Hunter-Gatherers Had High Child Mortality and Died Before Age 40

(p. 31) Child mortality in foraging tribes was severe. A survey of 25 hunter-gatherer tribes in historical times from various continents revealed that, on average, 25 percent of children died before they were 1, and 37 percent died before they were 15. In one traditional hunter-gatherer tribe, child mortality was found to be 60 percent. Most historical tribes had a population growth rate of approximately zero. This stagnation is evident, says Robert Kelly in his survey of hunting-gathering peoples, because “when formerly mobile people become sedentary, the rate of population growth increases.” All things being equal, the constancy of farmed food breeds more people.
While many children died young, older hunter-gatherers did not have (p. 32) it much better. It was a tough life. Based on an analysis of bone stress and cuts, one archaeologist said the distribution of injuries on the bodies of Neanderthals was similar to that found on rodeo professionals–lots of head, trunk, and arm injuries like the ones you might get from close encounters with large, angry animals. There are no known remains of an early hominin who lived to be older than 40. Because extremely high child mortality rates depress average life expectancy, if the oldest outlier is only 40, the median age was almost certainly less than 20.

Source:
Kelly, Kevin. What Technology Wants. New York: Viking Adult, 2010.

Wittgenstein Heirs Lost Family Wealth and “Found Little Happiness”

TheHouseOfWittgensteinBK2013-07-21.jpg

Source of book image: online version of the WSJ review quoted and cited below.

(p. W10) As he lay dying during Christmas 1912 — from a gruesome throat cancer — the Viennese industrialist Karl Wittgenstein no doubt took some comfort in the fact that he was leaving to his heirs one of the largest fortunes in Europe. He had acquired his wealth in just 30 years, the period during which Wittgenstein, an engineer, transformed a small steel mill into Europe’s largest steel cartel through a combination of hard work, luck and ruthlessness. As der österreichische Eisenkönig (the “Austrian iron king”), he was the chief executive, principal shareholder or director of dozens of industrial companies and banks that provided the ore, manufacturing and financing for most of the steel products of the Habsburg Empire.

In his spare time, Wittgenstein acquired a spectacular house in Vienna, grandly styled as the family’s Palais Wittgenstein.
. . .
Today, though, the Wittgenstein millions are gone and the Palais replaced by a hideous concrete apartment block. “Riches,” Adam Smith wrote, “. . . very seldom remain long in the same family.” Alexander Waugh’s grimly amusing “The House of Wittgenstein” shows how the family fortune was lost and how the family members themselves, despite instances of prodigious talent and accomplishment, found little happiness in their own lives or pleasure in their sibling relations.

For the full review, see:
JAMES F. PENROSE. “BOOKS; A Viennese Blend: Riches and Rancor; Blessed by Musical and Intellectual Gifts, and Lots of Money, a Family Still Struggled to Find Harmony.” The Wall Street Journal (Sat., March 1, 2009): W10.
(Note: ellipsis added; italics in original.)
(Note: the online version of the review has the date February 28, 2009.)

The book under review is:
Waugh, Alexander. The House of Wittgenstein: A Family at War. New York: Doubleday, 2009.

Falling Computer Prices Cured the “Digital Divide”

(p. 304) The more evident the power of the internet as an uplifting force became, the more evident the divide between the digital haves and have-nots. One sociological study concluded that there were “two Americas” emerging. The citizens of one America were poor people who could not afford a computer, and of the other, wealthy individuals equipped with PCs who reaped all the benefits. During the 1990s, when technology boosters like me were promoting the advent of the internet, we were often asked: What are we going to do about the digital divide? My an-(p. 305)swer was simple: nothing. We didn’t have to do anything, because the natural history of a technology such as the internet was self-fulfilling. The have-nots were a temporary imbalance that would be cured (and more) by technological forces. There was so much profit to be made connecting up the rest of the world, and the unconnected were so eager to join, that they were already paying higher telecom rates (when they could get such service) than the haves. Furthermore, the costs of both computers and connectivity were dropping by the month. At that time most poor in America owned televisions and had monthly cable bills. Owning a computer and having internet access was no more expensive and would soon be cheaper than TV. In a decade, the necessary outlay would become just a $100 laptop. Within the lifetimes of all born in the last decade, computers of some sort (connectors, really) will cost $5.

Source:
Kelly, Kevin. What Technology Wants. New York: Viking Adult, 2010.

The French and Japanese Believe Water Cleans the Anus Better than Dry Paper

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Source of the book image: http://jacketupload.macmillanusa.com/jackets/high_res/jpgs/9780805090833.jpg

(p. C34) Ms. George’s book is lively . . . . It is hard not to warm to a writer who can toss off an observation like this one: “I like engineers. They build things that are useful and sometimes beautiful — a brick sewer, a suspension bridge — and take little credit. They do not wear black and designer glasses like architects. They do not crow.”
. . .
In Japan, where toilets are amazingly advanced — most of even the most basic have heated seats and built-in bidet systems for front and rear — the American idea of cleaning one’s backside with dry paper is seen as quaint at best and disgusting at worst. As Ms. George observes: “Using paper to cleanse the anus makes as much sense, hygienically, as rubbing your body with dry tissue and imagining it removes dirt.”

For the full review, see:
DWIGHT GARNER. “BOOKS OF THE TIMES; 15 Minutes of Fame for Human Waste and Its Never-Ending Assembly Line.” The New York Times (Fri., December 12, 2008): C34.
(Note: ellipses added.)
(Note: the online version of the review has the date December 11, 2008.)

The book under review, is:
George, Rose. The Big Necessity: The Unmentionable World of Human Waste and Why It Matters. New York: Metropolitan Books, 2008.

In 1916 a Single Home Motor Would Drive All Home Machines

(p. 301) By the 1910s, electric motors had started their inevitable spread into homes. They had been domesticated. Unlike a steam engine, they did not smoke or belch or drool. Just a tidy, steady whirr from a five-pound (p. 302) hunk. As in factories, these single “home motors” were designed to drive all the machines in one home. The 1916 Hamilton Beach “Home Motor” had a six-speed rheostat and ran on 110 volts. Designer Donald Norman points out a page from the 1918 Sears, Roebuck and Co. catalog advertising the Home Motor for $8.75 (which is equivalent to about $100 these days). This handy motor would spin your sewing machine. You could also plug it into the Churn and Mixer Attachment (“for which you will find many uses”) and the Buffer and Grinder Attachments (“will be found very useful in many ways around the home”). The Fan Attachment “can be quickly attached to Home Motor,” as well as the Beater Attachment to whip cream and beat eggs.

Source:
Kelly, Kevin. What Technology Wants. New York: Viking Adult, 2010.
(Note: the quote above omits the copy of a 1918 electric motor ad that appeared in the middle of the original paragraph.)

Mencken’s Prejudices: Fresh, Vital, Withering and Gleeful

BuckleyChristopher2013-07-21.jpg

“Christopher Buckley.” Source of caption and image: online version of the NYT article quoted and cited below.

(p. 5) Which book has had the greatest impact on you? What book made you want to write?

H. L. Mencken’s “Prejudices.” He wrote these six volumes in the 1920s, but their zest, sinew and cut-and-thrust are undated, fresh and vital nearly a century after their ink dried. No American writer — except perhaps Twain and Bierce — could be so withering and gleeful at the same time.

For the full interview, see:
Buckley, Christopher. “By the Book: Christopher Buckley.” The New York Times Book Review (Sun., July 7, 2013): 5.
(Note: the bold in the original indicates a question to Buckley by the unidentified NYT interviewer.)
(Note: the online version of the interview has the date July 3, 2013, and has the title “Christopher Buckley: By the Book.”)

The six volumes mentioned in the interview, have been reprinted in a two volume set:
Mencken, H.L. H.L. Mencken: Prejudices: The Complete Series. New York: Library of America, 2010.

Slow Patent System Makes U.S. Look Like Third World Country

(p. 118) The absurd length of time and the outrageous cost of obtaining a patent is a national disgrace. If we heard it took two to five years to obtain title to real property somewhere, we would assume it was a corrupt third world country. And yet that is how long it takes to receive a patent now, depending on the area of technology.

Source:
Halling, Dale B. The Decline and Fall of the American Entrepreneur: How Little Known Laws and Regulations Are Killing Innovation. Charleston, S.C.: BookSurge Publishing, 2009.

If Driverless Cars Only Kill Half a Million Per Year, that “Would Be an Improvement”

(p. 261) . . . , human-piloted cars cause great harm, killing millions of people each year worldwide. If robot-controlled cars killed “only” half a million people per year, it would be an improvement!

Source:
Kelly, Kevin. What Technology Wants. New York: Viking Adult, 2010.
(Note: ellipsis added.)

Great-Grandson of Cornelius Vanderbilt Privately Built First Highway Dedicated to Cars

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Source of book image: https://lihj.cc.stonybrook.edu/wp-content/uploads/2011/07/Motor-Parkway_review.jpg

(p. 13) It survives only as segments of other highways, as a right of way for power lines and as a bike trail, but the Long Island Motor Parkway still holds a sense of magic as what some historians say is the country’s first road built specifically for the automobile. It opened 100 years ago last Friday as a rich man’s dream.

As detailed in a new book, “The Long Island Motor Parkway” by Howard Kroplick and Al Velocci (Arcadia Publishing), the parkway ran about 45 miles across Long Island, from Queens to Ronkonkoma, and was created by William Kissam Vanderbilt II, the great-grandson of Cornelius Vanderbilt.

. . .

The younger Vanderbilt was a car enthusiast who loved to race. He had set a speed record of 92 miles an hour in 1904, the same year he created his own race, the Vanderbilt Cup.
But his race came under fire after a spectator was killed in 1906, and Vanderbilt wanted a safe road on which to hold the race and on which other car lovers could hurl their new machines free of the dust common on roads made for horses. The parkway would also be free of “interference from the authorities,” he said in a speech.
So he created a toll road for high-speed automobile travel. It was built of reinforced concrete, had banked turns, guard rails and, by building bridges, he eliminated intersections that would slow a driver down. The Long Island Motor Parkway officially opened on Oct. 10, 1908, and closed in 1938.
. . .
But by the end of Vanderbilt’s life (he died in 1944), the public had come to feel entitled to car ownership. And there was growing pressure for public highways, like the parkways that the urban planner Robert Moses was building.

. . .

In 1938, Moses refused Vanderbilt’s appeal to incorporate the motor parkway into his new parkway system. The motor parkway just could not compete with the public roads, even after the toll was reduced to 40 cents, and Moses eventually gained control of Vanderbilt’s pioneering road for back taxes of about $80,000. The day of public roads had come, supplanting private highways.
. . .
The parkway marked the beginning of a process: the road was designed for the car. But in offering higher speeds, the parkway and other modern roads would push cars to their technical limits and beyond, inspiring innovation. In that sense, the first modern automobile highway helped to create the modern automobile.

For the full story, see:
PHIL PATTON. “A 100-Year-Old Dream: A Road Just for Cars.” The New York Times, SportsSunday Section (Sun., October 12, 2008): 13.
(Note: the centered bold ellipses were in the original; the other ellipses were added.)
(Note: the online version of the article has the date October 9, 2008.)

The book mentioned in the article, is:
Kroplick, Howard, and Al Velocci. The Long Island Motor Parkway. Mount Pleasant, SC: Arcadia Publishing, 2008.

LongIslandMotorParkwayRouteMap2013-07-21.jpg “Approximate Route of Long Island Motor Parkway.” Source of caption and map: online version of the NYT article quoted and cited above.

The Precautionary Principle Is Biased Against the New, and Ignores the Risks of the Old

(p. 250) In general the Precautionary Principle is biased against anything new. Many established technologies and “natural” processes have unexamined faults as great as those of any new technology. But the Precautionary Principle establishes a drastically elevated threshold for things that are new. In effect it grandfathers in the risks of the old, or the “nat-(p. 251)ural.” A few examples: Crops raised without the shield of pesticides generate more of their own natural pesticides to combat insects, but these indigenous toxins are not subject to the Precautionary Principle because they aren’t “new.” The risks of new plastic water pipes are not compared with the risks of old metal pipes. The risks of DDT are not put in context with the old risks of dying of malaria.

Source:
Kelly, Kevin. What Technology Wants. New York: Viking Adult, 2010.

Ignoring Einstein’s Mistakes by Deifying Him, Makes Us Forget His Struggles

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Source of book image: http://ecx.images-amazon.com/images/I/41zyL4LVYxL.jpg

(p. A13) Mr. Ohanian finds that four out of five of the seminal papers that Einstein produced in the so-called “miracle year” of 1905, when he was working as a patent inspector in Zurich, were “infested with flaws.”
. . .
. . . he notes Einstein’s errors for a purpose, showing us why his achievement was all the greater for them.
In this Mr. Ohanian provides a useful corrective, for there is a tendency, even today, to deify Einstein and other men of genius, treating them as if they were immortal gods. Einstein himself objected to the practice even as he reveled in his fame. “It is not fair,” he once observed, “to select a few individuals for boundless admiration and to attribute superhuman powers of mind and of character to them.” In doing so, ironically, we make less of the person, not more, forgetting and simplifying their struggle.
. . .
. . . Einstein’s ability to make use of his mistakes as “stepping stones and shortcuts” was central to his success, in Mr. Ohanian’s view. To see Einstein’s wanderings not as the strides of a god-like genius but as the steps and missteps of a man — fallible and imperfect — does not diminish our respect for him but rather enhances it.

For the full review, see:
McMahon, Darrin M. “BOOKSHELF; Great and Imperfect.” The Wall Street Journal (Fri., September 5, 2008): A13.
(Note: ellipses added.)

The book under review is:
Ohanian, Hans C. Einstein’s Mistakes: The Human Failings of Genius. New York: W. W. Norton & Company, 2008.