Tank Museum
Published on 24 Nov 2017The Mark IV tank was the most numerous of the First World War and went in to battle en masse at the Battle of Cambrai, 20 November 1917. In this special edition of Tank Chats, Curator David Willey explains how the Mark IV tank functions and how it was used to break through the World War One German defences.
November 25, 2017
Cambrai Tank Chats Special: The Mark IV Tank
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November 24, 2017
Tank Corps Unleashed – The Battle of Cambrai I THE GREAT WAR Week 174
The Great War
Published on 23 Nov 2017After stopping the offensive at Passchendaele, the British Army launches another, albeit more limited, offensive. Almost 500 tanks are put into place and the initial success is remarkable. But the Germans had been training in anti-tank warfare and are supported by fresh troops from the Eastern Front.
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November 23, 2017
Transport regression
ESR linked to this article, saying “This is hands-down the most interesting article on history of technology I’ve read in a very long time. It seems the Middle East, the cradle of the wheeled cart, completely gave up on wheeled transport for 1500 years – it was displaced by, of all things, camels. Among other things, this explains the mazelike layout of old Arab cities – they’re like that because they’re optimized for walking and animal-riding, not wheeled transport.”:
When the first motor car chugged defiantly off the road and into the desert an entire epoch in world history began to pass away, the epoch of the camel. After centuries of supremacy as a transport animal, centuries that had seen it become for millions of people the romantic symbol of the entire Middle East, the stalwart camel was at last facing unbeatable competition.
Yet once before this homely drama of competition between the camel and the wheel had been played out in nearly identical fashion, only in reverse. Once, in ancient times, the Middle East teemed with carts and wagons and chariots, but they were totally driven out by the coming of the camel.
For all the discussion there has been among archeologists about why advanced societies such as those in pre-Colombian Central and South America never invented wheeled transport, there has been little notice taken of the amazing fact that Middle Eastern society wilfully abandoned the use of the wheel, one of mankind’s greatest inventions.
It did not, of course, abandon the wheel in all of its many forms. The potter’s wheel remained, and so did the huge, picturesque norias, or waterwheels of Syria. But gradually over the course of the first four or five centuries of the Christian era, and perhaps even earlier, all wheeled transport in the area, from the grandest chariot to the humblest farm wagon, passed out of existence.
As late as the 1780’s the French traveler Volney could still note, “It is remarkable that in all of Syria one does not see a single cart or wagon.” Moreover, in the Arabic and Persian languages one is hard pressed to find any vocabulary proper to either the use or construction of carts and wagons.
The most common explanation of this phenomenon is lack of, or deterioration of, roads in the Middle East, and to be sure the old Royal Road of the Persians and the whole network of Roman roads at some time fell out of repair and then passed out of use. However, roads are built for wheels and not vice versa. Their decline paralleled that of the wheel; it did not cause it.
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November 22, 2017
A damned odd canary in this particular coal mine
Megan McArdle on the imminent demise of the FCC’s “Net Neutrality”:
The internet will be filled today with denunciations of this move, threats of a dark future in which our access to content will be controlled by a few powerful companies. And sure, that may happen. But in fact, it may already have happened, led not by ISPs, but by the very companies that were fighting so hard for net neutrality.
Consider what happened to the Daily Stormer, the neo-Nazi publication, after Charlottesville. One by one, hosting companies refused to permit its content on their servers. The group was forced to effectively flee the country, and then other countries, too, shut it down.
Now of course, these are not nice people. Their website espoused vile hate. But the fact remains that what they were publishing was not illegal, merely immoral, and their immoral speech was effectively shut down by a small number of private companies who decided to exercise their considerable control over what we’re allowed to read. And what is to stop them from expanding this decision to other categories, forcing the rest of us to conform to Silicon Valley’s idea of what it is moral and right for us to see?
Fifteen years ago, when I started blogging, it was common to hear that “the internet interprets censorship as damage and routes around it.” You don’t hear that so often anymore, because it’s not true. China has proven very effective at censoring the internet, and as market power has consolidated in the tech industry, so have private firms.
Meanwhile, our experience of the internet is increasingly controlled by a handful of firms, most especially Google and Facebook. The argument for regulating these companies as public utilities is arguably at least as strong as the argument for thus regulating ISPs, and very possibly much stronger; while cable monopolies may have local dominance, none of them has the ability that Google and Facebook have to unilaterally shape what Americans see, hear, and read.
In other words, we already live in the walled garden that activists worry about, and the walls are getting higher every day. Is this a problem? I think it is. But that doesn’t mean that the internet would get better if Google and Facebook and Apple and Amazon were required to make every decision with a regulator hanging over their shoulder to decide whether it was sufficiently “neutral.”
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November 19, 2017
Development of British Tank Tactics 1917 I THE GREAT WAR Special
The Great War
Published on 18 Nov 2017The Battle of Cambrai 100 years ago was one of the pivotal moments for the British Tank Corps and tank combat in general. For the first time, the tanks were deployed in a way that they could play to their strengths.
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Unique Ross Experimental A2 Pistol Prototype
Forgotten Weapons
Published on 13 Mar 2017This is a very rare Ross automatic pistol, patented in 1903 by Charles Ross, of the Ross Rifle Company in Quebec. It is a short recoil, toggle locked design, made for the .45 Ross proprietary cartridge (although efforts were made, unsuccessfully, to make a .45 ACP version for the US 1907 pistol trials).
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November 18, 2017
The two biggest problems holding back widespread adoption of electric cars
Warren Meyer explains why the current crop of electric vehicles are still only niche players, despite lots of overblown media hype and over-generous government subsidies:
There are two problems with electric vehicles. Neither are unsolvable in the long-term, but neither are probably going to get solved in the next 5 years.
- Energy Density. 15 gallons of gasoline weighs 90 pounds and takes up 2 cubic feet. This will carry a 40 mpg car 600 miles. The Tesla Model S 85kwh battery pack weighs 1200 pounds and will carry the car 265 miles (from this article the cells themselves occupy about 4 cubic feet if packed perfectly but in this video the whole pack looks much larger). We can see that even with what Musk claims is twice the energy density of other batteries, the Tesla gets 0.22 miles per pound of fuel/battery while the regular car can get 6.7. That is a difference in energy density of 30x. Some of this is compensated for by heavy and bulky things the electric car does not need (e.g. coolant system) but it is still a major problem in car design.
- Charge Time. In my mind this is perhaps the single barrier that could, if solved, make electric cars ubiquitous. people complain about electric car range, but really EV range is not that much shorter than the range of traditional cars on a tank of gas. The problem is that it is MUCH faster to refill a tank of gas than it is to refill a battery with a full charge. Traditionally it takes all night to charge an electric car, but 2 minutes at the pump to “charge” a gasoline engine. The fastest current charging claim is Tesla’s, which claims that the supercharger sites they have built on many US interstate routes sites will charge 170 miles of range in 30 minutes, or 5.7 miles per minute. A traditional car (the same one used in point 1) can add 600 miles of range in 2 minutes, or 300 miles per minute, or 52 times faster than the electric car. This is the real reason EV range is an issue for folks.
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The Best Way to Set Up a Bandsaw!
The Wood Whisperer
Published on 6 Jul 2017Back in 2007, I posted a video on Bandsaw Setup. The method I demonstrated was one I learned from other woodworkers as well as numerous books and manuals. While the method works perfectly, it overcomplicates things and employs a couple of unnecessary steps, namely achieving coplanarity of the wheels and eliminating drift. Four years later, I became aware of a video from The Woodworking Shows featuring Alex Snodgrass and his simpler (and nearly foolproof) method for bandsaw tuneup. I have since become friendly with Alex and asked him if he’d be willing to come out to my shop to film his setup method. He agreed and here we are! I can say without a doubt that this is the BEST way to set up a bandsaw.
Align the Blade
Install the blade and apply just enough tension to keep the blade securely on the wheels. Use the tracking adjustment while turning the wheel by hand to line up the deepest part of the gullet with the center of the top wheel.
Tension the Blade
You can usually ignore the tenon meter on most bandsaws as they are notoriously inaccurate. Instead, tension the blade until your finger is only able to deflect the blade by about 1/4″. This test should be done at the back of the saw where nothing can get in the way of the blade. The amount of pressure you apply to the blade shouldn’t result in turning your finger white. If that happens, you’re pushing too hard. After the tension is set, make sure the blade is still tracking properly with the gullet in the center of the top wheel.
Side Guides (Front to Back)
The front of the side guides should be located about 1/16″ back from the deepest part of the blade gullets. You don’t want the side guides to contact the cutting teeth of the blade since the teeth flare out at a slight angle. This adjustment is made to both the top and bottom guides.
Thrust Bearings
Adjust the thrust bearings carefully so that they do NOT rotate while the blade moves, but they DO begin to rotate as soon as light pressure is applied to the blade. Spend the necessary time to get this adjustment just right. Of course, you’ll do this adjustment to both the top and bottom guides.
Side Guides (Side to Side)
Just like the thrust bearing adjustment, the side guides should be as close to the blade as possible without actually touching. So when the blade moves the bearings should be stationary. When a slight amount of pressure is applied to the blade as its moving, the bearings should spin.
Square the Table
Using a 2×4 or 2×6, make a partial cut into the face of the board. Turn the saw off, flip the board around and try to get the blade to slide into the cut slot. If it slides in easily and without resistance, we know the table is 90 degrees to the blade. If it doesn’t slide in, make adjustments to the table and cut/test again. The wider the board is, the more accurate this test will be.
Align the Fence
The fence can be aligned parallel with the body of the blade using nothing more than a ruler. Be sure the ruler is resting on the body of the blade between the teeth. With a long enough ruler you can easily align the fence by eye. Alex shows us the F.A.S.T system which is a simple and convenient way to do this same task.
Test Cut
Since the overall goal of this setup process is to prepare for resawing, a good test is to slice off a thin veneer from a jointed and planed board. In our first test cut we were able to slice off a piece that was .016″ or just over 1/64″. This is way thinner than anything I’d ever need but it’s pretty cool to see that the saw is capable of making such a delicate cut.
Special thanks to Alex Snodgrass and Carter Products for helping make this video possible. Happy bandsawing!
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November 15, 2017
The Man Whose Tank Collection Got WAY Out Of Hand | Forces TV
Forces TV
Published on 29 Oct 2017We take a trip to Cobbaton Combat Collection to meet the family with over 70 military vehicles!
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QotD: Some positive effects of a cashless society
There’s a lot to like about the idea of a cashless society, starting with its effect on crime. The payoff to mugging people or snatching their bags has already declined dramatically, simply because fewer and fewer people are carrying cash around. I myself almost never have any of the stuff on hand. If it weren’t for the rising value of mobile phones, street crime would have largely lost its profit motive … and if better phone security makes it impossible to repurpose a stolen phone, that motive will approach zero.
A cashless society would also see a decline in the next level of robberies: stickups of retail outlets. There’s obviously no point in sticking a gun in the face of some liquor store clerk when all he can give you is the day’s credit card receipts. Even if these sorts of crimes are replaced by electronic thefts of equivalent value, this would still be a major improvement for society, simply because the threat of violent crime is uniquely terrifying and corrosive to community.
One step beyond that, there’s the effect on criminal enterprises, for whom cash is key. Making it impossible to transact business while keeping large amounts of money away from the watchful eye of the government will make it much harder to run an illegal operation. And while I love the tales of quirky bootleggers and tramp peddlers as much as the next fellow, the truth is that large criminal organizations are full of not very nice people, doing not very nice things, and it would be better for society if they stopped.
Megan McArdle, “After Cash: All Fun and Games Until Somebody Loses a Bank Account”, Bloomberg View, 2016-03-15.
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November 12, 2017
The Great Ships Ironclads Documentary
History Of Wars
Published on 6 Sep 2016With their menacing dark silhouettes belching fire and smoke, the Ironclad warships of the mid 19th century burst onto the naval scene like hulking metal monsters. Combining iron plating, steam propulsion and the biggest and most powerful guns afloat, the Ironclads represented a radical advance over all previous warships.
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November 8, 2017
Debunking the “we’re going to run out of mineral x” hysteria
Tim Worstall explains why you need to ignore reports that we’re going to run short of this or that critical metal or other mined resource:
But let’s return to their greater misunderstanding: that there’s some shortage of metals out there. It’s true that there is a limitation, of course it is. There is a number of nickel and or cobalt atoms on the planet and that’s a hard limit to the number we can use. But what we want to know is how close we are to it.
As I point out in that linked (and free!) book: we’re nowhere near any limit that need bother us. We’ve some 800,000 years of nickel left (assuming no recycling) and 34 million of cobalt – enough to be getting along with, given the average lifespan of a species is three million years.
So why the worrying that we are? Mainly, it’s because people misunderstand the technical jargon used in the industry. They talk about mineral reserves and mineral resources without realising that these are not a fair indication of useable resource. No, not even a guide, not an estimation, there simply is no link at all.
A mineral reserve is something that we have drilled, tested, dug up a bit and processed, and we have now proven that we can extract this at current prices, using current technology, and make a profit doing so. This is an economic definition: roughly speaking, the stock at already existing mines.
A mineral resource is where we’re pretty sure all of that is true – we’ve just not proved it yet. And then there’s the stuff we’ve not got around to looking at – which is true of the bulk of the planet and the bulk of all minerals.
It costs millions, sometimes hundreds of millions, to prove a resource into a reserve. It also costs millions to tens of millions to qualify a resource in the first place. So we don’t do this for things which we’re likely to use 30 years hence. Why spend all that money now to then wait for decades?
That’s why, if you go and look at mineral reserves, you’ll find we’re going to run out of everything in 30 – 50 years. And that’s because the best definition of a reserve is what we’ve prepared for us all to use in the next 30 – 50 years. To complain about this is like complaining that the food in the fridge is about to run out – without referring to the supermarkets and food production system which exists to fill up our fridges again.
It’s this mistake which leads to the insistence that we must recycle everything for we’re going to run out. We’re not. That underlying contention is simply wrong.
Just look at that famed Club of Rome report, Limits to Growth. They, entirely correctly, note that mineral reserves are going to last 30 – 50 years. They then, again entirely correctly, note that mineral resources can and will be converted into reserves by the application of time and money. But they then simply assume that resources out there are only 10 times current reserves. Hmm, 10 x 30 – 50 years is 300 to 500, isn’t it? So it’s not all that much of a surprise that they tell us that society is doomed, doomed, in only a couple of centuries when they add a bit of exponential growth in usage. Their prediction comes from their assumption, that wholly incorrect one, that current reserves are an indication of the total amount available to us.
All too many predictions of this sort are based on entirely and totally wrong assumptions. The truth is we simply do not have a shortage of any mineral, over any human timescale, that we might want to use. Any policy based upon the assumption that we do is provably wrong. So we’d better revisit those policies based upon this incorrect assumption pretty sharpish, shouldn’t we?
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Self-Driving Cars Will Make Most Auto Safety Regulations Unnecessary
ReasonTV
Published on 6 Nov 2017Cars are becoming computers on wheels, meaning software, not hardware, will soon be paramount for safety. This will eliminate the need for most federal vehicular safety regulations.
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Federal auto safety regulations fill nearly 900 pages with standards that determine everything from rear-view mirror and steering wheel placement to the shape of vehicles and the exact placement of seats. Many of the rules don’t make sense in the coming era of self-driving cars. Autonomous vehicles don’t need rear-view mirrors, or (eventually) steering wheels. Their ideal physical form is still a work in progress.But an even bigger rethink is in order. As motor vehicles become essentially computers on wheels, software, not hardware, will soon be paramount for safety. This will make most government regulation unnecessary, and, to the extent that it slows innovation, could even cost lives on the highway.
“Basically, the entire vehicle code can be boiled down to be safe and don’t unfairly get in the way of other people,” says Brad Templeton, an entrepreneur and software architect, who has worked as a consultant with Google on its self-driving car project. (He also blogs regularly on the topic.)
One difference between self-driving cars and traditional automobiles is that companies will have every incentive to fix safety problems immediately. With today’s cars, that hasn’t always been the case. Templeton cites General Motors’ 2014 recall of 800,000 cars with faulty ignition switches. The company knew about the safety flaw over a decade prior, but didn’t act on the information because recalls are so costly. The companies actions had dire consequences: One-hundred-and-twenty-four deaths were linked to the ignition defect.
But the safety problems of the future will primarily be bugs in software not hardware, so they’ll be fixed by sending ones and zeros over the internet without the need for customers to return hundreds of thousands of vehicles to the manufacturer. “Replacing software is free,” Templeton says, “so there’s no reason to hold back on fixing something.”
Another difference is that when hardware was all that mattered for safety, regulators could inspect a car and determine if it met safety standards. With software, scrutiny of this sort may be impossible because the leading self-driving car companies (including Waymo and Tesla) are developing their systems through a process called machine learning that “doesn’t mesh in with traditional methods of regulation,” Templeton says.
Machine learning is developed organically, so humans have limited understanding of how the system actually works. And that makes governments nervous. Regulations passed by the European Union last year ban so-called unknowable artificial intelligence. Templeton fears that our desire to understand and control the underlying system could lead regulators to prohibit the use of machine learning technologies.
“If it turns out that [machine learning systems] do a better job [on safety] but we don’t know why,” says Templeton, “we’ll be in a situation of deliberately deploying the thing that’s worse because we feel a little more comfortable that we understand it.”
For full text and links, go to: https://reason.com/archives/2017/11/06/self-driving-autonomous-regulation
Shot, written, edited, and produced by Jim Epstein. Filmed at the 2017 Automated Vehicles Symposium.
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November 6, 2017
Chainmail – some points about
Lindybeige
Published on 16 May 2009In which I ramble for a bit making a series of near-random points about chainmail, or mail, or whatever you prefer to call it.
There is much on mail on my website. Please check there first before writing to me asking questions on this topic.
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November 4, 2017
QotD: The ultimate Steve Jobs device
The iPad is the ultimate Steve Jobs device – so hypnotic that not only do people buy one without knowing what it’s good for, they keep feeling like they ought to use it even when they have better alternatives for everything it does. It’s a triumph of style over substance, cool over utility, form over actual function. The viral YouTube videos of cats and two-years-olds playing with it speak truth in their unsurpassable combination of draw-you-in cuteness with utter pointlessness. It’s the perfect lust object of postmodern consumerism, irresistibly attractive but empty – you know you’ve been played by the marketing and design but you don’t care because your complicity in the game is part of the point.
This has to be Steve Jobs’s last hurrah. I predict this not because he is aging and deathly ill, but because he can’t possibly top this. It is the ne plus ultra of where he has been going ever since the Mac in 1984, with his ever-more obsessive focus on the signifiers of product-design attractiveness. And it’s going to make Apple a huge crapload of money, no question.
[…]
Fast-forward this a couple years and I can see Apple in hell, committed to sexy overpriced products that nobody actually needs, undercut by Android from all directions, and subsisting on a decaying aura of pop-cultural cool. Because that’s what tends to happen when you put yourself in the fashion business and you’re past your peak; those who live by hipness get to die by it too.
Eric S. Raymond, “Apple, postmodern consumerism and the iPad”, Armed and Dangerous, 2010-04-22.
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