Ford and Edison Tried to Build and “Gift the Nation” a “Utopian Garden City”

I have greatly benefitted from two of Hager’s previous books: The Alchemy of Air and The Demon Under the Microscope. A third one, Ten Drugs, was OK. I am looking forward to reading the new Hager book discussed in the passages quoted below from a WSJ review. I wonder if an inference from the book will be that more infrastructure could be privately provided, if the government would allow it? (By the way, I am by no means as convinced as the reviewer that the TVA was one of FDR’s greatest accomplishments.)

(p. A17) Henry Ford and Thomas Alva Edison were the twin wizards of the first decades of the 20th century in America.

. . .

The story of this pair’s vain effort to build a utopian garden city powered by a mammoth hydroelectric dam at Muscle Shoals, Ala., is all but forgotten. Now it’s been disinterred by Thomas Hager, in “Electric City: The Lost History of Ford and Edison’s American Utopia,” a well-researched, crisply written account tinged with irony.

. . .

During World War I, the government hatched a plan to dam the river and use the electricity generated to power two plants turning out nitrates for munitions. The dam was half built and the factories equipped when the war ended and the project was abandoned.

President Warren Harding didn’t want to spend the $30 million needed to finish the mile-wide 10-story dam and told underlings to lease the whole works to private interests. Ford had already been tempted to acquire the nitrate plants, which could be refitted to turn out the kind of fertilizer used by regional farmers. He envisioned the completed dam supplying cheap power for his blended new American community of garden cities strung for miles along the river. Worker-farmers would commute—in their Model T’s, of course—to small factories running on electricity from the dam. They would be given time off in planting and harvesting season to raise crops they could sell to supplement their incomes. It was a Jeffersonian vision of America updated to the age of the automobile and bounteous electricity.

Ford enlisted the prestige and smarts of his camping buddy Edison. They wanted, Mr. Hager writes, “to gift the nation they loved with a titanic, living example of how they thought America should work . . . The results would be new kinds of cities, new ways of making things, new approaches to labor and leisure, and improved lives for everyone.”

. . .

In the end, Edison faded from the picture, and Norris ended Ford’s hopes—passing legislation that made Muscle Shoals a federal undertaking, although Coolidge refused to sign it. And in the wondrous alchemy of American politics, when the Great Depression propelled Franklin D. Roosevelt into the White House, Muscle Shoals became the core of the TVA, the Tennessee Valley Authority, one of the first and greatest of FDR’s accomplishments.

For the full review, see:

Edward Kosner. “BOOKSHELF; Bright Lights, Big River.” The Wall Street Journal (Thursday, Dec. 23, 2021): A17.

(Note: ellipses between paragraphs were added; ellipsis in the middle of a paragraph was in the original.)

(Note: the online version of the review has the date December 22, 2021, and has the title “BOOKSHELF; ‘Electric City’ Review: Bright Lights, Big River.”)

The book under review is:

Hager, Thomas. Electric City: The Lost History of Ford and Edison’s American Utopia. New York: Harry N. Abrams Press, 2021.

Biden Daycare Proposal Would Act Like $27,000 Tax on Many Middle-Class Families

(p. A17) Child care is already a major expense for parents, and President Biden pledges to reduce its cost with his multitrillion-dollar Build Back Better bill. Yet while some of those who receive government subsidies may see reduced costs, millions of other working parents could see their child-care costs double. The new program would act like a $20,000 to $30,000 annual tax on middle-income families.

The bill’s latest draft proposes to reinvent child care with a trifecta of cost-increasing forces. First, it would remove much of the incentive to offer lower-cost care.

. . .

Second, providers would need extra staff to comprehend and comply with all the new statutes, certifications and agency rules.

. . .

Third, the bill imposes “living wage” regulations on staff pay.

. . .

. . ., Build Back Better could increase costs by more than 120%. For a family with an infant and a 4-year old, that would be an additional annual expense of up to $27,000 if they don’t qualify for subsidies. In 2022, when the subsidy is only available to those earning no more than their state’s median income, that would be half of families currently using child care. Even in 2024 when the subsidies would be more generous, more than a quarter of families using such child care would be paying more than double of what they do now.

For the full commentary, see:

Casey Mulligan. “Biden Would Make Daycare Even Pricier.” The Wall Street Journal (Friday, Dec. 10, 2021): A17.

(Note: ellipses added.)

(Note: the online version of the commentary has the date December 9, 2021, and has the title “Biden Would Make Daycare Even More Expensive.”)

Tesla Could Switch Chips By Internally Modifying Software Code that Other Car Companies Had Outsourced

(p. 1) For much of last year, established automakers like General Motors and Ford Motor operated in a different reality from Tesla, the electric car company.

G.M. and Ford closed one factory after another — sometimes for months on end — because of a shortage of computer chips, leaving dealer lots bare and sending car prices zooming. Yet Tesla racked up record sales quarter after quarter and ended the year having sold nearly twice as many vehicles as it did in 2020 unhindered by an industrywide crisis.

Tesla’s ability to conjure up critical components has a greater significance than one year’s car sales. It suggests that the company, and possibly other young electric car businesses, could threaten the dominance of giants like Volkswagen and G.M. sooner and more forcefully than most industry executives and policymakers realize. . . .

Tesla and its enigmatic chief executive, Elon Musk, have said little about how the carmaker ran circles around the rest of the auto industry. Now it’s becoming clear that the company simply had a superior command of technology and its own supply chain. Tesla appeared to better forecast demand than businesses that produce many more cars than it does. Other automakers were surprised by how quickly the car market recovered from a steep drop early in the pandemic and had simply not ordered enough chips and parts (p. 12) fast enough.

When Tesla couldn’t get the chips it had counted on, it took the ones that were available and rewrote the software that operated them to suit its needs. Larger auto companies couldn’t do that because they relied on outside suppliers for much of their software and computing expertise. In many cases, automakers also relied on these suppliers to deal with chip manufacturers. When the crisis hit, the automakers lacked bargaining clout.

Just a few years ago, analysts saw Mr. Musk’s insistence on having Tesla do more things on its own as one of the main reasons the company was struggling to increase production. Now, his strategy appears to have been vindicated.

. . .

“Tesla, born in Silicon Valley, never outsourced their software — they write their own code,” said Morris Cohen, a professor emeritus at the Wharton School of the University of Pennsylvania who specializes in manufacturing and logistics. “They rewrote the software so they could replace chips in short supply with chips not in short supply. The other carmakers were not able to do that.”

“Tesla controlled its destiny,” Professor Cohen added.

. . .

Doing more on its own also helps explain why Tesla avoided shortages of batteries, which have limited companies like Ford and G.M. from selling lots of electric cars. In 2014, when most carmakers were still debating whether electric vehicles would ever amount to anything, Tesla broke ground on what it called a gigafactory outside Reno, Nev., to produce batteries with its partner, Panasonic. Now, that factory helps ensure a reliable supply.

“It was a big risk,” said Ryan Melsert, a former Tesla executive who was involved in construction of the Nevada plant. “But because they have made decisions early on to bring things in house, they have much more control over their own fate.”

As Professor Cohen of Wharton pointed out, Tesla’s approach is in many ways a throwback to the early days of the automobile, when Ford owned its own steel plants and rubber plantations. In recent decades, the conventional auto wisdom had it that manufacturers should concentrate on design and final assembly and farm out the rest to suppliers. That strategy helped reduce how much money big players tied up in factories, but left them vulnerable to supply chain turmoil.

For the full story, see:

Jack Ewing. “Tesla’s Edge in Pandemic: Superior Command of Supply Chain.” The New York Times, First Section (Sunday, January 9, 2022): 1 & 12.

(Note: ellipses added.)

(Note: the online version of the story has the date Jan. 8, 2022, and has the title “Why Tesla Soared as Other Automakers Struggled to Make Cars.”

Price Controls Still Won’t Work Against Inflation

(p. A19) Asked about his plan for a dangerous opponent, boxer Mike Tyson once said: “Everybody has a plan until they get punched in the mouth.” President Biden has proposed various plans to deal with inflation.

Prices rise when goods become scarce or the money supply expands rapidly. Pandemic-induced holdups in the supply chain have caused scarcity; . . .

. . .

On the money-supply front, the Fed is making noises about backing off on aggressive expansion. But a CNBC report estimated that more than $5 trillion in cash is sitting in corporate coffers and bank accounts. Middle-class savers who have been holding cash will see its value eaten away—effectively a tax on the middle class, which progressives promised not to levy. Some of the rich will put their cash in real estate, heightening shortages of housing.

Whatever you think of Congress’s bipartisan infrastructure initiative, its timing is unfortunate. It will be sharply expansionary on the fiscal front, with new demands on labor markets straining to find workers. All that cash from Fed monetary expansion is out there ready to be spent. Mr. Biden’s Build Back Better plan would make these problems worse by injecting trillions into the economy.

Things aren’t yet so bad that a plan can’t make them worse. In a recent paper for the Law and Economics Center at George Mason University, I evaluated one policy for managing prices—a top-down approach directed from Washington. I found that such plans are thwarted by information problems (officials don’t know enough to direct resources or decide prices) and incentive problems (the power to decide which prices will be allowed to increase, and which will be held down, will be corrupted by politics).

For the full commentary, see:

Michael C. Munger. “A Biden Plan For Prices? No Thanks.” The Wall Street Journal (Wednesday, Dec 15, 2021): A19.

(Note: ellipsis added.)

(Note: the online version of the commentary has the date December 14, 2021, and has the same title as the print version.)

After Escaping Communism, Karikó Achieved “Critical Breakthrough” on Covid-19 Vaccine

(p. C8) “Infectious” is a chronicle of the “ongoing arms race between host and infection,” as Mr. Tregoning puts it, as well as the astounding medical progress in the past 100 years that has tipped this struggle in favor of humanity.

. . .

Before the pandemic, many doubted that vaccines based on messenger RNA would work at all, as the technique had a reputation for being finicky and unstable. That these new technologies have thus far outperformed traditional vaccines is an upset akin to Buster Douglas’s 1990 knockout of Mike Tyson. According to Mr. Tregoning, a large share of the credit belongs to the biochemist Katalin Karikó, who had a critical breakthrough that “massively improved the potency of the vaccine.” Ms. Karikó, “who fled Communist Hungary in 1985 with $1,200 hidden in a teddy bear,” was able to stabilize messenger RNA by studding it with methyl groups. This enabled the RNA to survive in the body just long enough to produce viral proteins for the immune system to target.

For the full review, see:

John J. Ross. “The Battle Inside Your Body.” The Wall Street Journal (Saturday, Dec. 11, 2021): C8.

(Note: ellipsis added.)

(Note: the online version of the review has the date December 10, 2021, and has the title “The Defenders: Three Books on the Science of Immunity.”)

The book under review in the passages quoted above is:

Tregoning, John S. Infectious. London, UK: Oneworld, 2021.

Passion, Dedication, and Caffeine Led to Muscular Dystrophy Progress, After Mutating Millions of Viruses to Find One That Works

Trial and error still matters in science and medicine.

(p. D1) CAMBRIDGE, Mass. — When Sharif Tabebordbar was born in 1986, his father, Jafar, was 32 and already had symptoms of a muscle wasting disease. The mysterious illness would come to define Sharif’s life.

Jafar Tabebordbar could walk when he was in his 30s but stumbled and often lost his balance. Then he lost his ability to drive. When he was 50, he could use his hands. Now he has to support one hand with another.

No one could answer the question plaguing Sharif and his younger brother, Shayan: What was this disease? And would they develop it the way their father had?

As he grew up and watched his father gradually decline, Sharif vowed to solve the mystery and find a cure. His quest led him to a doctorate in developmental and regenerative biology, the most competitive ranks of academic medical research, and a discovery, published in September in the journal Cell, that could transform gene therapy — medicine that corrects genetic defects — for nearly all muscle wasting diseases. That includes muscular dystrophies that affect about 100,000 people in the United States, according to the Muscular Dystrophy Association.

Scientists often use a disabled virus called an adeno-associated virus, or AAV, to deliver gene therapy to cells. But damaged muscle cells like the ones that afflict Dr. Tabebordbar’s father are difficult to treat. Forty percent of the body is made of muscle. To get the virus to those muscle cells, researchers must deliver enormous doses of medication. Most of the viruses end up in the liver, damaging it and sometimes killing patients. Trials have been halted, researchers stymied.

Dr. Tabebordbar managed to develop viruses that go directly to muscles — very few end up in the liver. His discovery could allow treatment with a fraction of the dosage, and without the disabling side effects.

. . .

(p. D4) There, fueled by caffeine, he works typically 14 hours a day, except on the days when he plays soccer with a group at M.I.T.

“He is incredibly productive and incredibly effective,” said Amy Wagers, who was Dr. Tabebordbar’s Ph.D. adviser and is a professor and co-chair of the department of stem cell and regenerative biology at Harvard. “He works all the time and has this incredible passion and incredible dedication. And it’s infectious. It spreads to everyone around him. That is a real skill — his ability to take a bigger vision and communicate it.”

. . .

He got a position in the lab of Pardis Sabeti at the Broad Institute and set to work. His plan was to mutate millions of viruses and isolate those that went almost exclusively to muscles.

The result was what he’d hoped — viruses that homed in on muscle, in mice and also in monkeys, which makes it much more likely they will work in people.

As scientists know, most experiments fail before anything succeeds and this work has barely begun.

“I will do 100 experiments and 95 will not work,” Dr. Tabebordbar said.

But he said this is the personality that is required of a scientist.

“The mind-set I have is, ‘this is not going to work.’ It makes you very patient.”

. . .

Now Dr. Tabebordbar has moved on to his next step. His life, other than his brief stint in biotech, has been in academia, but he decided that he wants to develop drugs. About a year ago, he co-founded a drug company, called Kate Therapeutics, that will focus on gene therapy for muscle diseases and will move there for the next phase of his career.

For the full story, see:

Gina Kolata. “Determined Yet Patient, He Looks for a Cure.” The New York Times (Tuesday, November 9, 2021): D1 & D4.

(Note: ellipses bracketed date added.)

(Note: the online version of the story has the date Nov. 4, 2021, and has the title “He Can’t Cure His Dad. But a Scientist’s Research May Help Everyone Else.”)

Infrastructure Can Be Privately Provided

(p. B5) In less than a decade, four tech giants— Microsoft, Google parent Alphabet, Meta (formerly Facebook ) and Amazon —have become by far the dominant users of undersea-cable capacity. Before 2012, the share of the world’s undersea fiber-optic capacity being used by those companies was less than 10%. Today, that figure is about 66%.

And these four are just getting started, say analysts, submarine cable engineers and the companies themselves. In the next three years, they are on track to become primary financiers and owners of the web of undersea internet cables connecting the richest and most bandwidth-hungry countries on the shores of both the Atlantic and the Pacific, according to subsea cable analysis firm TeleGeography.

By 2024, the four are projected to collectively have an ownership stake in more than 30 long-distance undersea cables, each up to thousands of miles long, connecting every continent on the globe save Antarctica.

. . .

Undersea cables can cost hundreds of millions of dollars each. Installing and maintaining them requires a small fleet of ships, from surveying vessels to specialized cable-laying ships that deploy all manner of rugged undersea technology to bury cables beneath the seabed. At times they must lay the relatively fragile cable—at some points as thin as a garden hose—at depths of up to 4 miles.

All of this must be done while maintaining the right amount of tension in the cables, and avoiding hazards as varied as undersea mountains, oil-and-gas pipelines, high-voltage transmission lines for offshore wind farms, and even shipwrecks and unexploded bombs, says Howard Kidorf, a managing partner at Pioneer Consulting, which helps companies engineer and build undersea fiber optic cable systems.

In the past, trans-oceanic cable-laying often required the resources of governments and their national telecom companies. That’s all but pocket change to today’s tech titans. Combined, Microsoft, Alphabet, Meta and Amazon poured more than $90 billion into capital expenditures in 2020 alone.

The four say they’re laying all this cable in order to increase bandwidth across the most developed parts of the world and to bring better connectivity to under-served regions like Africa and Southeast Asia.

For the full commentary, see:

Christopher Mims. “KEYWORDS: Tech Giants Weave a Web Of Power Under the Sea.” The Wall Street Journal (Saturday, January 15, 2022): B5.

(Note: ellipsis added.)

(Note: the online version of the commentary has the same date as the print version, and has the title “KEYWORDS: Google, Amazon, Meta and Microsoft Weave a Fiber-Optic Web of Power.”)

“In a World Filled With Distraction,” Apolo Ohno Praises “Deep Work”

(p. C12) Cal Newport’s “Deep Work” eloquently describes how to find an advantage in a world filled with distraction.

For the full review, see:

Apolo Ohno. “12 Months of Reading; Apolo Ohno.” The Wall Street Journal (Saturday, Dec. 11, 2021): C12.

(Note: the online version of the review has the date December 10, 2021, and has the title “Who Read What: Business Leaders Share Their Favorite Books of 2021.”)

The book praised by Ohno is:

Newport, Cal. Deep Work: Rules for Focused Success in a Distracted World. New York: Grand Central Publishing, 2016.

Silicon Valley Pioneer at Age 16 Survived on 5 Cents of Carrots a Day

(p. A23) Jay Last, a physicist who helped create the silicon chips that power the world’s computers, and who was among the eight entrepreneurs whose company laid the technical, financial and cultural foundation for Silicon Valley, died on Nov. 11 [2021] in Los Angeles.

. . .

Ultimately, he agreed to join the Shockley Semiconductor Laboratory because it sat in the Northern California valley where he had spent a summer harvesting fruit after hitchhiking there from his home in Pennsylvania steel country.

But he and seven of his collaborators at the lab clashed with Dr. Shockley, who later became infamous for his theory that Black people were genetically inferior in intelligence to white people. They quickly left the lab to create their own transistor company. They later came to be called “the traitorous eight,” and their company, Fairchild Semiconductor, is now seen as ground zero for what became known as Silicon Valley.

. . .

With the blessing of his parents — and carrying a letter from the local police chief saying he was not running away from home — he hitchhiked to San Jose, Calif., which was then a small farming town. He had planned on making a little money picking fruit, but he arrived before the harvest began.

Until it did, he lived, as he often recalled in later years, on a nickel’s worth of carrots a day. Whenever he faced a difficult situation, he said in an interview for the Chemical Heritage Foundation (now the Science History Institute) in 2004, he told himself, “I got through that when I was 16, and this is not that bad a problem.”

. . .

Using materials like silicon and germanium, Dr. Shockley and two other scientists had shown how to build the tiny transistors that would one day be used to store and move information in the form of an electrical signal. The question was how to connect them together to form a larger machine.

After using chemical compounds to etch the transistors into a sheet of silicon, Dr. Last and his colleagues could have cut each one from the sheet and connected them with individual wires, much like any other electrical device. But this was enormously difficult, inefficient and expensive.

One of the founders of Fairchild, Robert Noyce, suggested an alternative method, and this was realized by a team Dr. Last oversaw. They developed a way of building both the transistors and the wires into the same sheet of silicon.

This method is still used to build silicon chips, whose transistors are now exponentially smaller than those manufactured in the 1960s, in accordance with Moore’s Law, the famous maxim laid down by another Fairchild founder, Gordon Moore.

For the full obituary, see:

Cade Metz. “Jay Last, 92, Physicist and a Pioneer of Silicon Valley.” The New York Times (Monday, November 22, 2021): A23.

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

(Note: the online version of the obituary has the date Nov. 20, 2021, and has the title “Jay Last, One of the Rebels Who Founded Silicon Valley, Dies at 92.”)

Regulators Allow U.S. Carmakers to Offer Consumers the Same Safer Adaptive Driving Beam Headlights Already Allowed in Europe

(p. B5) I am driving in the California hills high above Malibu, in a deep-blue electric Audi E-tron, and I turn onto a pitch-black winding road. Instinctively, I reach to turn on the high beams. But before I have a chance to do so, the low beams automatically rise and spread out like a hand fan, filling the entire roadway with light and projecting it far into the distance.

A few seconds later, the headlights of an approaching vehicle set my headlights in motion; the high beams angle down as the light continually shape-shifts, changing patterns to avoid illuminating the oncoming car.

I had just experienced adaptive driving beam, or A.D.B., headlights, one of the most important advances in vehicle lighting technology in decades. With A.D.B. lighting, a vehicle’s headlights are essentially always on high beam, while cameras and software instruct them to constantly reshape the beam to avoid blinding oncoming drivers or shining in the rearview mirrors of those close ahead.

The bad news is that while widely used in Europe and Asia for over a decade, these smart headlights are illegal in the United States. On my demonstration drive, I was piloting a not-for-sale-here European model of the E-tron equipped with Audi’s futuristic digital matrix headlighting system.

The good news is that after years of unsuccessful attempts to allow the technology, A.D.B. lights will soon be on American cars and trucks, thanks to a section in the recently passed Infrastructure Investment and Jobs Act that mandates their use.

According to the infrastructure act, adaptive beam headlights must be approved for U.S. use within two years.

. . .

The changeover to A.D.B.-capable headlamps could be swift for some drivers who own Audi, BMW or Mercedes models with deactivated units. Once the A.D.B. standard is approved, it’s possible that a simple software upgrade will activate them.

Some owners who could not wait for legalization say they have figured out how to activate their matrix headlights, and at least one aftermarket service dealer in Southern California will turn them on for $900.

For the full commentary, see:

Eric A. Taub. “WHEELS: Coming Soon: The Perfect Glow on the Road.” The New York Times (Friday, January 14, 2022): B5.

(Note: ellipsis added.)

(Note: the online version of the commentary was updated Jan. 18, 2022, and has the title “WHEELS: Smart Headlights Are Finally on Their Way.”)