few issues. Consider Missile Defense, a fun semi-clone of the arcade game Missile Command. To give you a sense of what games were like at the time, here are a few screenshots from the game (All game images in this article are courtesy of MobyGames, who graciously allow use of up to 20 images without prior permission.)

Stunning graphics, aren’t they?

Not quite state of the art, but impressive for a home computer of the day. My first computer was a PC clone, and the IBM PC software market was much more heavily oriented to business applications compared to the Apple, Atari, Commodore, or other “home computers” of the day. I think the first game I got was Broderbund’s The Ancient Art of War, which I remembered at the time as being very expensive. The Wikipedia entry says:

A screenshot from the DOS version of The Ancient Art of War.
Image via Moby Games.

In 1985 Computer Gaming World praised The Ancient Art of War as a great war game, especially the ability to create custom scenarios, stating that for pre-gunpowder warfare it “should allow you to recreate most engagements”. In 1990 the magazine gave the game three out of five stars, and in 1993 two stars. Jerry Pournelle of BYTE named The Ancient Art of War his game of the month for February 1986, reporting that his sons “say (and I confirm from my own experience) is about the best strategic computer war game they’ve encountered … Highly recommended.” PC Magazine in 1988 called the game “educational and entertaining”. […] The Ancient Art of War is generally recognized as one of the first real-time strategy or real-time tactics games, a genre which became hugely popular a decade later with Dune II and Warcraft. Those later games added an element of economic management, with mining or gathering, as well as construction and base management, to the purely military.

The Ancient Art of War is cited as a classic example of a video game that uses a rock-paper-scissors design with its three combat units, archer, knight, and barbarian, as a way to balance gameplay strategies.

Back to Rob Griffiths and the sticker shock moment:

What stood out to me as I re-read this first issue wasn’t the very basic nature of the ad layout (after all, Apple hadn’t yet revolutionized page layout with the Mac and LaserWriter). No, what really stood out was the price: $29.95. While that may not sound all that high, consider that’s the cost roughly 38 years ago.

Using the Bureau of Labor Statistics’ CPI Inflation Calculator, that $29.95 in September of 1981 is equivalent to $82.45 in today’s money (i.e. an inflation factor of 2.753). Even by today’s standards, where top-tier games will spend tens of millions on development and marketing, $82.45 would be considered a very high priced game — many top-tier Xbox, PlayStation, and Mac/PC games are priced in the $50 to $60 range.

Business software — what there was of it available to the home computer market — was also proportionally much more expensive, but I found the feature list for this word processor to be more amusing: “Gives true upper/lower case text on your screen with no additional hardware support whatsoever.” Gosh!

H/T to BoingBoing for the link.

Fallen Flag — the Milwaukee Road

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

This month’s Classic Trains fallen flag feature is the Milwaukee Road (MILW) by George Drury. As with most major US railways, the Milwaukee Road was a long-term collection of different railway lines, some merged for obvious economic benefit and others taken over to reduce competition, but the first of the components that eventually evolved into the Milwaukee Road system was the 1847 Milwaukee and Waukesha Railroad. This line was incorporated to connect the Wisconsin city of Milwaukee to the river traffic along the Mississippi River, and the corporate name was changed even before construction began to the Milwaukee and Mississippi Railroad to more adequately convey the purpose of the line. The first segment opened in November 1850 connecting Milwaukee and Wauwatosa, a distance of five miles, then to Waukesha a few months later, then to Madison, but not extending all the way to the river at Prairie du Chien until 1857.

In that year, another of the frequent financial crises of the era struck and the company struggled on for two years, but eventually went into receivership in 1859. New owner the Milwaukee and Prairie du Chien Railroad took possession in 1861. After the Civil War, the company was merged with the Milwaukee and St. Paul and in 1874 the combined railroad became known as the Chicago, Milwaukee and St. Paul with the completion of a new line connecting with Chicago.

In the next few years the road built or bought lines from Racine, Wis., to Moline, Ill.; from Chicago to Savanna, Ill., and two lines west across southern Minnesota. The road reached Council Bluffs, Iowa, across the Missouri River from Omaha, in 1882, and reached Kansas City in 1887. In 1893 the CM&StP acquired the Milwaukee & Northern, which reached from Milwaukee into Michigan’s upper peninsula.

In 1900 the Chicago, Milwaukee & St. Paul was considered one of the most prosperous, progressive, and enterprising railroads in the U.S. Its lines reached from Chicago to Minneapolis, Omaha, and Kansas City. Secondary lines and branches covered most of the area between the Omaha and Minneapolis lines in Wisconsin, Iowa, and Minnesota. Lines covered much of eastern South Dakota and reached the Missouri River at three places in that state: Running Water, Chamberlain, and Evarts. Except for the last few miles into Kansas City and operation over Union Pacific rails from Council Bluffs to Omaha, the Missouri River formed the western boundary of the CM&StP. (“Milwaukee Road” as a name or nickname did not come into use until the late 1920s; “St. Paul Road” was sometimes used as a nickname, but the railroad’s advertising used the full name).

The Chicago, Milwaukee and St. Paul Railway in 1893.
Poor’s Manual of the Railroads of the United States via Wikimedia Commons.

The battle over control of the Northern Pacific and the Burlington in 1901 made the Milwaukee Road aware that without its own route to the Pacific it would be at its competitors’ mercy. At the same time the Milwaukee Road was experiencing a change in its traffic from dominance by wheat to a more balanced mix of agricultural and industrial products. Arguments against extension westward included the possibility of the construction of the Panama Canal and the presence of strong competing railroads: Union Pacific, Northern Pacific, and Great Northern. Arguments for the extension banked heavily on the growth of traffic to and from the Pacific Northwest.

In 1901 the president of the Milwaukee Road dispatched an engineer west to estimate the cost of duplicating Northern Pacific’s line. His figure was $45 million. Such an expenditure required considerable thought; not until November 1905 did Milwaukee’s board of directors authorize construction of a line west to Tacoma and Seattle.

In 1905 and ’06 the Milwaukee Road incorporated subsidiaries in South Dakota, Montana, Idaho, and Washington. The Washington company was renamed the Chicago, Milwaukee & Puget Sound Railway, and it took over the other three companies in 1908. It was absorbed by the CM&StP in 1912.

The extension began with a bridge across the Missouri River at Mobridge, 3 miles upstream from Evarts, S.D. Roadbed and rails pushed out from several points into unpopulated territory. The work went quickly, and the road was open to Butte, Mont., in August 1908.

Unfortunately for the Milwaukee, the Pacific extension was much more expensive to build than the initial estimates (it jumped from $45 million in the 1901 survey to $60 million in 1905), eventually weighing down the company books with $257 million in debt and worse, the traffic estimates for the new line turned out to be wildly optimistic. The difficulties of operating steam locomotives across the extension in winter pushed the railway toward electrification as an efficiency and cost-saving move. Beginning in 1914, sections of the line were converted to overhead catenary power until a total of 645 route-miles were being operated with electric locomotives, reportedly saving the company over a million dollars per year.

A Milwaukee “Little Joe” electric locomotive hauling a freight train along the Pacific extension in 1941. The “Little Joe” locomotives were originally built for the Soviet Union in the late 1940s but the US government cancelled the export license as relations with the Soviets deteriorated and the Cold War escalated. The Milwaukee Road bought 12 of the 20 from General Electric for $1 million during the Korean War.
Wikimedia Commons.

Despite the savings through electrification, the Pacific extension drove the company into bankruptcy in 1925, re-emerging as the Chicago, Milwaukee, St. Paul and Pacific Railroad, but the new company also had to declare bankruptcy during the Great Depression. Trustees ran the railroad for ten years until renewed civilian traffic after World War 2 allowed normal operations to resume. As with most North American railroads, the good times didn’t last and by the late 1950s, the Milwaukee’s management were looking for a merger partner to help cut costs and shed unprofitable branch lines. Unlike the rival merger of of Northern Pacific, Great Northern, Burlington Route, and the Spokane, Portland and Seattle Railway into Burlington Northern, the ICC blocked a merger between the Milwaukee Road and the Chicago and North Western. The ICC also blocked a later application for the Milwaukee to be included in the Union Pacific/Rock Island merger.

With declining business, deferred maintenance issues on most lines, and some self-induced financial issues caused by selling off rolling stock and leasing it back (which exacerbated car shortages leading to further reductions in business), the company had no funds to replace the failing “Little Joe” locomotives on the Pacific extension, so electrification was abandoned in 1974. George Drury sums up the mistakes that led to the end:

Over the decades, the road’s management had made too many wrong decisions: building the Pacific Extension, not electrifying between the two electrified portions, purchasing the line into Indiana, and in the 1960s choosing Flexivans (containers with separate wheels/bogies that required special flatcars) instead of conventional piggyback trailers.

After several money-losing years in the early 1970s, the Milwaukee voluntarily entered reorganization once again on December 19, 1977. The major result of the 1977 reorganization was the amputation of everything west of Miles City, Mont., to concentrate on what became known as the “Milwaukee II” system linking Chicago, Kansas City, Minneapolis-St. Paul, Duluth (on Burlington Northern rails from St. Paul), and Louisville (but no longer Omaha).

By 1983 the Milwaukee’s system consisted of the Chicago–Twin Cities main line; Chicago–Savanna–Kansas City; Chicago–Louisville (almost entirely on Conrail and Seaboard System rails), Milwaukee–Green Bay; New Lisbon–Tomahawk, Wis.; Savanna–La Crosse, along the west bank of the Mississippi; Marquette to Sheldon, Iowa, and Jackson, Minn.; Austin, Minn.–St. Paul; and St. Paul–Ortonville, Minn., plus a few branches.

Three roads vied for what remained of the Milwaukee: the Chicago & North Western, financially none too solid itself; Canadian National subsidiary Grand Trunk Western, with an eye toward creating a route between eastern and western Canada south of the Great Lakes; and Canadian Pacific subsidiary Soo Line.

October 31, 2021

Meta?

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

In The Line Matt Gurney wonders what Zuckerberg is up to with the corporate re-naming:

My favourite reaction to Facebook rebranding as “Meta”.

Mark Zuckerberg, Facebook’s founder, chairman and CEO, has unveiled the newly rebranded company’s plans for the “Metaverse” — a combination of online environments that can be experienced in augmented and virtual reality. (The company’s new name, Meta Inc., reflects the new focus, but the major brands the company owns, including Facebook itself, will retain their current names under the now-renamed parent company.)

We can’t ignore the fact that Facebook is rolling out its bold plan at a moment when the company is on the receiving end of much negative attention over its business practices and corporate values, if any. Facebook is as much a global supervillain as a company, or at least the overall coverage would suggest as much. No, we definitely can’t ignore that, and we won’t — look for a specific analysis of that part of the whole puzzle in this week’s full version of the The Line‘s dispatch feature later today.

But for this column, just for now, let’s briefly set aside Facebook’s major political and cultural problems, and actually try to assess Metaverse on its own merits. What the hell is the company trying to do here, and will anyone go for it?

The what of Metaverse is intriguing. Zuckerberg announced the concept in a promotional video, but that’s mostly marketing. The Guardian tried to concisely sum up what is being proposed, and I probably won’t do better, so let’s just crib their summary:

    The metaverse is where the physical and digital worlds come together. It is a space where digital representations of people – avatars – interact at work and play, meeting in their office, going to concerts and even trying on clothes.

    At the centre of this universe will be virtual reality, a digital world that you can already enter via Facebook’s Oculus VR headsets. It will also include augmented reality, a sort of step back from VR where elements of the digital world are layered on top of reality – think Pokémon Go or Facebook’s recent smart glasses tie-up with Ray-Ban.

Virtual reality isn’t a new technology — I first tinkered around with a VR headset as a child probably 25 or 30 years ago at a downtown Toronto convention centre. It was incredibly rudimentary, but the core concept has basically stayed the same: a user puts on a virtual reality headset that puts a screen (or two separate ones) before their eyes, and those screens provide visual stimuli that, when combined with audio through a headset or earbuds, can create a very convincing simulation of … basically anything. There are a series of virtual reality video gaming systems on the market today; I own one of the lower-capability versions, a PlayStation VR, running off a Playstation 4 console. Though one of the less powerful modern VR systems, it’s still surprisingly capable of completely tricking your brain. My wife and I once spent an amusing evening doing a virtual rollercoaster ride, and even sitting in a chair in my basement, you’d swear you could feel the motion of the car going up and down the tracks.

All the bafflegab about a “metaverse”? Wes Fenlon believes it’s all bullshit:

We have Neal Stephenson’s 1992 novel Snow Crash to thank for popularizing avatars as our digital personas, from early internet message boards to full-body VRChat. We also have Snow Crash to blame for the absolute hell we find ourselves in today, as every tech billionaire on the planet slobber all over themselves as they declare the metaverse — the next phase of human culture!! — is within reach. Games, NFTs, crypto, VR, AR, the blockchain, they’re all wrapped up in this idea of a virtually-integrated society in which our Fortnite costumes will carry over to our Onlyfans accounts and we will never, ever have to log off.

The absurdity of it makes me want to scream, or maybe die, or maybe just spoon out the part of my brain that knows what an NFT is. But there’s one thing that keeps me going:

The absolute gleeful, cackling, deep-in-my-bones certainty that it’s all complete bullshit.

If you also know deep in your heart that the metaverse is a big fat steaming load of billionaire nerd pabulum, I hope reading these words provides you with a wave of vindicating comfort. You’re not crazy. I know it can feel like that when the people peddling these things seem so convinced that they’re the future, like they know something you don’t. Don’t fall for it. Watching people spend $69 million in fake money to buy a JPEG should make you feel like you’re living in an age of unparalleled nonsense.

That feeling isn’t going to go away. For the next decade we’ll all be asking ourselves if the whole world’s gone mad at least once a week. But the good news is that the metaverse and the tech industry’s very expensive obsession with trying to make it a reality will be a schadenfreude generator the likes of which we’ve never seen before.

We will all become the living embodiments of the one true expression of being online in the 21st century:

The metaverse is bullshit because it already exists, and it’s called the internet

When Epic’s Tim Sweeney and Facebook’s Mark Zuckerberg talk about the metaverse, they’re primarily drawing from the foundational visions of cyberspace created by science fiction authors like William Gibson and Neal Stephenson. Their books in the ’80s and early ’90s looked at what computers were capable of at the time and imagined them decades in the future, just abstract enough to let our imaginations run.

Here’s Gibson’s description of cyberspace in Neuromancer (1984):

    A consensual hallucination experienced daily by billions of legitimate operators, in every nation… A graphic representation of data abstracted from the banks of every computer in the human system. Unthinkable complexity. Lines of light ranged in the nonspace of the mind, clusters and constellations of data. Like city lights, receding.

And here’s a snippet of Stephenson’s description of the metaverse in Snow Crash (1992):

    Your avatar can look any way you want it to, up to the limitations of your equipment. If you’re ugly, you can make your avatar beautiful. If you’ve just gotten out of bed, your avatar can still be wearing beautiful clothes and professionally applied makeup. You can look like a gorilla or a dragon or a giant talking penis in the Metaverse. Spend five minutes walking down the Street and you will see all of these.

Both novels were prescient and profoundly influential. Alongside movies like Tron, they shaped ’80s and ’90s depictions of what it would look like to be inside a computer, from rudimentary early VR to movies like The Matrix. In 2012, Michael Abrash — who has worked at Microsoft, id Software, Valve, and Oculus — wrote that his game development career “all started with Snow Crash.”

October 21, 2021

If Quebec is the model for universal childcare services, then voters will be waiting a long, long time for that promise to be fulfilled

Filed under: Business, Cancon, Government — Tags: , , , , — Nicholas @ 03:00

In The Line, Andrea Mrozek talks about the promises (mostly still unfulfilled) of Quebec’s “universal” childcare service model:

Since last month’s election, many have been asking which promises the Liberals made will prove the most difficult to keep. Put child care at the top of the list: The federal government’s five-year, $30 billion Canada-wide child-care plan is rife with complicating factors. When government officials point to Quebec as the model for the rest of Canada, what that means is a system plagued by lack of access, inequality and poor quality.

When Quebec introduced its low-user fee “universal” system in 1997, the goal was to create a centre-based, publicly-funded system for all children. Fees started at $5 a day, briefly shifting to a fee structure based on income, before settling in at the current daily rate of $8.50.

The rapid reduction in fees in only one part of the child-care sector disrupted the care options parents were using in Quebec. Private providers, who were not to be included in Quebec’s system, “understandably crumbled” after the system began. Unfortunately, the public system never picked up the slack. So the Quebec government then coaxed them back into the business of child-care provision through a system of tax credits.

Consider this: We are told publicly funded child care offered at a fixed low price for parents is the way to go across Canada. Consider further that we are told Quebec is the model for said child-care system. Then consider that between 2003 and 2021, in Quebec, public (“Centres de la petite enfance” or CPE spaces) increased by about 55 per cent, or 35,000 spaces. In the same time period, private, unsubsidized spaces increased by about 4,200 per cent or 68,500 spaces. This growth in private provision is not at all what architects of public child-care provision desire. It has, however, proved unavoidable in Quebec, precisely because provision of public spaces has been so slow. Whether it’s lack of funds, political will or some other combination of factors, Quebec has been unable over two decades to build the system of CPE’s envisioned in the mid 1990s.

None of this is a secret: The Quebec auditor general reported last fall there are “not enough spaces available in subsidized child care to meet the needs of families in Quebec.” There are 98,014 spaces in CPEs but 46,000 on a waiting list for a CPE space, as per the auditor general. Does this sound like a policy success?

Further, the waitlists are now themselves a source of inequity. The same auditor-general report highlights that in Montreal in particular, “the children of low-income families are underrepresented in (CPEs).” Previous studies showed this to be a problem across Quebec. Sociologist Rod Beaujot wrote this in a 2013 paper: “In Quebec, day care is used less by children in vulnerable environments, and the services they use are of lower quality (Giguère and Desrosiers 2011). In contrast, the higher the mother’s education, and the higher the family income, the greater the usage of child-care in the Quebec program (Audet and Gingras 2011.) While the program has provisions for disadvantaged families, it would appear that other provinces are more successful in tailoring programs to families with lower incomes.”

So, it’s another “universal” program that disproportionally benefits the wealthy and well-connected (who tend to be Liberal Party supporters and voters)? Tabarnak! Who could ever have possibly seen this coming? Oh, and the Quebec model the rest of the country is supposedly eager to adopt has literally the worst ratios of adult caregivers to children, and 81% of Quebec parents say “Finding quality child care is a way bigger hassle than it should be for parents today”, which is a higher percentage than it is in any other province.

October 14, 2021

The quasi-monopolies of the “web giants”

Filed under: Australia, Business, Media, Technology, USA — Tags: , , , , , , , — Nicholas @ 03:00

Arthur Chrenkoff runs afoul of automated “community standards” enforcement on social media, getting locked out of his Twitter account for something that any actual human being would be able to instantly decide was not at all any kind of violation of normal human interactions online or in-person. Of course, if you’ve been in this position yourself, you won’t be surprised to find that launching an appeal of the bot’s action does not get immediate response … and sometimes never gets any attention from a human. He’s aware of this, and he’s still of the belief that this does not call out for any kind of government intervention:

“Automotive Social Media Marketing” by socialautomotive is licensed under CC BY 2.0

I remain broadly sympathetic to the free market argument that competition will, in time, cure any problems that business activity throws up from time to time, such as market domination or underhand practices. The mighty will be brought down low, new players will offer new products, consumer preferences will change, creative (or destructive) equilibrium will be restored. We can all argue, of course, to what extent free market and free competition exist in any particular setting at any particular time. If “real socialism” has never been tried, “real free market” (as opposed to capitalism, which is not necessarily the same thing) might be equally rare in practice. It is certainly true that comparing the lists of top 50 biggest companies one hundred, 50, 20 years ago and today will indicate a lot of economic change, but might not tell us very much about the reasons for that change, which can be quite complex.

The tech giants might not be historically unique as far as their size and power are concerned, but they’re not the norm either. They are not exactly monopolists, but their domination of their particular sections of the market elevates them from the domain of mere companies to something akin to public utilities. Google, Facebook and YouTube, for example, account for 80 per cent of digital advertising in Australia. There are alternatives to all these providers but they are so tiny by comparison as to defeat their main purpose for many users, which is to provide the biggest possible reach and exposure to the world. If you get demonetised or banned by YouTube, other video-sharing platforms can give you only a fraction of the traffic and the eyeballs, which impoverishes you literally and the internet users metaphorically, since they are now less likely to be exposed to the broad range of content. There are other social networks, but only Facebook has “everyone” on it, including your grandma, school friend from primary, and that couple you’ve met on the trip to Spain. Sure, if you get banned from Facebook, you can still try to keep in touch with all these people via many separate channels but it’s so much more difficult, disjointed and time consuming. For that same reason, Facebook’s Marketplace has a much better reach than other platforms that are focused exclusively on online ads. If Marketplace continues to shadow ban me, I can try Craigslist or Gumtree or Locanto, but – certainly in the categories I’m interested in – they all have significantly smaller audiences.

The traditional response to bad customer experience has been “try somebody/something else”. You don’t like Facebook – or Facebook doesn’t like you? Try another similar service. But I’m not sure if most of my friends would be able to name even one alternative to FB, and the chances they are on it are even slimmer. So telling people to stop whining and use an alternative to the tech giants is akin to telling someone “Oh, you can’t have a mobile (cell) phone? So what, no one is stopping you from writing a letter!” It’s the same but different. This is the consequence of the domination of the internet by the Googles and the Facebooks. And the internet now does play an essential role – for better or worse – in our lives and work. Hence the comparison to public utilities. Facebook might not be quite like electricity or running water, but it’s very close to, say, phone service. Yes, you can opt for another social network, but compared to Facebook this would be like a phone company that only makes it possible for you to contact one in twenty people instead of just about everyone, and even then maybe only once a week, at a time predetermined by the provider. It’s a service of sorts, but so inferior in every way to the main game in town as to be incomparable.

I’m not offering any solution to this problem. Many, both on the left and the right, are increasingly of a mind that, like Standard Oil of more than a century ago, the tech behemoths of today need to be broken down into smaller and less powerful units. That could solve some problems but won’t solve many others. Like mine, for example; a somehow “smaller” Twitter and Facebook can still be unresponsive and unaccountable. And as we know from other areas of economy, greater involvement and control by the supposedly impartial government does not guarantee better outcomes either. Big government, like big business, is run by human beings who, quite apart from their own characteristics as individuals, work within a particular culture, which has its own values, agendas and preferences. Government is a monopolist too in many ways, and for all the politics, is not necessarily responsive and accountable either.

October 13, 2021

Elitist scorn for “dollar” stores

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

Laura Williams uses the often-debunked tale of Marie Antoinette telling the poor of Paris to eat cake to illustrate a very real present-day issue of local governments trying to limit or even eliminate low-cost retail options in poor areas of their municipalities:

“Family Dollar Store” by JeepersMedia is licensed under CC BY 2.0

Sixty-two percent of adults surveyed by brand intelligence firm Morning Consult say Dollar Tree “has a positive effect on my community” (compared to 51 percent for Starbucks and 59 percent for Target).

People who can afford more choices — driving out to a big-box store, buying in bulk, ordering online, patronizing a farmer’s market — simply can’t see the perspective of someone for whom the dollar store is the most practical option.

[…]

Opponents of dollar stores often contradict each other or even themselves.

Critics objected when suburban growth sent stores running for whiter, more affluent suburbs. But dollar stores’ explicit attempts to reverse this trend — to set up affordable retail options in poorer, underserved neighborhoods — are somehow also the target of scorn.

You’ll also hear critics claim dollar stores engage in “predatory” behavior by offering prices that are simultaneously too low (undercutting potential competitors) and also too high (as compared to a per-unit cost at the Costco 15 miles away).

Haters complain retail jobs offered by dollar stores are “low quality and low-wage” but also that dollar stores don’t create enough of these low-quality, undesirable jobs. One is reminded of the Woody Allen line complaining about a restaurant’s “terrible food … and such small portions!”

A Tulsa councilwoman begrudgingly confirmed that dollar retailers offer essentials like toothpaste and school supplies, bread and eggs, in areas where supermarkets “have consistently failed”. Why this is condemnable, rather than laudable, she does not explain.

With backward economic thinking, CNN claimed dollar stores “limit poor communities’ access to healthy food,” blaming low-cost retailers for the gaps they try to fill.

Bans on walkable, ultra-affordable stores do nothing to increase the availability of fresh food; they merely stamp out the only existing option.

October 12, 2021

The Southwest canary in the coal mine?

Filed under: Business, Government, Health, Liberty, USA — Tags: , , , , — Nicholas @ 03:00

Jim Treacher wonders, based reactions from the self-imagined elites, if they consider airline pilots to be slaves now:

I’m one of the pesky minority of Americans who are both pro-vaccine and against vaccine mandates. The evidence overwhelmingly proves that these vaccines are effective against the coronavirus, and I will continue to encourage everyone to get vaccinated. And, also, in addition to that, vaccine mandates are not only un-American but counterproductive. In addition to all the other dishonest, lame-brained, self-negating messaging we’ve heard during this pandemic, telling Americans what to do just doesn’t work. That’s not how we’re built.

And just on principle, vaccination is your decision as an individual. That’s how it’s supposed to work in this country. This is still a republic, if you can keep it.

Which is why it’s interesting that now this is happening:

Southwest is the only airline cancelling so many flights. Is that because the employees, including the pilots who are needed to fly the planes, are refusing to comply with the company’s new vaccine mandate?

The airline is saying otherwise:

“Disruptive weather”? Wouldn’t that affect all the airlines, not just one?

In any case, the smart fellers seem to think it’s about the vaccine. And they ain’t happy:

Oh, is that how it works? Those pilots are no longer individual human beings, with individual thoughts and opinions? They must subsume themselves into the corporation? The government throws money at everything in sight, and therefore all that stuff is owned by the government? All those people are owned by the government?

And these clowns call us fascists?

Airline pilots aren’t slaves. If they don’t want to work because of an employer’s mandate, that’s between them and the employer. If they get fired, that’s their problem. But nobody owns them, let alone entitled @$$holes like Andrew Ross Sorkin.

Of course, you can always trust The Babylon Bee (America’s Most Trusted News Source™) to get to the heart of the matter:

October 7, 2021

QotD: Music as a career choice

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

Last day of Gnat’s school. They had a picnic outside with a band: a guy with a guitar and a guy with a bass. Nice patter and good musicianship, but they should tour high school and teach the kids a very important lesson. Look at us! We’re in our late forties, excellent musicians, skilled in the Path of Rock, and in the end it’s parties for four year olds. No doubt they enjoy their work; that’s irrelevant. Point to young rockers: they are not living in a mansion with a limo in the bedroom with gold-plated champagne spigots in the backseat Jacuzzi; nor do they have a stable of foxy groupies waiting in the van. Maybe it’s enough to keep playing and enjoy what you’re doing — in fact, given that most who take up the Path of Rock fall by the wayside and forswear the Axe, they’re ahead of the game. A gig is a gig. And the audience not only loved them, but was entirely sober, for a nice change. Still: if you young rockers out there think that the Path will lead to awesome debauchery for, like, forever: heed the Bear. It’s not all TV sets tossed off motel balconies. Sometimes it’s leading kids around a meadow making choo-choo sounds on your wirelessly miked bass.

James Lileks, The Bleat, 2005-06-03.

October 5, 2021

QotD: Entrepreneurship

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

If entrepreneurs see value in the […] economic landscape, and perceive there are rich profits to be made in turning around businesses and then flogging them off, it is very good news indeed for the country’s economy. By releasing capital from uneconomic areas and focussing it on lucrative new bits, the overall pie gets bigger, jobs get created, and productivity is also increased.

In fact, one could almost create a new economic law: the amount of abuse raining down on entrepreneurs is directly proportional to the good they do. I haven’t seen much reason to doubt this law yet.

Johnathan Pearce, “Gordon Gekko goes to Germany”, Samizdata.net, 2005-05-05.

October 3, 2021

The Triumph Spitfire Story

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

Big Car old account
Published 8 Mar 2019

To help me continue producing great content, please consider supporting me: https://www.patreon.com/bigcar

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The Spitfire is a beautiful automobile, a thing of wonder penned by an Italian genius, but it almost never happened. If not for a chance find in the dusty corner of a factory it would have remained merely a “could have been”. But Triumph produced a car that still inspires new creations today and has a strong and loyal fan base around the world, nearly sixty years since it burst on the scene.

#TriumphSpitfire

September 23, 2021

QotD: The problem with “free” tech stuff

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

… I’m baffled by this idea — seemingly everywhere in modern marketing — that they can somehow annoy you into buying their products. Music streaming services like Spotify are all but unlistenable because of it — not only do you get four ads every three songs, but three of the four ads ask “Want a break from the ads? Join premium!!” Or … you know … I could just go back to listening to tunes the old fashioned way. Humanity’s Greatest Genius, when he lays off that shtick for a minute, actually has some good riffs on this. We all must learn to deprogram ourselves from the Cult of Free. If they’re giving away the product, then you are the product. Much like a college degree, “free” tech is actually negative equity — you’re actually worse off for doing it.

It has gotten so bad lately that they don’t just barrage you with ads, they’re now starting to force-feed you content. I used to have Amazon Music — the free one, of course — because it was a good way to listen to The Z Man’s podcasts and my classical library during my commute. I’d download albums to my phone, switch to “offline” mode, and listen that way. Which Amazon obviously considers no good, because they pushed out some “car mode” bullshit that now automatically turns your wifi on, then starts blasting hip hop at you. And that’s not all! A few weeks back, while trying to figure out a way to turn the damn thing off, I noticed that it now has a “your playlist” feature, based on “your” music … which is, of course, the same force-fed rap shit I’ve been trying so desperately to avoid. It has decided that not only shall I listen to Young Jeezy, Big Weezy, and MC Funetik Spelyn, I will also like it, to such a degree that they will start force-feeding me other shit based on my “likes”.

Yeah. Uninstalled. Fuck you, Bezos. I’ve got a CD player. And when Microsoft decides that I’m not listening to the right music on that, and uninstalls the driver, I’ve got a tape deck. And when that breaks, I will sing to myself as I go down the highway. 99 bottles of beer on the wall, motherfucker, just like bus trips back in Boy Scouts. Enough is enough.

Severian, “Mailbag / Grab Bag”, Rotten Chestnuts, 2021-06-18.

September 7, 2021

Fallen Flag — the New York, New Haven & Hartford Railroad

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

This month’s Classic Trains fallen flag feature is the New York, New Haven & Hartford Railroad by J.W. Swanberg. The New Haven was created in 1872 by a merger between the New York and New Haven Railroad (began operation in 1849) and the Hartford and New Haven Railroad (operations from 1844 onward). The combined entity owned main line track from New York City through its Connecticut namesake cities to Springfield Massachusetts. With its own trackage and lines leased from other New England railways along with steamship companies and local trolley lines, it largely monopolized freight and passenger traffic south of the competing Boston and Albany line. As the Wikipedia entry describes the company’s early growth:

Around the beginning of the 20th century, New York investors led by J. P. Morgan gained control, and in 1903 installed Charles S. Mellen as President. Charles Francis Murphy’s New York Contracting and Trucking company was awarded a $6 million contract in 1904 to build rail lines in the Bronx for the New York, New Haven, and Hartford Railroad. An executive at the railroad said the contract was awarded to avoid friction with New York City’s Tammany Hall political machine. In response to this contract, the New York State Legislature amended the city’s charter so that franchise-awarding power was removed from the city council and given to the Board of Estimate and Apportionment, which only recently became defunct in 1989. Morgan and Mellen achieved a complete monopoly of transportation in southern New England, purchasing other railroads and steamship and trolley lines. More than 100 independent railroads eventually became part of the system before and during these years, reaching 2,131 miles at its 1929 peak. Substantial improvements to the system were made during the Mellen years, including electrification between New York and New Haven. […] Morgan and Mellen went further and attempted to acquire or neutralize competition from other railroads in New England, including the New York Central’s Boston and Albany Railroad, the Rutland Railroad, the Maine Central Railroad, and the Boston and Maine Railroad. But the Morgan-Mellen expansion left the company overextended and financially weak.

In 1914, 21 directors and ex-directors of the railroad were indicted for “conspiracy to monopolize interstate commerce by acquiring the control of practically all the transportation facilities of New England.”

J.W. Swanberg carries on the story of the railroad’s woes during and after the First World War:

The New Haven was a financial powerhouse at the start of the 20th century, but from 1903 to 1913, the road was driven to near bankruptcy under President Charles S. Mellen and financier J.P. Morgan. One gain in this period, though, was control of the Central New England Railway, which included the Hudson River bridge at Poughkeepsie, N.Y., and the link to Maybrook and nearby Campbell Hall. This was New Haven’s gateway to the west, also served by trunk lines Erie; New York, Ontario & Western; and bridge lines Lehigh & Hudson River and Lehigh & New England.

World War I government control and the Roaring 1920s boom times saved the New Haven, but not enough to survive the Great Depression, and bankruptcy came in 1935. World War II traffic allowed recovery and rebuilding, but soon all was lost by mismanagement and bankruptcy came again in 1961. The postwar New Haven faced not only highway and airline competition but also the almost total erosion of New England’s heavy industrial base. Just a shell of the once-mighty railroad was forced into a reluctant Penn Central on Jan. 1, 1969.

One of the line’s claim to fame was the early electrification program the New Haven embarked on in 1907:

“View of Typical Sectionalizing Bridge, Auto-Transformer Installation and Cable Runway May 2, 1914.”
Photo and original caption from Electric Railway Journal via Wikimedia Commons.

The New York, New Haven and Hartford Railroad pioneered electrification of main line railroads using high-voltage, alternating current, single-phase overhead catenary. It electrified its mainline between Stamford, Connecticut, and Woodlawn, New York, in 1907, and extended the electrification to New Haven, Connecticut, in 1914. While single-phase AC railroad electrification has become commonplace, the New Haven’s system was unprecedented at the time of construction. The significance of this electrification was recognized in 1982 by its designation as a National Historic Engineering Landmark by the American Society of Mechanical Engineers (ASME).

[…]

The New Haven’s system was extended across the Hell Gate Bridge to the New York Connecting Railroad upon the line’s construction. The system of electrification was an extension of the New Haven’s revised 11/22 kV autotransformer architecture. The original electrification extended from the New Haven’s main line, across the Hell Gate Bridge, to the Bay Ridge yard. The line south of Bowery Bay Junction was de-electrified in the 1950s. The line between New Rochelle and the Harold Interlocking was transferred to Amtrak in 1976 upon dissolution of Penn Central. The electrification system continued to be controlled as a portion of the ex-New Haven system until the 1987 conversion to 60 Hz operation.

When the New Haven main line was converted by Metro-North to 60 Hz operation, the Amtrak Hell Gate line was also converted, but as an isolated system powered from the Van Nest substation. Control of the catenary system was transferred from Cos Cob to the Load Dispatcher at New York Penn Station. Although conversion occurred subsequent to the PRR-era electrification, Amtrak substation numbers 45-47 were assigned for consistency with the rest of the PRR numbering scheme.

New Haven dual-power diesel-electric FL9 locomotive 2011 with train #138, a NYC – Pittsfield train, at South Norwalk, CT on October 13, 1968. The stub of the former branch to the docks is in the foreground.
Photo by Roger Puta via Wikimedia Commons.

September 2, 2021

Charles Stross predicts that Elon Musk will become a multi-trillionaire

Filed under: Business, Economics, Government, Space, Technology, USA — Tags: , , , , — Nicholas @ 03:00

Charles Stross isn’t exactly a fan of Musk’s, but he outlines why he thinks Musk is on a potentially multi-trillion dollar path:

Elon Musk at the 2015 Tesla Motors annual meeting.
Photo by Steve Jurvetson via Wikimedia Commons.

So, I’m going to talk about Elon Musk again, everybody’s least favourite eccentric billionaire asshole and poster child for the Thomas Edison effect — get out in front of a bunch of faceless, hard-working engineers and wave that orchestra conductor’s baton, while providing direction. Because I think he may be on course to become a multi-trillionaire — and it has nothing to do with cryptocurrency, NFTs, or colonizing Mars.

This we know: Musk has goals (some of them risible, some of them much more pragmatic), and within the limits of his world-view — I’m pretty sure he grew up reading the same right-wing near-future American SF yarns as me — he’s fairly predictable. Reportedly he sat down some time around 2000 and made a list of the challenges facing humanity within his anticipated lifetime: roll out solar power, get cars off gasoline, colonize Mars, it’s all there. Emperor of Mars is merely his most-publicized, most outrageous end goal. Everything then feeds into achieving the means to get there. But there are lots of sunk costs to pay for: getting to Mars ain’t cheap, and he can’t count on a government paying his bills (well, not every time). So each step needs to cover its costs.

What will pay for Starship, the mammoth actually-getting-ready-to-fly vehicle that was originally called the “Mars Colony Transporter”?

Starship is gargantuan. Fully fuelled on the pad it will weigh 5000 tons. In fully reusable mode it can put 100-150 tons of cargo into orbit — significantly more than a Saturn V or an Energiya, previously the largest launchers ever built. In expendable mode it can lift 250 tons, more than half the mass of the ISS, which was assembled over 20 years from a seemingly endless series of launches of 10-20 ton modules.

Seemingly even crazier, the Starship system is designed for one hour flight turnaround times, comparable to a refueling stop for a long-haul airliner. The mechazilla tower designed to catch descending stages in the last moments of flight and re-stack them on the pad is quite without precedent in the space sector, and yet they’re prototyping the thing. Why would you even do that? Well, it makes no sense if you’re still thinking of this in traditional space launch terms, so let’s stop doing that. Instead it seems to me that SpaceX are trying to achieve something unprecedented with Starship. If it works …

There are no commercial payloads that require a launcher in the 100 ton class, and precious few science missions. Currently the only clear-cut mission is Starship HLS, which NASA are drooling for — a derivative of Starship optimized for transporting cargo and crew to the Moon. (It loses the aerodynamic fins and the heat shield, because it’s not coming back to Earth: it gets other modifications to turn it into a Moon truck with a payload in the 100-200 ton range, which is what you need if you’re serious about running a Moon base on the scale of McMurdo station.)

Musk has trailed using early Starship flights to lift Starlink clusters — upgrading from the 60 satellites a Falcon 9 can deliver to something over 200 in one shot. But that’s a very limited market

As they say, read the whole thing.

August 31, 2021

Isambard Kingdom Brunel: The Genius of the Industrial Revolution

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

Biographics
Published 23 Mar 2020

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Oxford National Dictionary of Biography: https://www.oxforddnb.com/view/10.109…
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Britannica: https://www.britannica.com/biography/…
History Today: https://www.historytoday.com/archive/…
The Thames Tunnel: https://www.smithsonianmag.com/histor…
The atmospheric railway: https://www.theguardian.com/science/t…
SS Great Britain accident: https://www.ssgreatbritain.org/about-…

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