Technology – Page 38 – artdiamondblog.com

Noble Savages Were Not So Noble

(p. A20) The idea that primitive hunter-gatherers lived in harmony with the landscape has long been challenged by researchers, who say Stone Age humans in fact wiped out many animal species in places as varied as the mountains of New Zealand and the plains of North America. Now scientists are proposing a new arena of ancient depredation: the coast.

In an article in Friday’s issue of the journal Science, anthropologists at the Smithsonian Institution and the University of Oregon cite evidence of sometimes serious damage by early inhabitants along the coasts of the Aleutian Islands, New England, the Gulf of Mexico, South Africa and California’s Channel Islands, where the researchers do fieldwork.
“Human influence is pretty pervasive,” one of the authors, Torben C. Rick of the National Museum of Natural History, part of the Smithsonian Institution, said in an interview. “Hunter-gatherers with fairly simple technology were actively degrading some marine ecosystems” tens of thousands of years ago.

For the full story, see:

CORNELIA DEAN. “Ancient Man Hurt Coasts, Paper Says.” The New York Times (Fri., August 21, 2009): A20.

Electric Mitsubishis and Nissans May Leapfrog Hybrid Toyotas

(p. B6) Both Nissan and Mitsubishi have their own reasons for rushing out an all-electric car. Having invested little in hybrids, they hope to leapfrog straight to the next technology.
. . .
“You don’t see many competing technologies survive in a key market for very long,” said Mr. Shimizu, the Keio University professor.
And more often than not in the history of innovation, a change in the dominant technology means a change in the market leader.
“Electric cars are a disruptive technology, and Toyota knows that,” Mr. Shimizu said. “I wouldn’t say Toyota is killing the electric vehicle. Perhaps Toyota is scared.”

For the full story, see:
HIROKO TABUCHI. “The Electric Slide.” The New York Times (Thursday, August 20, 2009): B1 & B6.
(Note: The online version of the article had the title: “Toyota, Hybrid Innovator, Holds Back in Race to Go Electric.”)
(Note: ellipsis added.)

Andy Grove’s Case Against the Car Bailout

(p. A13) Imagine if in the middle of the computer transformation the Reagan administration worried about the upheaval and tried to rescue this vital industry by making huge investments in leading mainframe companies. The purpose of such investments would have been to protect the viability of these companies. The effect, however, would have been to put the brakes on transformation and all but ensure that the U.S. would lose its leadership role.

The government’s investment in General Motors might be directly helpful if the auto industry only had the recession to contend with. But that is not the case. The industry faces the confluence of a world-wide recession, rising fuel prices, environmental demands, globalization of manufacturing, and, most importantly, technological change involving the very nature of the automobile.

For the full commentary, see:
ANDREW S. GROVE. “What Detroit Can Learn From Silicon Valley; Vertically integrated production is a thing of the past. Will the auto industry’s new overseers catch on?” Wall Street Journal (Mon., JULY 13, 2009): A13.

Wikipedia Continues to Gain Respect

(p. B5) Recognizing that the online encyclopedia Wikipedia is increasingly used by the public as a news source, Google News began this month to include Wikipedia among the stable of publications it trawls to create the site.

A visit to the Google News home page on Wednesday evening, for example, found that four of the 30 or so articles summarized there had prominent links to Wikipedia articles, including ones covering the global swine flu outbreak and the Iranian election protests.
. . .
The move by Google News was news to Wikipedia itself. Jay Walsh, a spokesman for the Wikimedia Foundation, said he learned about it by reading an online item on the subject by the Nieman Journalism Lab.
“Google is recognizing that Wikipedia is becoming a source for very up-to-date information,” he said, although “it is an encyclopedia at the end of the day.”

For the full story, see:

NOAM COHEN. “Google Starts Including Wikipedia on Its News Site.” The New York Times Company (Weds., June 22, 2009): B5.
(Note: ellipsis added.)

“Established Experts Flee in Horror to All Available Caves and Cages”

(p. 96) While science and enterprise open vast new panoramas of opportunity, our established experts flee in horror to all available caves and cages, like so many primitives, terrified by freedom and change.

Source:
Gilder, George. Recapturing the Spirit of Enterprise: Updated for the 1990s. updated ed. New York: ICS Press, 1992.

“The Most Remarkable Period of Practical Inventiveness in World History”

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

(p. W8) There are technologies and then there are technologies. Some are trivial, such as Ziploc plastic bags. They’re handy, to be sure, but they don’t change the world. Some are extraordinarily simple but profound, such as the stirrup, which came along only after men had been riding horses for well over a thousand years. Nothing more than a ring of metal hung from a leather strap, the stirrup made cavalry the dominant force on the European battlefield and therefore made the mounted knight the dominant force in European society for several hundred years.

As Gavin Weightman’s “The Industrial Revolutionaries” reminds us, inventions on the level of the stirrup’s importance seemed to come every other month during the late 18th and 19th centuries — what Mr. Weightman calls “the most remarkable period of practical inventiveness in world history.”
When Thomas Hobbes famously wrote in the 17th century that the great majority of the population led lives that were “nasty, brutish and short,” he was describing an agrarian society that was, in its essence, unchanged since the advent of agriculture about 10,000 years earlier. Ownership of land was the basis of wealth. Hobbes had no reason to think that the situation would change any time soon. But it did: A rapidly accelerating development of world-transforming technologies, subsumed under the rubric of “the Industrial Revolution,” began in Britain and within 100 years had molded the modern world.
. . .

The Industrial Revolution revolutionized more than just the global economy: It transformed politics and society. A world divided between a handful of aristocrats and millions of peasants was transformed into a world dominated by the middle class, where wealth is widely distributed and the franchise universal.

For the full review, see:
JOHN STEELE GORDON. “Books; Inventing a New World; The men who engineered the astonishing emergence of the modern age.” Wall Street Journal (Sat., April 11, 2009): W8.
(Note: ellipsis added.)

The book being reviewed, is:
Weightman, Gavin. The Industrial Revolutionaries: The Making of the Modern World 1776-1914. New York: Grove Press, 2009.

Durant and Studebaker Made Transition from Carriage to Car

Christensen’s theory of disruptive innovation predicts that incumbents will seldom survive a major disruption. So it is interesting that Durant and Studebaker, appear to have been exceptions, since they made the transition from producing carriages to producing cars. (Willie Durant founded General Motors in 1908.)

(p. 189) In 1900, fifty-seven surviving American automobile firms, out of hundreds of contenders, produced some 4,000 cars, three-quarters of which ran on steam or electricity. Companies famous for other products were entering the fray. Among them were the makers of the Pope bicycle, the Pierce birdcage, the Peerless wringer, the Buick bathtub, the White sewing machine, and the Briscoe garbage can. All vied for the market with stationary-engine makers, machine-tool manufacturers, and spinoffs of leading carriage firms, Durant and Studebaker. Among the less promising entrants seemed a lanky young engineer from Edison Illuminating Company named Henry Ford, whose Detroit Automobile Company produced twenty-five cars and failed in 1900.

. . .
(p. 191) Willie Durant, who knew all about production and selling from his carriage business, decided it was time to move into cars after several months of driving a prototype containing David Buick’s valve-in-head engine–the most powerful in the world for its size–through rural Michigan in 1904. Within four years, Durant was to parlay his sturdy Buick vehicle into domination of the automobile industry, with a 25 percent share of the market in 1908, the year he founded General Motors.

Source:
Gilder, George. Recapturing the Spirit of Enterprise: Updated for the 1990s. updated ed. New York: ICS Press, 1992.
(Note: ellipsis added.)

Christensen’s theory is most fully expressed in:
Christensen, Clayton M., and Michael E. Raynor. The Innovator’s Solution: Creating and Sustaining Successful Growth. Boston, MA: Harvard Business School Press, 2003.

Our “Patently Absurd” Patent System

(p. A15) The Founders might have used quill pens, but they would roll their eyes at how, in this supposedly technology-minded era, we’re undermining their intention to encourage innovation. The U.S. is stumbling in the transition from their Industrial Age to our Information Age, despite the charge in the Constitution that Congress “promote the Progress of Science and useful Arts, by securing for limited Times to Authors and Inventors the exclusive Right to their respective Writings and Discoveries.”
. . .

Both sides may be right. New empirical research by Boston University law professors James Bessen and Michael Meurer, reported in their book, “Patent Failure,” found that the value of pharmaceutical patents outweighed the costs of pharmaceutical-patent litigation. But for all other industries combined, they estimate that since the mid-1990s, the cost of U.S. patent litigation to alleged infringers ($12 billion in legal and business costs in 1999) is greater than the global profits that companies earn from patents (less than $4 billion in 1999). Since the 1980s, patent litigation has tripled and the probability that a particular patent is litigated within four years has more than doubled. Small inventors feel the brunt of the uncertainty costs, since bigger companies only pay for rights they think the system will protect.
These are shocking findings, but they point to the solution. New drugs require great specificity to earn a patent, whereas patents are often granted to broad, thus vague, innovations in software, communications and other technologies. Ironically, the aggregate value of these technology patents is then wiped out through litigation costs.
Our patent system for most innovations has become patently absurd. It’s a disincentive at a time when we expect software and other technology companies to be the growth engine of the economy. Imagine how much more productive our information-driven economy would be if the patent system lived up to the intention of the Founders, by encouraging progress instead of suppressing it.

For the full commentary, see:
L. GORDON CROVITZ. “OPINION: INFORMATION AGE; Patent Gridlock Suppresses Innovation.” Wall Street Journal (Mon., JULY 14, 2008): A15.
(Note: ellipsis added.)

Berkshire BYD Technology Bet Based on Munger’s View of BYD Manager

“BOOK VALUE: Berkshire Hathaway’s Charles Munger reads businesses well — and, as a bibliophile, he goes through several books a week.” Source of caricature and caption: online version of the WSJ article quoted and cited below.

At a Berkshire Hathaway annual meeting a few years ago, I remember hearing Warren Buffett say that he stays away from technology stocks because he does not know how to judge which technologies are likely to succeed in the long-run. So I was a bit puzzled by the news that Berkshire Hathaway was investing in BYD, a Chinese company producing an electric car.
The passages quoted below may partially solve the puzzle: the investment in BYD was pushed by Charlie Munger and David Sokol, and was based more on a judgment about the quality of BYD’s management, than the prospects for BYD’s technology.

(p. C1) Mr. Munger’s views have pushed Berkshire into some surprising directions. Several years ago, Mr. Munger learned of an obscure Chinese maker of batteries and automobiles called BYD Inc., which hopes to create a cheap, functional electric car.

A Chinese tech company is nothing like the shoe and underwear makers Berkshire had been buying. But Mr. Munger was enthusiastic, less about the technology than about Wang Chuanfu, who runs BYD. Mr. Wang, Mr. Munger says, is “likely to be one of the most important business people who ever lived.”
Mr. Buffett was skeptical at first. But Mr. Munger persisted. David Sokol, chairman of Berkshire utility MidAmerican Energy Holdings Co., paid a visit to BYD’s factory in China and agreed with Mr. Munger’s assessment. Last year, MidAmerican paid $230 million for a 10% stake in BYD.
“BYD was Charlie’s idea,” Mr. Buffett said. “When he encounters genius and sees it operating in a practical way, he gets blown away.”

For the full story, see:

SCOTT PATTERSON. “Here’s the Story on Berkshire’s Munger.” Wall Street Journal (Fri., MAY 1, 2009): C1 & C3.

“Flock of Intellectuals” Called Eiffel Tower “Dizzily Ridiculous”

(p. W12) The tower is so beloved that few today remember the storm of vitriol, mockery and lawsuits provoked by its selection as the startling centerpiece of the 1889 Paris Exposition Universelle. (One of the losing entries was a gigantic working guillotine!) Even as Eiffel was breaking ground by the Seine River in February 1887, 47 of France’s greatest names decried in a letter to Le Temps the “odious column of bolted metal.” What person of good taste, this flock of intellectuals asked, could endure the thought of this “dizzily ridiculous tower dominating Paris like a black and gigantic factory chimney, crushing [all] beneath its barbarous mass”? The revered painters Ernest Meissonier and William-Adolphe Bouguereau, writers Guy de Maupassant and Alexandre Dumas fils, composer Charles Gounod and architect Charles Garnier all signed this epistolary call to arms, stating that “the Eiffel Tower, which even commercial America would not have, is without a doubt the dishonor of Paris.”

Gustave Eiffel, a self-made millionaire whose firm constructed much-admired bridges all over the world, happily twitted his critics: “They begin by declaring that my tower is not French. It is big enough and clumsy enough for the English or Americans, but it is not our style, they say. We are more occupied by little artistic bibelots. . . . Why should we not show the world what we can do in the way of great engineering projects?”

For the full commentary, see:
JILL JONNES. “MASTERPIECE; ‘Odious Column’ of Metal; The Eiffel Tower wasn’t always a beloved icon.” Wall Street Journal (Tues., MAY 9, 2009): W12.
(Note: ellipsis in original.)