Technology – Page 23 – artdiamondblog.com

Catmull’s Pixar Had Technology Serve Story

Source of book image: http://rorotoko.com/images/uploads/gottschall_storytelling_animal.jpg

Ed Catmull, one of the creators of Pixar, discusses a favorite book of 2013. Catmull’s appreciation of the importance of storytelling may help explain why the early Pixar movies were so wonderful:

(p. C6) I am constantly struck by how many people think of stories solely as entertainment–edifying or time-wasting but still: entertainment. “The Storytelling Animal” by Jonathan Gottschall shows that the storytelling part of our brain is deeper and more complex than that, wired into the way we think and learn. This struck me as a powerful idea, that our brain is structured for and shaped by stories whose value goes beyond entertainment and socialization.

For the full article, see:
“12 Months of Reading; We asked 50 of our friends–from April Bloomfield to Mike Tyson–to name their favorite books of 2013.” The Wall Street Journal (Sat., Dec. 14, 2013): C6 & C9-C12.
(Note: the online version of the article has the date Dec. 13, 2013.)

The book that Catmull praises is:
Gottschall, Jonathan. The Storytelling Animal: How Stories Make Us Human. New York: Houghton Mifflin Harcourt, 2012.

Hero Rebels Against the Bureau of Technology Control

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

(p. D8) In “Influx,” . . . , a sinister Bureau of Technology Control kidnaps scientists that have developed breakthrough technologies (the cure to cancer, immortality, true artificial intelligence), and is withholding their discoveries from humanity, out of concern over the massive social disruption they would cause. “We don’t have a perfect record–Steve Jobs was a tricky one–but we’ve managed to catch most of the big disrupters before they’ve brought about uncontrolled social change,” says the head of the bureau, the book’s villain. The hero has developed a “gravity mirror” but refuses to cooperate, despite the best efforts of Alexa, who has been genetically engineered by the Bureau to be both impossibly sexy and brilliant.

In the publishing world, there is a growing sense that “Influx,” Mr. Suarez’s fourth novel, may be his breakout book and propel him into the void left by the deaths of Tom Clancy and Michael Crichton. “Influx’ has Mr. Suarez’s largest initial print run, 50,000 copies, and Twentieth Century Fox bought the movie rights last month.
An English major at the University of Delaware with a knack for computers, Mr. Suarez started a consulting firm in 1997, working with companies like Nestlé on complex production and logistics-planning issues. “You only want to move 100 million pounds of sugar once,” says Mr. Suarez, 49 years old.
He began writing in his free-time. Rejected by 48 literary agents–(a database expert, he kept careful track)–he began self-publishing in 2006 under the name Leinad Zeraus, his named spelled backward. His sophisticated tech knowledge quickly attracted a cult following in Silicon Valley, Redmond, Wash., and Cambridge, Mass. The MIT bookstore was the first bookstore to stock his self-published books in 2007.

For the full review, see:
EBEN SHAPIRO. “Daniel Suarez Sees Into the Future.” The Wall Street Journal (Fri., Feb. 7, 2014): D8.
(Note: ellipsis added.)
(Note: the online version of the review has the date Feb. 5, 2014, and the title “Daniel Suarez Sees Into the Future.”)

The book under review, is:
Suarez, Daniel. Influx. New York: Dutton, 2014.

Author of Influx, Daniel Suarez. Source of photo: online version of the WSJ article quoted and cited above.

It Does Not Take a Government to Raise a Railroad

(p. A17) . . . , All Aboard Florida (the train will get a new name this year), is not designed to push political buttons. It won’t go to Tampa. It will zip past several aggrieved towns on Florida’s Treasure Coast without stopping.
Nor will the train qualify as “high speed,” except on a stretch where it will hit 125 miles an hour. Instead of running on a dedicated line, the new service will mostly share existing track with slower freight trains operated by its sister company, the Florida East Coast Railway.
But the sponsoring companies, all owned by the private-equity outfit Fortress Investment Group, appear to have done their sums. By minimizing stops, the line will be competitive with road and air in connecting the beaches, casinos and resorts of Miami and Fort Lauderdale with the big airport and theme-park destination of Orlando. Capturing a small percentage of the 50 million people who travel between these fleshpots, especially European visitors accustomed to intercity rail at home, would let the train cover its costs and then some.
But Fortress has a bigger fish in the pan. Its local operation, Florida East Coast Industries, is a lineal progeny of Henry Flagler, the 1890s entrepreneur who created modern Florida when he built a rail line to support his resort developments. Flagler’s heirs are adopting the same model. A Grand Central-like complex will rise on the site of Miami’s old train station. A similar but smaller edifice is planned for Fort Lauderdale.
The project is a vivid illustration of the factors that have to fall in place to make passenger rail viable nowadays. If the Florida venture succeeds, it would be the only intercity rail service anywhere in the world not dependent on government operating subsidies. It would be the first privately run intercity service in America since the birth of Amtrak in 1971.

For the full commentary, see:
HOLMAN W. JENKINS, JR. “BUSINESS WORLD; A Private Railroad Is Born; All Aboard Florida isn’t looking for government operating subsidies.” The Wall Street Journal (Weds., Jan. 15, 2014): A17.
(Note: ellipsis added.)
(Note: the online version of the commentary has the date Jan. 14, 2014.)

70 Percent of Current Jobs May Soon Be Done by Robots

Kelly may be right, but it does not imply that we will all be unemployed. What will happen is that new and better jobs, and entrepreneurial opportunities, will be created for humans.
Robots will do the boring, the dangerous, and the physically exhausting. We will do the creative and the analytic, and the social or emotional

(p. A21) Kevin Kelly set off a big debate with a piece in Wired called “Better Than Human: Why Robots Will — And Must — Take Our Jobs.” He asserted that robots will soon be performing 70 percent of existing human jobs. They will do the driving, evaluate CAT scans, even write newspaper articles. We will all have our personal bot to get coffee. There’s already an existing robot named Baxter, who is deliciously easy to train: “To train the bot you simply grab its arms and guide them in the correct motions and sequence. It’s a kind of ‘watch me do this’ routine. Baxter learns the procedure and then repeats it. Any worker is capable of this show-and-tell.”

For the full commentary, see:
DAVID BROOKS. “The Sidney Awards, Part 2.” The New York Times (Tues., December 31, 2013): A21. [National Edition]
(Note: the online version of the commentary has the date December 30, 2013.)

The article praised by Brooks is:
Kelly, Kevin. “Better Than Human: Why Robots Will — and Must — Take Our Jobs.” Wired (Jan. 2013).

Carnegie Failed Twice Before Bessemer Success

(p. 101) [Carnegie] . . . organized his own company to secure the rights to the Dodd process for strengthening iron rails by coating them with steel facings. Thomson agreed to appropriate $20,000 of Pennsylvania Railroad funds to test the new technology.
On March 12, 1867, Thomson wrote to tell Carnegie that his Dodd-processed rails had failed their first test: “treatment under the hammer…. You may as well abandon the Patent–It will not do if this Rail is a sample.” Three days later, Thomson wrote Carnegie again, this time marking his letter with a handwritten “Private” in the top left-hand corner and “a word to the wise” penned in just below. Carnegie had apparently asked Thomson for more time–and/or money–to continue his experiments. Thomson replied that the experiments his engineers had made had so “impaired my confidence in this process that I don’t feel at liberty to increase our order for these Rails.”
Instead of giving up, Carnegie pushed forward, hawking his new steel-faced iron rails to other railroad presidents, attempting to get a new contract with Thomson, and reorganizing the Freedom Iron Company in Lewistown, Pennsylvania, in which he was a major investor, into Freedom Iron and Steel. In the spring of 1867, he succeeded, despite Thomson’s misgivings, in getting the approval to manufacture and deliver a second 500-ton batch of steel-faced rails. The new rails fared as poorly as the old ones. There would be no further contracts forthcoming from the Pennsylvania Railroad or any other railroad.
Carnegie tried to bluff his way through. When his contacts in England recommended that he purchase the American rights to a better process for facing iron rails with steel, this one invented by a Mr. Webb, Carnegie retooled his mill for the new process. He was fooled a second time. Not only was the Webb process as impractical as the Dodd, but there was, as there (p. 102) had been with the Dodd process, confusion as to who held the American patent rights. Within a year, the company Carnegie had organized to produce the new steel-faced rails was out of business.
. . .
These early failures did not deter him from investing in other start-up companies and technologies, but he would in future be a bit more careful before committing his capital. In March 1869, Tom Scott solicited his advice about investing in the rights to a new “Chrome Steel process.” Carnegie replied that his “advice (which don’t cost anything if of no value) would be to have nothing to do with this or any other great change in the manufacture of steel or iron…. I know at least six inventors who have the secret all are so anxiously awaiting…. That there is to be a great change in the manufacture of iron and steel some of these years is probable, but exactly what form it is to take no one knows. I would advise you to steer clear of the whole thing. One will win, but many lose and you and I not being practical men would very likely be among the more numerous class. At least we would wager at very long odds. There are many enterprises where we can go in even.”

Source:
Nasaw, David. Andrew Carnegie. New York: Penguin Press, 2006.
(Note: bracketed name, ellipsis near start, and ellipsis between paragraphs added; ellipsis internal to other paragraphs, in original.)
(Note: the pagination of the hardback and paperback editions of Nasaw’s book are the same.)

Malcolm Gladwell, on Harvard, Rings True to Debbie Sterling

Debbie Sterling, GoldieBlox entrepreneur. Source of photo: online version of the NYT article quoted and cited below.

(p. 2) Debbie Sterling is the founder and chief executive of GoldieBlox, a toy company dedicated to encouraging girls’ interest in engineering and construction.

READING I just started “David and Goliath,” by Malcolm Gladwell. He has some really interesting statistics about how at the top-tier universities like Stanford and Harvard, freshmen who go into engineering often fall out versus if those same students had gone to a second-tier school, they would have been in the top of their class and therefore would have stayed in. It really spoke to me because I was definitely one of those engineering students at Stanford who constantly felt like I was surrounded by geniuses. I was intimidated, but I stayed because I am just so stubborn.

For the full interview, see:
KATE MURPHY, interviewer. “DOWNLOAD; Debbie Sterling.” The New York Times, SundayReview Section (Sun., December 22, 2013): 2.
(Note: bold in original, indicating that what follows are the words of Debbie Sterling.)
(Note: the online version of the interview has the date December 21, 2013.)

Book that “spoke to” Sterling:
Gladwell, Malcolm. David and Goliath: Underdogs, Misfits, and the Art of Battling Giants. New York, NY: Little, Brown and Company, 2013.

In 20th Century, Inventions Had Cultural Impact Twice as Fast as in 19th Century

I used Google’s Ngram tool to generate the Ngram above, using the same technologies used in the Ngram that appeared in the print (but not the online) version of the article quoted and cited below. The blue line is “railroad”; the red line is “radio”; the green line is “television”; the orange line is “internet.” The search was case-insensitive. The print (but not the online) version of the article quoted and cited below, includes a caption that describes the Ngram tool: “A Google tool, the Ngram Viewer, allows anyone to chart the use of words and phrases in millions of books back to the year 1500. By measuring historical shifts in language, the tool offers a quantitative approach to understanding human history.”

(p. 3) Today, the Ngram Viewer contains words taken from about 7.5 million books, representing an estimated 6 percent of all books ever published. Academic researchers can tap into the data to conduct rigorous studies of linguistic shifts across decades or centuries. . . .
The system can also conduct quantitative checks on popular perceptions.
Consider our current notion that we live in a time when technology is evolving faster than ever. Mr. Aiden and Mr. Michel tested this belief by comparing the dates of invention of 147 technologies with the rates at which those innovations spread through English texts. They found that early 19th-century inventions, for instance, took 65 years to begin making a cultural impact, while turn-of-the-20th-century innovations took only 26 years. Their conclusion: the time it takes for society to learn about an invention has been shrinking by about 2.5 years every decade.
“You see it very quantitatively, going back centuries, the increasing speed with which technology is adopted,” Mr. Aiden says.
Still, they caution armchair linguists that the Ngram Viewer is a scientific tool whose results can be misinterpreted.
Witness a simple two-gram query for “fax machine.” Their book describes how the fax seems to pop up, “almost instantaneously, in the 1980s, soaring immediately to peak popularity.” But the machine was actually invented in the 1840s, the book reports. Back then it was called the “telefax.”
Certain concepts may persevere, even as the names for technologies change to suit the lexicon of their time.

For the full story, see:
NATASHA SINGER. “TECHNOPHORIA; In a Scoreboard of Words, a Cultural Guide.” The New York Times, SundayBusiness Section (Sun., December 8, 2013): 3.
(Note: ellipsis added; bold in original.)
(Note: the online version of the article has the date December 7, 2013.)

“Pretty Cool” Cochlear Implant: “It Helps Me Hear”

“The cochlear implant.” Source of caption and photo: online version of the WSJ commentary quoted and cited below.

(p. A15) . . . , three pioneering researchers– Graeme Clark, Ingeborg Hochmair and Blake Wilson –shared the prestigious Lasker-DeBakey Award for Clinical Medical Research for their work in developing the [cochlear] implant. . . . The award citation says the devices have “for the first time, substantially restored a human sense with medical intervention” and directly transformed the lives of hundreds of thousands.
I’ve seen this up close. My 10-year-old son, Alex, is one of the 320,000 people with a cochlear implant.
, , ,
“What’s that thing on your head?” I heard a new friend ask Alex recently.
“It helps me hear,” he replied, then added: “I think it’s pretty cool.”
“If you took it off, would you hear me?” she asked.
“Nope,” he said. “I’m deaf.”
“Cool,” she agreed. Then they talked about something else.
Moments like that make me deeply grateful for the technology that allows Alex to have such a conversation, but also for the hard-won aplomb that lets him do it so matter-of-factly.

For the full commentary, see:
Denworth, Lydia. “OPINION; What Cochlear Implants Did for My Son; Researchers who were just awarded the ‘American Nobel’ have opened up the world of sound to the deaf.” The Wall Street Journal (Fri., Sept. 20, 2013): A15.
(Note: ellipses, and bracketed word, added.)
(Note: the online version of the article has the date Sept. 19, 2013.)

“Carnegie Watched, Listened, Learned” from Scott’s Process Innovations

(p. 65) Later in life, Scott would be better known for his political skills, but he was, like his mentor Thomson, a master of cost accounting. Together, the two men steadily cut unit costs and increased revenues by investing in capital improvements–new and larger locomotives, better braking systems, improved tracks, new bridges. Instead of running several smaller trains along the same route, they ran fewer but longer trains with larger locomotives and freight cars. To minimize delays–a major factor in escalating costs–they erected their own telegraph lines, built a second track and extended sidings alongside the first one, and kept roadways, tunnels, bridges, and crossings in good repair.
Carnegie watched, listened, learned. Nothing was lost on the young man. With an exceptional memory and a head for figures, he made the most of his apprenticeship and within a brief time was acting more as Scott’s deputy than his assistant. Tom Scott had proven to be so good at his job that when Pennsylvania Railroad vice president William Foster died unexpectedly of an infected carbuncle, Scott was named his successor.

Source:
Nasaw, David. Andrew Carnegie. New York: Penguin Press, 2006.
(Note: the pagination of the hardback and paperback editions of Nasaw’s book are the same.)

“Western Union Bullied the Makers of Public Policy into Serving Private Capital”

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

(p. A13) Until now there has been no full-scale, modern company history. Joshua D. Wolff’s “Western Union and the Creation of the American Corporate Order, 1845-1893” ably fills the bill, offering an exhaustive and yet fascinating account.
. . .
If people today remember anything about Western Union, it is that its coast-to-coast line put the Pony Express out of business and that its leaders didn’t see the telephone coming. Mr. Wolff tells us that neither claim is exactly true. It was Hiram Sibley, Western Union’s first president, who went out on his own, when his board balked, to form a separate company and build the transcontinental telegraph in 1861; he made his fortune by eventually selling it to Western Union. And the company was very aware of Alexander Graham Bell’s invention, patented in 1876, but history had supposedly shown that it wasn’t necessary to control a patent to win the technology war. The company’s third president, William Orton, was sure that Bell and his “toy” would not get the better of Western Union: “We would come along and take it away from him.” They didn’t.
. . .
Mr. Wolff contends that the company’s practices set the template for today’s “corporate triumphalism,” not least in the way Western Union bullied the makers of public policy into serving private capital. Perhaps, but telecom competition today is so ferocious and differently arranged from that of the late 19th century that a “triumphant” company today may be toast tomorrow–think of BlackBerry–and can’t purchase help with anything like Western’s Union’s brazenness and scope. Western Union had friends in Congress, the regulatory bureaucracy and the press. Members of the company’s board of directors chaired both the 1872 Republican and Democratic national conventions. It seemed that, whatever the battles in business, politics, technology or the courts, the company’s shareholders won.

For the full review, see:
STUART FERGUSON. “Bookshelf; The Octopus of the Wires.” The Wall Street Journal (Mon., Dec. 23, 2013): A13.
(Note: ellipses added.)
(Note: the online version of the review has the date Dec. 22, 2013, and has the title “BOOKSHELF; Book Review: ‘Western Union and the Creation of the American Corporate Order, 1845-1893,’ by Joshua D. Wolff.”)

Book under review:
Wolff, Joshua D. Western Union and the Creation of the American Corporate Order, 1845-1893. New York: Cambridge University Press, 2013.

Innovators Agree: Whiteboard Is Fast, Easy to Use and Big

(p. B1) . . . Evernote, like pretty much every tech company I’ve ever visited, is in thrall to the whiteboard. Indeed, as technologically backward as they may seem, whiteboards are to Silicon Valley what legal pads are to lawyers, what Excel is to accountants, or what long sleeves are to magicians.
They’re an all-purpose tool of innovation, often the first place a product or company’s vision is dreamed up and designed, and a constant huddling point for future refinement. And though many digital technologies have attempted to unseat the whiteboard, the humble pre-electronic surface can’t be beat.
The whiteboard has three chief virtues: It’s fast. It’s easy to use. And it’s big. “We’re often doing something I call ‘designing in the hallway,’ ” said Jamie Hull, the product manager for Evernote’s iOS apps. “When a new problem or request comes up, the fastest thing you can do is pull two or three people aside, go to the nearest wall, and figure it out.”
Unlike a computer or phone, the whiteboard is always on, always fully charged, and it doesn’t require that people download, install, and launch software to begin using it.

For the full commentary, see:
FARHAD MANJOO. “HIGH DEFINITION; High Tech’s Secret Weapon: The Whiteboard.” The Wall Street Journal (Thurs., Oct. 31, 2013): B1-B2.
(Note: ellipsis added.)
(Note: the online version of the commentary has the date Oct. 30, 2013. The online version combined paragraphs 1 and 2 above and 3 and 4 above. I have returned them to the form they had in the print version.)