Books – Page 141 – artdiamondblog.com

Cars Bring Convenience, Freedom, and Personal Security

(p. 16) Two generations ago in the United States,most families lacked a car; by our parents’ generation, most families had one car while the two-car lifestyle was a much-sought ideal; today a third of America’s families own three cars or more. The United States now contains just shy of one automobile per licensed driver, and is on track to having more cars than licensed drivers. Cars are a mixed blessing, as a future chapter will detail: But there is no doubt they represent convenience, freedom, and, for women, personal security, when compared to standing on street corners waiting for buses or lingering on dark subway platforms. Cars would not he so infuriatingly popular if the did not make our lives easier. Today all but the bottom-most fraction of the impoverished in the United States do most of their routine traveling by car: 100 auto trips in the United States for every one trip on a bus or the subway, according to the American Public Transit Association. The portion of routine trips made in private cars is rising toward overwhelming in the European Union, too. Two generations ago, people dreamed of possessing their own cars. Now almost everyone in the Western world who desires a car has one–and vehicles that are more comfortable, better-equipped, lower-polluting, and much safer than those available only a short time ago.

Source:
Easterbrook, Gregg. The Progress Paradox: How Life Gets Better While People Feel Worse. Paperback ed. New York: Random House, 2004.

The Progress Paradox Documents How Life Is Better Here and Now

Source of book image: http://grigr.com/

Greg Easterbrook’s book has been out for several years, but I am a slow reader and have a long “to read” list. I enjoyed the first half or so of the book very much, and also enjoyed some parts of the second half. Roughly speaking, the first half is devoted to illustrating how much better life is now than before, and here (the West) than there (the less-developed countries). Roughly speaking, the second half of the book asks why we aren’t happier, and complains about areas of life where Easterbrook sees room for improvement.
Some of the part I like has now been updated, or written with better argument or more panache, by Matt Ridley in The Rational Optimist. But even so, Easterbrook often gives examples, or arguments, that complement Ridley’s case.
And even though Ridley is on average more eloquent than Easterbrook, the latter is eloquent plenty often enough to be worth reading. (And maybe my judgment about eloquence is colored by my agreeing with Ridley 90% of the time, and only agreeing with Easterbrook 75% of the time.)
On the less-satisfying second half of the book: worthwhile questions are often asked, but the answers are few and not very satisfying.
In the next few weeks, I’ll occasionally be quoting a few of the more illuminating or edifying passages in the Easterbrook book.

Easterbrook’s book:
Easterbrook, Gregg. The Progress Paradox: How Life Gets Better While People Feel Worse. Paperback ed. New York: Random House, 2004.

The Ridley book that I mention:
Ridley, Matt. The Rational Optimist: How Prosperity Evolves. New York: Harper, 2010.

“The Adventurous, Pioneering Spirit”

Source of book image: http://www.jetagebook.com/

(p. 30) “Jet Age” is ostensibly about the race between two companies and nations to commercialize a military technology and define a new era of air travel. There’s Boeing with its back to the wall and its military contracts drying up, betting everything on passenger jets, pitted against de Havilland and the government-subsidized project meant to reclaim some of Britain’s lost glory. . . .
. . .
But the book is really about the risk-taking essential for making any extreme endeavor commonplace. “Jet Age” celebrates the managers, pilots, engineers, flight attendants and, yes, even passengers (for without passengers there is no business) who gambled everything so that we might cross oceans and continents in hours rather than days.
It is easy to forget, in this time of overcrowded flights, demoralizing security checks, embattled flight attendants and dwindling service, that risk was once embraced as a necessary, even desirable, part of flying. Quoted in the book, the celebrated aviator Lord Brabazon summed it up in post-accident testimony: “You know, and I know, the cause of this accident. It is due to the adventurous, pioneering spirit of our race. It has been like that in the past, it is like that in the present, and I hope it will be in the future.”

For the full review, see:
MICHAEL BELFIORE. “Fatal Flaws.” The New York Times Book Review (Sun., February 6, 2011): 30.
(Note: ellipses added.)
(Note: the online version of the article is dated February 4, 2011.)

The book under review is:
Verhovek, Sam Howe. Jet Age: The Comet, the 707, and the Race to Shrink the World. New York: Avery, 2010.

Abraham Lincoln’s Defence of the Patent System

William Rosen quotes a key passage from Abraham Lincoln’s speech on “Discoveries, Inventions, and Improvements”:

(p. 323) The advantageous use of Steam-power is, unquestionably, a modern discovery. And yet, as much as two thousand years ago the power of steam was not only observed, but an ingenious toy was actually made and put in motion by it, at Alexandria in Egypt. What appears strange is that neither the inventor of the toy, nor any one else, for so long a time afterwards, should perceive that steam would move useful machinery as well as a toy. . . . . . . in the days before Edward Coke’s original Statute on Monopolies, any man could instantly use what another had invented; so that the inventor had no special advantage from his own invention. . . . The (p. 324) patent system changed this; secured to the inventor, for a limited time, the exclusive use of his invention; and thereby added the fuel of interest to the fire of genius, in the discovery of new and useful things.

Source:
Rosen, William. The Most Powerful Idea in the World: A Story of Steam, Industry, and Invention. New York: Random House, 2010.
(Note: italics and ellipses in original.)

Koch Does Not Run with the Antelope

If you were standing amongst a herd of antelope when a dangerous predator arrived, you would not see the antelope defending themselves against the predator. What you would see would be their white rear ends disappearing in the distance.
Last July in Wichita I heard some executives from Koch Industries talking about Market-Based Management. A couple of them mentioned Koch’s stands in defense of the free market. As a result of these efforts, Koch Industries has become the target of many agencies of the government and of groups opposed to the free market. Once or twice I heard an executive say something like: ‘it would have been a lot easier if we had just painted our butts white and run with the antelope.’
Schumpeter thought that those in business would not defend the fortress of capitalism (CSD, p. 142). And the evidence suggests that Schumpeter was mainly right. But we can hope that there are enough exceptions, in unpretentious places like Wichita, to keep the fortress standing.

(p.A15) Years of tremendous overspending by federal, state and local governments have brought us face-to-face with an economic crisis. Federal spending will total at least $3.8 trillion this year–double what it was 10 years ago. And unlike in 2001, when there was a small federal surplus, this year’s projected budget deficit is more than $1.6 trillion.

Several trillions more in debt have been accumulated by state and local governments. States are looking at a combined total of more than $130 billion in budget shortfalls this year. Next year, they will be in even worse shape as most so-called stimulus payments end.
For many years, I, my family and our company have contributed to a variety of intellectual and political causes working to solve these problems. Because of our activism, we’ve been vilified by various groups. Despite this criticism, we’re determined to keep contributing and standing up for those politicians, like Wisconsin Gov. Scott Walker, who are taking these challenges seriously.

For the full commentary, see:
CHARLES G. KOCH. “Why Koch Industries Is Speaking Out; Crony capitalism and bloated government prevent entrepreneurs from producing the products and services that make people’s lives better.” The Wall Street Journal (Tues., MARCH 1, 2011): A15.

Koch’s book is:
Koch, Charles G. The Science of Success: How Market-Based Management Built the World’s Largest Private Company. Hoboken, NJ: Wiley & Sons, Inc., 2007.

Lincoln’s Popular Speech on “Discoveries, Inventions, and Improvements”

(p. 322) Lincoln, the only American president ever awarded a patent, had a long and passionate love for things mechanical. He made his living for many years as a railroad lawyer and appears to have absorbed something of the fascination with machines, and with steam, of the engineers with whom he worked. . . . . . . , in 1859, after his loss in the Illinois senatorial race against Stephen Douglas, he was much in demand for a speech entitled “Discoveries, Inventions, and Improvements” that he gave at agricultural fairs, schools, and self-improvement societies.

The speech–decidedly not one of Lincoln’s best–nonetheless revealed an enthusiasm for mechanical innovation that resonates (p. 323) powerfully even today. “Man,” Lincoln said, “is not the only animal who labors, but he is the only one who improves his workmanship . . . by Discoveries and Inventions.”

Source:
Rosen, William. The Most Powerful Idea in the World: A Story of Steam, Industry, and Invention. New York: Random House, 2010.
(Note: italics and last ellipsis in original; other ellipses added.)

“The Information in a Message Is Inversely Proportional to Its Probability”

Source of book image: http://www.umcs.maine.edu/~chaitin/

(p. A13) What, exactly, is information? Prior to Shannon, Mr. Gleick notes, the term seemed as hopelessly subjective as “beauty” or “truth.” But in 1948 Shannon, then working for Bell Laboratories, gave information an almost magically precise, quantitative definition: The information in a message is inversely proportional to its probability. Random “noise” is quite uniform; the more surprising a message, the more information it contains. Shannon reduced information to a basic unit called a “bit,” short for binary digit. A bit is a message that represents one of two choices: yes or no, heads or tails, one or zero.

For the full review, see:

JOHN HORGAN. “Little Bits Go a Long Way; The more surprising a message, the more information it contains.” The Wall Street Journal (Tues., March 1, 2011): A13.

Book being reviewed:
Gleick, James. The Information: A History, a Theory, a Flood. New York: Pantheon Books, 2011.

The Dangers from Disease Are Much Greater than the Dangers from Vaccines

Source of book image:
http://blogs.plos.org/takeasdirected/files/2011/02/Offit-Deadly-Choices1.jpg

Sometime during the weekend of Feb. 26-27, 2011, I saw several minutes of a C-Span book TV presentation by Paul Offit on his Deadly Choices book. He made a strong case that based on casual and unsound evidence, many parents are putting their children at risk by delaying or even foregoing having their children vaccinated.
As a result children are dying from diseases that they easily could have been protected against.

Book discussed:
Offit, Paul A. Deadly Choices: How the Anti-Vaccine Movement Threatens Us All. New York: Basic Books, 2011.

“Rocket” Showed the Motive Power of the Industrial Revolution

Stephenson’s steam locomotive, called “Rocket,” won the Rainhill Trials in 1829. Rosen uses this as the culminating event in his history of the development of steam power.

(p. 310) The reason for ending with Stephenson’s triumph . . . seems persuasive. Rainhill was a victory not merely for George and Robert Stephenson, but for Thomas Saverv and Thomas Newcomen, for James Watt and Matthew Boulton, for Oliver Evans and Richard Trevithick. It was a triumph for the iron mongers of the Severn Valley, the weavers of Lancashire, the colliers of Newcastle, and the miners of Cornwall. It was even a triumph for John Locke and Edward Coke, whose ideas ignited the Rocket just as much as its firebox did.

When the American transcendentalist Ralph Waldo Emerson met Stephenson in 1847, he remarked, “he had the lives of many men in him.”
Perhaps that’s what he meant.

Source:
Rosen, William. The Most Powerful Idea in the World: A Story of Steam, Industry, and Invention. New York: Random House, 2010.
(Note: italics in original; ellipsis added.)

Egypt’s Urban Decline as Cause (or Symptom) of Slow Growth

Source of graphs: online version of the NYT article quoted and cited below.

We all know that correlation is not the same as causation. The main cause of Egypt’s slow growth is its lack of institutions and policies supporting entrepreneurial capitalism, and not the decline of Egyptian cities. (But the decline of Egyptian cities does not help.)

(p. B1) Since then, the cities of Asia have expanded rapidly, drawing in millions of peasant farmers looking for a better life — and, more often than not, finding it. Almost 50 percent of East Asians now live in cities. And Egypt? It is the only large country to have become less urban in the last 30 years, according to the World Bank. About 43 percent of Egyptians are city dwellers today.

This urban stagnation helps explain Egypt’s broader stagnation. As tough as city life in poor countries can be, it’s also fertile ground for economic growth. Nearly everything can be done more efficiently in a well-run city, be it plumbing, transportation or the generation of new ideas and businesses. “Being around other people,” says Paul Romer, the economist and growth expert, “helps make us smarter.”
Edward Glaeser, a Harvard economist (and weekly contributor to the Times’s Economix blog), has just published a book, “The Triumph of the City, making the case that cities are humanity’s greatest invention. Countries that become more urban tend to become far more productive, Mr. Glaeser writes. The effect is even bigger for poor countries than rich ones.
. . .
Three researchers — Michael Clemens, Lant Pritchett and Claudio Montenegro — recently found a novel way to measure how well various countries use the workers they have. The three compared the wages of immigrants to the United States with the wages of similar workers from the same country who remained home.
A 35-year-old urban Egyptian man with a high school education who moves to the United States can expect an incredible eightfold increase in living standards, the researchers found. Immigrants from only two countries, Yemen and Nigeria, receive a larger boost. In effect, these are the countries with the biggest gap between what their workers can produce in a different environment and what they are actually producing at home.
No wonder 19 percent of Egyptians told Gallup (well before the protests) that they would move to another country if they could. Mr. Clemens says that for every green card the United States awarded in a recent immigration lottery, 146 Egyptians had applied.

For the full commentary, see:
DAVID LEONHARDT. “Economic Scene; For Egypt, a Fresh Start, With Cities.” The New York Times (Weds., February 16, 2011): B1 & B11.
(Note: ellipsis added.)
(Note: the online version of the article was dated February 15, 2011.)

The scholarly article summarized is:
Clemens, Michael, Claudio Montenegro, and Lant Pritchett. “The Place Premium: Wage Differences for Identical Workers across the Us Border.” HKS Faculty Research Working Paper Series # RWP09-004, January 2009.

The Glaeser book is:
Glaeser, Edward L. Triumph of the City: How Our Greatest Invention Makes Us Richer, Smarter, Greener, Healthier, and Happier. New York: Penguin Press, 2011.

Better Rails Were Needed Before Train Would “Work”

(p. 300) The other weight problem was the one that licked Trevithick at Penydarren: The tracks on which the locomotive ran were just not able to survive the tonnage traveling over them. Driving a five-ton steam locomotive over rails designed for horse-drawn carts was only slightly more sensible than driving a school bus over a bridge made of wet ice cubes. In both cases, it’s a close call whether the vehicle will skid before or after the surface collapses.

. . .
(p. 301) Two years later, Stephenson, in collaboration with the ironmonger William Losh of Newcastle, produced, and in September 1816 jointly patented, a series of’ improvements in wheels, suspension, and–most important–the method by which the rails and “chairs” connected one piece of track to another. Stephenson’s rails seem mundane next to better-known eureka moments, but as much as any other innovation of the day they underline the importance of such micro-inventions in the making of a revolution. For it was the rails that finally made the entire network of devices–engine, linkage, wheel, and track–work.

Source:
Rosen, William. The Most Powerful Idea in the World: A Story of Steam, Industry, and Invention. New York: Random House, 2010.
(Note: ellipsis added.)