Art Diamond – Page 69 – artdiamondblog.com

Tiananmen Leader Hopes Exiled Hong Kongers Will Keep Memory of Massacre Alive

(p. A8) For decades, Hong Kong was the only place in China where the victims of the 1989 military crackdown on pro-democracy activists at Tiananmen Square in Beijing could be publicly mourned in a candlelight vigil. This year, Hong Kong is notable for all the ways it is being made to forget the 1989 massacre.

In the days before the June 4 anniversary on Sunday, even small shops that displayed items alluding to the crackdown were closely monitored, receiving multiple visits from the police. Over the weekend, thousands of officers patrolled the streets in the Causeway Bay district, where the vigil was normally held, and set up tents where they searched people suspected of trying to mourn. They arrested four people accused of “acts with seditious intention” and one person accused of obstructing police officers. Another 27 people were detained.

Zhou Fengsuo, a student leader in the Tiananmen Square protest movement, said that Hong Kong is now under the same “despotic rule” as the mainland.

. . .

“For us Tiananmen survivors, losing Hong Kong — this very important place that shielded history and truth — is very painful,” said Mr. Zhou, the former Tiananmen leader. After the raid and forced closing of a June 4 museum in Hong Kong in 2021, Mr. Zhou donated several Tiananmen artifacts to a newly established permanent exhibit in New York, including a bloodstained banner, a tent and a mimeograph. A section was devoted to Hong Kong.

He added that he related to the wave of Hong Kong dissidents who had left the city — to the pain of exile and their struggle to keep the movement alive while far from home. But their presence abroad was helping to keep the memory of the crackdown alive elsewhere, he said.

“On the other hand, many Hong Kongers are now passionately participating in June 4 activities around the world, increasing attendance threefold in some places,” he said. “There are now many cities that are starting to commemorate June 4 because of the arrival of Hong Kongers.”

For the full story, see:

Tiffany May. “Marking the Tiananmen Massacre in a Hong Kong Stripped of Dissent.” The New York Times (Monday, June 5, 2023): A8.

(Note: ellipsis added.)

(Note: the online version of the story was updated June 5, 2023, and has the title “Hong Kong Remembered the Tiananmen Massacre, Until It Couldn’t.”)

With No New Transmission Lines, 80 Percent of Planned Biden Emissions Reduction May Not Happen

(p. A12) . . ., compare today’s renewable energy and transmission system to one estimate of what it would take to reach the Biden administration’s goal of 100 percent clean electricity generation by 2035. Transmission capacity would need to more than double in just over a decade.

There are enormous challenges to building that much transmission, including convoluted permitting processes and potential opposition from local communities.

. . .

The climate stakes are high. Last year, Congress approved hundreds of billions of dollars for solar panels, wind turbines, electric vehicles and other technologies to tackle global warming. But if the United States can’t build new transmission at a faster pace, roughly 80 percent of the emissions reductions expected from that bill might not happen, researchers at the Princeton-led REPEAT Project found.

Already, a lack of transmission capacity means that thousands of proposed wind and solar projects are facing multiyear delays and rising costs to connect to the grid. In many parts of the country, existing power lines are often so clogged that they can’t deliver electricity from wind and solar projects to where it is needed most and demand is often met by more expensive fossil fuel plants closer to homes and businesses. This problem, known as congestion, costs the country billions of dollars per year and has been getting worse.

. . .

Utilities are sometimes wary of long-distance transmission lines that might undercut their local monopolies.

For the full story, see:

Nadja Popovich and Brad Plumer. “Why America Is Not Ready for the Energy Transition.” The New York Times (Friday, June 16, 2023): A12.

(Note: ellipses added.)

(Note: the online version of the story has the date June 12, 2023, and has the title “Why the U.S. Electric Grid Isn’t Ready for the Energy Transition.”)

Engerman, with Fogel, Courageously Asked Politically Incorrect Questions about Slavery

(p. D8) Stanley Engerman, one of the authors of a deeply researched book that, wading into the fraught history of American slavery, argued that it was a rational, viable economic system and that enslaved Black people were more efficient workers than free white people in the North, died on May 11 [2023] in Watertown, Mass.

. . .

In their two-volume “Time on the Cross: The Economics of American Negro Slavery” (1974), Professor Engerman and Prof. Robert W. Fogel used data analysis to challenge what they called common characterizations of slavery, including that it was unprofitable, inefficient and pervasively abusive.

They said they were not defending slavery. “If any aspect of the American past evokes a sense of shame,” they wrote, it’s the system of slavery.” But much of the accepted wisdom about it, they said, was distorted, or just plain wrong.

“Slave agriculture was not inefficient compared with free agriculture,” they wrote. “Economies of large-scale operation, effective management and intensive utilization of labor made Southern slave agriculture 35 percent more efficient than the Northern system of family farming.”

They insisted that the typical slave “was not lazy, inept and unproductive” but rather “was harder working and more efficient than his white counterpart.” They contended that the destruction of the Black family through slave breeding and sexual exploitation was a myth, and that it was in the economic interest of plantation owners to encourage the stability of enslaved families.

They also wrote that some slaves received positive incentives, such as being elevated to overseers of work gangs, to increase their productivity.

The book attracted a lot of attention, including a rave review by the economist Peter Passell in The New York Times. “If a more important book about American history has been published in the last decade, I don’t know about it,” he wrote. He described the work as a corrective, “a jarring attack on the methods and conclusions of traditional scholarship” on slavery.

. . .

. . . the Marxist historian Eugene D. Genovese, whose own book about slavery, “Roll, Jordan Roll: The World the Slave Made,” was also published in 1974, called “Time on the Cross” an “important work” that had “broken open a lot of questions about issues that were swept under the rug before.”

For the full obituary, see:

Richard Sandomir. “Stanley Engerman, 87, Scholar Who Disputed Views on Slavery, Dies.” The New York Times (Monday, May 29, 2023): D8.

(Note: ellipses, and bracketed year, added.)

(Note: the online version of the commentary was updated May 30, 2023, and has the title “Stanley Engerman, Revisionist Scholar of Slavery, Dies at 87.”)

The book praised in the obituary quoted above is:

Fogel, Robert William, and Stanley L. Engerman. Time on the Cross: The Economics of American Negro Slavery. Boston: Little, Brown and Company, 1974.

Chinese Communist Party “Rattled” by Citizens Refusing to Pay Mortgages on Unfinished Apartments

(p. B1) The rows of towering buildings crowding the banks of the Gan River are a testament to the real estate boom that transformed Nanchang in eastern China from a gritty manufacturing hub to a modern urban center.

Now those skyscrapers are evidence of something very different: China’s real estate market in crisis, reeling after years of overbuilding.

. . .

Nanchang illustrates the enormous challenges policymakers face in trying to revive China’s economy. During past downturns, Beijing turned to real estate and infrastructure spending to jump-start the economy. But this time, it won’t be an easy fix. Developers are saddled with debt, cities are teeming with empty dwellings, and local government finances are depleted from years of paying for Covid testing.

Many of Nanchang’s newest apartments remain empty because developers ran out of money and did not finish building already-sold units. Some homeowners are refusing to pay mortgages until their apartments are finished, a nationwide act of dissent that has rattled the Chinese Communist Party.

. . .

Shortly after her daughter was born in 2019, Andie Cao, who lives and works in Shanghai, bought an unfinished apartment in Nanchang. It was closer to her hometown in the Chinese countryside, and she planned to move after the developer was set to finish the project in late 2021.

But the developer ran into financial problems and stopped construction in July 2021. After continuing to pay the mortgage for a year, Ms. Cao and other homeowners staged a mortgage boycott last July [2022].

Ms. Cao said that the salespeople had also told her that the apartment was in one of Nanchang’s more established districts with good schools, but that it was actually zoned for a neighboring, less developed area on the city’s outskirts.

“Everyone was deceived,” she said. “Otherwise, why would there be so many people buying a home in the suburbs?”

She said she was continuing to boycott, because the homes were still unfinished. She said the police had visited her parents to tell Ms. Cao to stop speaking out. The banks are now suing some of her boycotting neighbors.

For the full story, see:

Daisuke Wakabayashi and Claire Fu. “Once a Symbol of China’s Growth, Now a Sign of a Housing Crisis.” The New York Times (Wednesday, May 31, 2023): B1 & B4.

(Note: ellipses, and bracketed year, added.)

(Note: the online version of the story has the date May 25, 2023, and has the same title as the print version.)

At Disney World, Cheerful Main Street Strikes Back Against Dark Elitist Star Wars Hotel

Star Wars was never a good fit with the optimistic good-will of Walter Elias Disney, the entrepreneurial dreamer from Marceline, Missouri. I smiled when I read the story quoted below.

(p. A1) Disney bet big that superfans would pay thousands of dollars to spend two days in the ultimate Star Wars experience. It’s going the way of the Death Star.

Part hotel, part immersive role-playing experience, Star Wars: Galactic Starcruiser will close in September [2023], less than two years after opening with great fanfare. The hotel transports visitors to the world of the popular film franchise over two nights. Guest cabins resemble a spaceship, with views of outer space projected on screens designed to mimic windows.

Stays in the Starcruiser don’t come cheap: A family of four can expect to spend $6,000 and up, depending on the type of cabin chosen and visit dates. Travel agents and industry insiders say the high price contributed to gradually weakening demand after the property opened.

Walt Disney Co. has tested its theme park fans’ budgets in recent years, hiking the price of tickets, hotels and food at its attractions. Those higher prices and operational changes have drawn the ire of some of the Disney parks’ most loyal customers, including people who purchase expensive annual passes to visit the parks multiple times each year. Under Disney Chief Executive Robert Iger, Disney’s parks division has started scaling back some pandemic-era changes that upset longtime fans, . . .

. . .

(p. A2) A Disney spokeswoman attributed the Galactic Starcruiser’s cost to the way it thoroughly immerses guests in a fantasy world.

. . .

The Galactic Starcruiser’s steep price tag was a hard sell for even some of the most ardent Star Wars devotees, fans and travel industry analysts say.

. . .

“This premium, boutique experience gave us the opportunity to try new things on a smaller scale of 100 rooms, and as we prepare for its final voyage, we will take what we’ve learned to create future experiences that can reach more of our guests and fans,” a Disney spokeswoman said in an email Thursday [May 18, 2023].

While aboard the Starcruiser, visitors interact with costumed Disney employees, completing missions on the ship. Singers dressed as aliens give performances at dinner.

. . .

The attraction won an outstanding achievement for brand experience award from the Themed Entertainment Association, one of the industry’s top honors.

. . .

The hotel was expensive to operate in large part because of the so-called cast members who played roles in the immersive experience, said Dennis Speigel, founder and CEO of International Theme Park Services, which consults on projects at amusement parks.

For the full story, see:

Jacob Passy and Allison Pohle. “The Empire Strikes Out At the Star Wars Hotel.” The Wall Street Journal (Saturday, May 20, 2023): A1-A2.

(Note: ellipses, bracketed year, and bracketed date, added.)

(Note: the online version of the story has the date May 19, 2023, and has the title “Disney’s Star Wars Hotel Was Too Much—Even for Star Wars Fans.”)

“Range Anxiety” Leads Chinese to Prefer Hybrids Over EVs

(p. B12) Don’t write off hybrid electric vehicles.

After Tesla, the most highly valued U.S.-listed EV company isn’t homegrown Rivian or Lucid but Li Auto, a Chinese manufacturer that went public in 2020 by listing American depositary receipts.

. . .

What is surprising is that Li has overtaken NIO to lead the new generation of Chinese startups. Li doesn’t make the purely electric vehicles that were popularized by Tesla and that have become the technological focus of other startups and most old-school car manufacturers. Instead, it specializes in extended-range EVs, which use a generator to power up the battery with gasoline if it runs out of juice.

. . .

The popularity of what is essentially a plug-in hybrid, albeit a cutting-edge one, is notable in the Chinese market, which has in many ways led the transition to EVs.

. . .

But Chinese charging infrastructure is patchy, leading to range anxiety. Brokerage Bernstein expects 65% growth in plug-in hybrid sales in China this year, versus 25% growth for pure EVs.

For the full commentary, see:

Stephen Wilmot. “Move Over EVs, Hybrids Are Hot in China.” The Wall Street Journal (Tuesday, Feb. 28, 2023): B12.

(Note: ellipses added.)

(Note: the online version of the commentary was updated February 27, 2023, and has the same title as the print version.)

“Evaluate an Argument on Its Own Merits, Not on the Race of the Person Making It”

(p. A22) In 1991, Stephen L. Carter, a professor at Yale Law School, began his book “Reflections of an Affirmative Action Baby” with a discomfiting anecdote. A fellow professor had criticized one of Carter’s papers because it “showed a lack of sensitivity to the experience of Black people in America.” When the professor, who was white, learned that Carter was Black, he withdrew the remark rather than defend his claim. It was a reminder to Carter that many people, especially among his fellow establishment elites, had certain expectations of him as a Black man.

“I live in a box,” he wrote, one bearing all kinds of labels, including “Careful: Discuss Civil Rights Law or Law and Race Only” and “Warning! Affirmative Action Baby! Do Not Assume That This Individual Is Qualified!”

This was a book that refused to dance around its subject.

Weaving personal narrative with a broader discussion of affirmative action’s successes and limitations, “Reflections of an Affirmative Action Baby” offered a nuanced assessment. A graduate of Stanford and Yale Law, Carter was a proud beneficiary of affirmative action. Yet he acknowledged the personal toll it took (“a decidedly mixed blessing”) as well as affirmative action’s sometimes troubling effects on Black people as the programs evolved.

. . .

An early critic of groupthink, Carter warned against “the idea that Black people who gain positions of authority or influence are vested a special responsibility to articulate the presumed views of other people who are Black — in effect, to think and act and speak in a particular way, the Black way — and that there is something peculiar about Black people who insist on doing anything else.”

In the past, such ideas might have been seen as “frankly racist,” Carter noted. “Now, however, they are almost a gospel for people who want to show their commitment to equality.” This belies the reality that Black people, he said, “fairly sparkle with diversity of outlook.”

. . .

At the same time, Carter bristled at the judgment of many of his Black peers, describing several situations in which he found himself accused of being “inauthentically” Black, as if people of a particular race were a monolith and that those who deviated from it were somehow shirking their duty. He said he didn’t want to be limited in what he was allowed to say by “an old and vicious form of silencing.”

In an interview with The Times in 1991, Carter emphasized this point: “No weight is added to a position because somebody is Black. One has to evaluate an argument on its own merits, not on the race of the person making it.”

For the full commentary, see:

Pamela Paul. “A 1991 Book Was Stunningly Prescient About Affirmative Action.” The New York Times (Friday, May 26, 2023): A22.

(Note: ellipses added.)

(Note: the online version of the commentary has the date May 25, 2023, and has the title “This 1991 Book Was Stunningly Prescient About Affirmative Action.”)

The book praised in the commentary quoted above is:

Carter, Stephen L. Reflections of an Affirmative Action Baby. New York: Basic Books, 1991.

Is Leonardo’s Ferry Moored Due to Global Warming or Due to Bureaucratic Credentialism?

(p. 4) On a recent sunny morning on the banks of the Adda River in northern Italy, schoolchildren on a class trip to Imbersago — the “Town of the Ferry of Leonardo da Vinci” — gathered next to a moored boat and listened as a guide explained how the flights of the river’s birds, the formations of its rocks and the workings of its ships inspired Leonardo’s genius.

“Why doesn’t it move?” one of the students interrupted, pointing to the ferry, which sat behind a chain and a sign reading, “Service suspended.” It looked like a deserted summer deck atop two rowboats.

. . .

. . . some of the townspeople say an Italian problem more daunting than climate change is the real culprit for the ferry’s immobility since May [2023].

“Bureaucracy,” said John Codara, who owns the gelato shop next to the ferry.

. . .

“I mean Leonardo wasn’t a moron,” he said, under a framed picture of Leonardo. He demonstrated how the ferry worked on a small wooden model made by a local pensioner — “It’s to scale; it’s worth 500 euros,” or nearly $550, and argued that low water and weak currents meant operators required elbow grease to move it across the cable connecting the two banks.

“The force of the ferry is these,” Mr. Codara said, pointing at his biceps.

What they did not need was an advanced nautical degree, he said, as he marched out of his cafe and made a beeline for a sign honoring “The Human Face of the Ferry” and its pilots over the past century. “Harvard, Harvard, Harvard,” Mr. Codara said with derision as he pointed at the names. “They all went to Harvard.”

Roberto Spada, 75, whose father was one of those ferrymen, said he helped navigate the ferry as a 12-year-old and was interested in helping out the town by doing it again as a volunteer.

“I thought with my license I could do it,” Mr. Spada told the mayor as they leaned against other signs posted next to the ferry that featured both Leonardo’s sketch and an excerpt from Dante’s “Inferno” about Charon, “ferryman of the damned.”

A retired truck driver and president of the local fishing association — which has the ferry as its logo — Mr. Spada had a boating license but seemed bewildered as the mayor explained all of the certifications and bureaucratic hoops that needed to be jumped through to pilot the ferry.

“It’s a really long process,” said Mr. Vergani, the mayor.

For the full story, see:

Jason Horowitz. “Leonardo’s Ferry Left High and Dry in a Warming Climate.” The New York Times, First Section (Sunday, April 23, 2023): 4.

(Note: ellipses, and bracketed year, added.)

(Note: the online version of the story was updated April 25, 2023, and has the title “Leonardo’s Ferry Left High and Dry by Global Warming and Red Tape.”)

In “Hashing Things Out” to Save Lives Bateman “Could Be a Pit Bull”

(p. 20) Don Bateman, an engineer who invented a cockpit device that warns airplane pilots with colorful screen displays and dire audible alerts like “Caution Terrain!” and “Pull Up!” when they are in danger of crashing into mountains, buildings or water — an innovation that has likely saved thousands of lives — died on May 21 [2023] at his home in Bellevue, Wash.

. . .

Bob Champion, a former scientist at Honeywell who worked with Mr. Bateman, said in a telephone interview: “Don had a true passion for saving lives. He was a peach, but behind closed doors, when we were hashing things out, he could be a pit bull.”

. . .

“He never lost his childlike wonder about flying,” Ms. McCaslin said by phone. “He did a lot of his great work from his 40s on.”

. . .

Mr. Bateman told the National Science and Technology Medals Foundation in 2011 that in the late 1960s there were fatal accidents nearly every month, during which a pilot would “fly into something, like a mountain, or go in short on the runway.”

. . .

Determined to do something, Mr. Bateman developed — and in 1974 patented — his first ground proximity warning system: a small box that integrated data from within the aircraft, including the radar altimeter and airspeed indicator, and gave the pilot a 15-second warning of an approaching hazardous condition.

. . .

In the 1990s, the system improved exponentially. Engineers working with Mr. Bateman added GPS and critical terrain data, including topographical maps of Eastern Europe and China that had been charted by the Soviet Union as far back as the 1920s; they had been acquired in Russia at Mr. Bateman’s request.

“We knew, as engineers, that if we could get the terrain data, we could do an awful lot,” he told The Seattle Times.

For the full obituary, see:

Richard Sandomir. “Don Bateman, 91, Engineer And Pioneer Who Invented A Cockpit Warning System.” The New York Times, First Section (Sunday, June 4, 2023): 20.

(Note: ellipses, and bracketed year, added.)

(Note: the online version of the obituary was updated June 8, 2023, and has the title “Don Bateman, Who Kept Airplanes From Crashing, Dies at 91.”)

Government Infrastructure Serves Elite More Than Ordinary Citizens

(p. A1) In a country where major industry and political fortunes alike are often tied to a vast, interwoven rail system, India has lavished public resources on new trains, but its purse strings have been much tighter when it comes to ensuring the safety of those already racing along its tracks.

Those decisions loomed large on Sunday [June 4, 2023] in the aftermath of a devastating train wreck that killed at least 275 people in eastern India.

. . .

Over the past years, India has been polishing its long-ramshackle infrastructure as never before, and its railways, which are at the heart of the world’s fifth-largest economy, have been a prime beneficiary. The government spent almost $30 billion on the rail system during the past fiscal year, up 15 percent from the year before.

But the amount spent on basic track maintenance and other safety measures has been falling. A report last year by India’s auditor general, an independent office, found that less money was being allocated for track renewal work and that officials had not even spent the full (p. A11) amount set aside.

. . .

. . . most of Mr. Modi’s initiatives have been aimed not at the basic steps needed to get trains from Point A to Point B without mishap, but at improving speed and comfort. He regularly extols higher-fare new electric Vande Bharat trains connecting bigger cities and has made an early priority of a Japanese-style bullet train, though it can do nothing to improve the lives of the country’s ordinary passengers.

For the full commentary, see:

Alex Travelli. “Rail Funding In India Put Upkeep Last.” The New York Times (Monday, June 5, 2023): A1 & A11.

(Note: ellipses, and bracketed date, added.)

(Note: the online version of the commentary has the date April 18, 2023, and has the title “Money for Show Horses, Not Work Horses, on India’s Rails.”)

Rage That Transplant Medicine Stagnates

The essay quoted below provides one more example of why we should unbind medical entrepreneurs to allow them to bring us more and faster cures.

(p. 8) Today, I will explain to my healthy transplanted heart why, in what may be a matter of days or weeks at best, she — well, we — will die.

. . .

Organ transplantation is mired in stagnant science and antiquated, imprecise medicine that fails patients and organ donors.

. . .

Over the last almost four decades a toxic triad of immunosuppressive medicines — calcineurin inhibitors, antimetabolites, steroids — has remained essentially the same with limited exceptions. These transplant drugs (which must be taken once or twice daily for life, since rejection is an ongoing risk and the immune system will always regard a donor organ as a foreign invader) cause secondary diseases and dangerous conditions, including diabetes, uncontrollable high blood pressure, kidney damage and failure, serious infections and cancers. The negative impact on recipients is not offset by effectiveness: the current transplant medicine regimen does not work well over time to protect donor organs from immune attack and destruction.

. . .

I am speaking for my transplant cardiologist, the finest physician I have ever known, who sat across from me last month and cried into his palms when he told me I had incurable cancer.

For the full essay, see:

Amy Silverstein. “My Donor Heart And I Will Die Soon.” The New York Times, SundayOpinion Section (Sunday, April 23, 2023): 8.

(Note: ellipsis added; in the original, the word “we” in the first sentence is in italics.)

(Note: the online version of the essay has the date April 18, 2023, and has the title “My Transplanted Heart and I Will Die Soon.”)