Electrical Engineers Day Quotes

Imagination has brought mankind through the Dark Ages to its present state of civilization. Imagination led Columbus to discover America. Imagination led Franklin to discover electricity. Imagination has given us the steam engine, the telephone, the talking-machine and the automobile, for these things had to be dreamed of before they became realities. So I believe that dreams - day dreams, you know, with your eyes wide open and your brain-machinery whizzing - are likely to lead to the betterment of the world. The imaginative child will become the imaginative man or woman most apt to create, to invent, and therefore to foster civilization.

Each day we go to our work in the hope of discovering,—in the hope that some one, no matter who, may find a solution of one of the pending great problems,—and each succeeding day we return to our task with renewed ardor; and even if we are unsuccessful, our work has not been in vain, for in these strivings, in these efforts, we have found hours of untold pleasure, and we have directed our energies to the benefit of mankind.

A.E.G., the German General Electric, signed Szilard on as a paid consultant and actually built one of the Einstein-Szilard refrigerators, but the magnetic pump was so noisy compared to even the noisy conventional compressors of the day that it never left the engineering lab.

Anyone looking up from the dock saw only beauty, on a monumental scale, while on the far side of the ship men turned black with dust as they shoveled coal—5,690 tons in all—into the ship through openings in the hull called “side pockets.” The ship burned coal at all times. Even when docked it consumed 140 tons a day to keep furnaces hot and boilers primed and to provide electricity from the ship’s dynamo to power lights, elevators, and, very important, the Marconi transmitter, whose antenna stretched between its two masts. When the Lusitania was under way, its appetite for coal was enormous. Its 300 stokers, trimmers, and firemen, working 100 per shift, would shovel 1,000 tons of coal a day into its 192 furnaces to heat its 25 boilers and generate enough superheated steam to spin the immense turbines of its engines.

He was working in a mood of exultation, prowling around the room amidst this littering of paper, rubbing his hands together, talking out loud to himself; and sometimes, with a sly curl of the nose he would mutter a series of murderous imprecations in which the word “editor” seemed always to be present. On the fifteenth day of continuous work, he collected the papers into two large folders which he carried—almost at a run—to the offices of John Bohlen Inc., electrical engineers.

At the Samarka Camp in 1946 a group of intellectuals had reached the very brink of death: They were worn down by hunger, cold, and work beyond their powers. And they were even deprived of sleep. They had nowhere to lie down. Dugout barracks had not yet been built. Did they go and steal? Or squeal? Or whimper about their ruined lives? No! Foreseeing the approach of death in days rather than weeks, here is how they spent their last sleepless leisure, sitting up against the wall: Timofeyev-Ressovsky gathered them into a “seminar,” and they hastened to share with one another what one of them knew and the others did not—they delivered their last lectures to each other. Father Savely—spoke of “unshameful death,” a priest academician—about patristics, one of the Uniate fathers—about something in the area of dogmatics and canonical writings, an electrical engineer—on the principles of the energetics of the future, and a Leningrad economist—on how the effort to create principles of Soviet economics had failed for lack of new ideas. Timofeyev-Ressovsky himself talked about the principles of microphysics. From one session to the next, participants were missing—they were already in the morgue.

Countries measured their success by the size of their territory, the increase in their population and the growth of their GDP – not by the happiness of their citizens. Industrialised nations such as Germany, France and Japan established gigantic systems of education, health and welfare, yet these systems were aimed to strengthen the nation rather than ensure individual well-being. Schools were founded to produce skilful and obedient citizens who would serve the nation loyally. At eighteen, youths needed to be not only patriotic but also literate, so that they could read the brigadier’s order of the day and draw up tomorrow’s battle plans. They had to know mathematics in order to calculate the shell’s trajectory or crack the enemy’s secret code. They needed a reasonable command of electrics, mechanics and medicine in order to operate wireless sets, drive tanks and take care of wounded comrades. When they left the army they were expected to serve the nation as clerks, teachers and engineers, building a modern economy and paying lots of taxes. The same went for the health system. At the end of the nineteenth century countries such as France, Germany and Japan began providing free health care for the masses. They financed vaccinations for infants, balanced diets for children and physical education for teenagers. They drained festering swamps, exterminated mosquitoes and built centralised sewage systems. The aim wasn’t to make people happy, but to make the nation stronger. The country needed sturdy soldiers and workers, healthy women who would give birth to more soldiers and workers, and bureaucrats who came to the office punctually at 8 a.m. instead of lying sick at home. Even the welfare system was originally planned in the interest of the nation rather than of needy individuals. When Otto von Bismarck pioneered state pensions and social security in late nineteenth-century Germany, his chief aim was to ensure the loyalty of the citizens rather than to increase their well-being. You fought for your country when you were eighteen, and paid your taxes when you were forty, because you counted on the state to take care of you when you were seventy.30 In 1776 the Founding Fathers of the United States established the right to the pursuit of happiness as one of three unalienable human rights, alongside the right to life and the right to liberty. It’s important to note, however, that the American Declaration of Independence guaranteed the right to the pursuit of happiness, not the right to happiness itself. Crucially, Thomas Jefferson did not make the state responsible for its citizens’ happiness. Rather, he sought only to limit the power of the state.

Nearly, my friend.” “And what will they burn instead of coal?” “Water,” replied Harding. “Water!” cried Pencroft, “water as fuel for steamers and engines! water to heat water!” “Yes, but water decomposed into its primitive elements,” replied Cyrus Harding, “and decomposed doubtless, by electricity, which will then have become a powerful and manageable force, for all great discoveries, by some inexplicable laws, appear to agree and become complete at the same time. Yes, my friends, I believe that water will one day be employed as fuel, that hydrogen and oxygen which constitute it, used singly or together, will furnish an inexhaustible source of heat and light, of an intensity of which coal is not capable. Some day the coalrooms of steamers and the tenders of locomotives will, instead of coal, be stored with these two condensed gases, which will burn in the furnaces with enormous calorific power.

Finally, if we add to these observations the remark that Marx owes to the bourgeois economists the idea, which he claims exclusively as his own, of the part played by industrial production in the development of humanity, and that he took the essentials of his theory of work-value from Ricardo, an economist of the bourgeois industrial revolution, our right to say that his prophecy is bourgeois in content will doubtless be recognized. These comparisons only aim to show that Marx, instead of being, as the fanatical Marxists of our day would have it, the beginning and the end of the prophecy, participates on the contrary in human nature: he is an heir before he is a pioneer. His doctrine, which he wanted to be a realist doctrine, actually was realistic during the period of the religion of science, of Darwinian evolutionism, of the steam engine and the textile industry. A hundred years later, science encounters relativity, uncertainty, and chance; the economy must take into account electricity, metallurgy, and atomic production. The inability of pure Marxism to assimilate these successive discoveries was shared by the bourgeois optimism of Marx's time. It renders ridiculous the Marxist pretension of maintaining that truths one hundred years old are unalterable without ceasing to be scientific. Nineteenth-century Messianism, whether it is revolutionary or bourgeois, has not resisted the successive developments of this science and this history, which to different degrees they have deified.

The men entered the sumptuously furnished reception room of the office suite. After the first greeting, they were silent, uncomfortable. They didn’t know what to say. Doc Savage’s father had died from a weird cause since they last saw Doc. The elder Savage had been known throughout the world for his dominant bearing and his good work. Early in life, he had amassed a tremendous fortune— for one purpose. That purpose was to go here and there, from one end of the world to the other, looking for excitement and adventure, striving to help those who needed help, punishing those who deserved it. To that creed he had devoted his life. His fortune had dwindled to practically nothing. But as it shrank, his influence had increased. It was unbelievably wide, a heritage befitting the man. Greater even, though, was the heritage he had given his son. Not in wealth, but in training to take up his career of adventure and righting of wrongs where it left off. Clark Savage, Jr., had been reared from the cradle to become the supreme adventurer. Hardly had Doc learned to walk, when his father started him taking the routine of exercises to which he still adhered. Two hours each day, Doc exercised intensively all his muscles, senses, and his brain. As a result of these exercises, Doc possessed a strength superhuman. There was no magic about it, though. Doc had simply built up muscle intensively all his life. Doc’s mental training had started with medicine and surgery. It had branched out to include all arts and sciences. Just as Doc could easily overpower the gorilla-like Monk in spite of his great strength, so did Doc know more about chemistry. And that applied to Renny, the engineer; Long Tom, the electrical wizard; Johnny, the geologist and the archaeologist; and Ham, the lawyer. Doc had been well trained for his work.

Energy is the basis of creating electricity that we can utilize, so how can we harness the power of an earthquake? Obviously, today, if that much energy were being drawn from the Earth through the Great Pyramid, tourists would not be parading through it every day. In order for the system to work, the pyramid would need to be mechanically coupled with the Earth and vibrating in sympathy with it. To do this, the system would need to be "primed"—we would need to initiate oscillation of the pyramid before we could tap into the Earth's oscillations. After the initial priming pulse, though, the pyramid would be coupled with the Earth and could draw off its energy. In effect, the Great Pyramid would feed into the Earth a little energy and receive an enormous amount out of it in return. How do we cause a mass of stone that weighs 5,273,834 tons to oscillate? It would seem an impossible task. Yet there was a man in recent history who claimed he could do just that! Nikola Tesla, a physicist and inventor with more than six hundred patents to his credit—one of them being the AC generator—created a device he called an "earthquake machine." By applying vibration at the resonant frequency of a building, he claimed he could shake the building apart. In fact, it is reported that he had to turn his machine off before the building he was testing it in came down around him. [...] The New York World-Telegram reported Tesla's comments from a news briefing at the hotel New Yorker on July 11, 1935: 'I was experimenting with vibrations. I had one of my machines going and I wanted to see if I could get it in tune with the vibration of the building. I put it up notch after notch. There was a peculiar cracking sound. I asked my assistants where did the sound come from. They did not know. I put the machine up a few more notches. There was a louder cracking sound. I knew I was approaching the vibration of the steel building. I pushed the machine a little higher. Suddenly, all the heavy machinery in the place was flying around. I grabbed a hammer and broke the machine. The building would have been about our ears in another few minutes. Outside in the street there was pandemonium. The police and ambulances arrived. I told my assistants to say nothing. We told the police it must have been an earthquake. That's all they ever knew about it.

The Lowly Thermostat, Now Minter of Megawatts How Nest is turning its consumer hit into a service for utilities. Peter Fairley | 945 words • Google’s $3.2 billion acquisition of Nest Labs in January put the Internet of things on the map. Everyone had vaguely understood that connecting everyday objects to the Internet could be a big deal. Here was an eye-popping price tag to prove it. Nest, founded by former Apple engineers in 2010, had managed to turn the humble thermostat into a slick, Internet-connected gadget. By this year, Nest was selling 100,000 of them a month, according to an estimate by Morgan Stanley. At $249 a pop, that’s a nice business. But more interesting is what Nest has been up to since last May in Texas, where an Austin utility is paying Nest to remotely turn down people’s air conditioners in order to conserve power on hot summer days—just when electricity is most expensive. For utilities, this kind of “demand response” has long been seen as a killer app for a smart electrical grid, because if electricity use can be lowered just enough at peak times, utilities can avoid firing up costly (and dirty) backup plants. Demand response is a neat trick. The Nest thermostat manages it by combining two things that are typically separate—price information and control over demand. It’s consumers who control the air conditioners, electric heaters, and furnaces that dominate a home’s energy diet. But the actual cost of energy can vary widely, in ways that consumers only dimly appreciate and can’t influence. While utilities frequently carry out demand

With the sound of three short blasts on the ship’s whistle, we backed away from the pier. This ship was unlike most ships and we all noticed a definite difference in her sounds and vibrations. At that time, most American vessels were driven by steam propulsion that relied on superheating the water. The reciprocating steam engines, with their large pistons, were the loudest as they hissed and wheezed, turning a huge crankshaft. Steam turbines were relatively vibration free, but live steam was always visible as it powered the many pumps, winches, etc. Steam is powerful and efficient, but can be dangerous and even deadly. Diesel engines were seldom used on the larger American ships of that era, and were not considered cost or energy efficient. The Empire State was a relatively quiet ship since she only used steam power to drive the turbines, which then spun the generators that made the electricity needed to energize the powerful electric motors, which were directly geared to turn the propeller shafts. All in all, the ship was nearly vibration free, making for a smooth ride. We all had our sea projects to do and although they were not difficult, they were time consuming and thought of as a pain in the azz. The best time to work on these projects was while standing our make-work, lifeboat watches. One of the ship’s lifeboats was always on standby, hanging over the side from its davits. Day and night, we would be ready to launch this boat if somebody fell overboard. Fortunately, this never happened, so with little else to do we had plenty of time to do our projects.

Being constantly active made time fly, and so it didn’t take long before the day of departure came. With the last of everything aboard, we set sail just as many did before us. We were among those that continued the tradition of... “they that go down to the sea in ships” and we were very aware that this tradition rested on our shoulders. On January 4, 1953, with the sound of three short blasts on the ship’s whistle, we backed away from the pier. This ship was unlike most ships and we all noticed a definite difference in her sounds and vibrations. At that time, most American vessels were driven by steam propulsion that relied on superheating the water. The reciprocating steam engines, with their large pistons, were the loudest as they hissed and wheezed, turning a huge crankshaft. Steam turbines were relatively vibration free, but live steam was always visible as it powered the many pumps, winches, etc. Steam is powerful and efficient, but can be dangerous and even deadly. Diesel engines were seldom used on the larger American ships of that era, and were not considered cost or energy efficient. The TS Empire State was a relatively quiet ship since she only used steam power to drive the turbines, which then spun the generators that made the electricity needed to energize the powerful electric motors, which were directly geared to turn the propeller shafts. All in all, the ship was nearly vibration free, making for a smooth ride.

May 5th 2018 was one of the first nice spring days the beautiful State of Maine had seen since being captured by the long nights and cold days of winter. Ursula, my wife of nearly 60 years and I were driving north on the picturesque winding coastal route and had just enjoyed the pleasant company of Beth Leonard and Gary Lawless at their interesting book store “Gulf of Maine” in Brunswick. I loved most of the sights I had seen that morning but nothing prepared us for what we saw next as we drove across the Kennebec River on the Sagadahoc Bridge. Ursula questioned me about the most mysterious looking vessel we had ever seen. Of course she expected a definitive answer from me, since I am considered a walking encyclopedia of anything nautical by many. Although I had read about this new ship, its sudden appearance caught me off guard. “What kind of ship is that?” Ursula asked as she looked downstream, at the newest and most interesting stealth guided missile destroyer on the planet. Although my glance to the right was for only a second, I was totally awed by the sight and felt that my idea of what a ship should look like relegated me to the ashbin of history where I would join the dinosaurs and flying pterosaurs of yesteryear. Although I am not privileged to know all of the details of this class of ship, what I do know is that the USS Zumwalt (DDG 1000) first underwent sea trials in 2015. The USS Michael Monsoor (DDG-1001) delivered to the Navy in April 2018, was the second ship this class of guided missile destroyers and the USS Lyndon B. Johnson (DDG-1002) now under construction, will be the third and final Zumwalt-class destroyer built for the United States Navy. It was originally expected that the cost of this class would be spread across 32 ships but as reality set in and costs overran estimates, the number was reduced to 24, then to 7 and finally to 3… bringing the cost-per-ship in at a whopping $7.5 billion. These guided missile destroyers are primarily designed to be multi-mission stealth ships with a focus on naval gunfire to support land attacks. They are however also quite capable for use in surface and anti-aircraft warfare. The three ship’s propulsion is similar and comes from two Rolls-Royce gas turbines, similar to aircraft jet engines, and Curtiss-Wright electrical generators. The twin propellers are driven by powerful electric motors. Once across the bridge the landscape once again became familiar and yet different. Over 60 years had passed since I was here as a Maine Maritime Academy cadet but some things don’t change in Maine. The scenery is still beautiful and the people are friendly, as long as you don’t step on their toes. Yes, in many ways things are still the same and most likely will stay the same for years to come. As for me I like New England especially Maine but it gets just a little too cold in the winter!

FOOD FOR THOUGHT: Once upon a time our politicians did not tend to apologize for our country’s prior actions! Here’s a refresher on how some of our former patriots handled negative comments about our great country. These are quite good JFK’S Secretary of State, Dean Rusk, was in France in the early 60’s when De Gaulle decided to pull out of NATO. De Gaulle said he wanted all US military out of France as soon as possible. Rusk’s response: “Does that include those who are buried here?” De Gaulle did not respond. You could have heard a pin drop. When in England, at a fairly large conference, Colin Powell was asked by the Archbishop of Canterbury if our plans for Iraq were just an example of ‘empire building’ by George Bush. He answered by saying, “Over the years, the United States has sent many of its fine young men and women into great peril to fight for freedom beyond our borders. The only amount of land we have ever asked for in return is enough to bury those that did not return.” You could have heard a pin drop. There was a conference in France where a number of international engineers were taking part, including French and American. During a break, one of the French engineers came back into the room saying, “Have you heard the latest dumb stunt Bush has done? He has sent an aircraft carrier to Indonesia to help the tsunami victims. What does he intend to do, bomb them?” A Boeing engineer stood up and replied quietly: “Our carriers have three hospitals on board that can treat several hundred people; they are nuclear powered and can supply emergency electrical power to shore facilities; they have three cafeterias with the capacity to feed 3,000 people three meals a day, they can produce several thousand gallons of fresh water from sea water each day, and they carry half a dozen helicopters for use in transporting victims and injured to and from their flight deck. We have eleven such ships; how many does France have?” You could have heard a pin drop. A U.S. Navy Admiral was attending a naval conference that included Admirals from the U.S., English, Canadian, Germany and France. At morning tea the Frenchman complained that the conference should be conducted in French since it was being held in Paris. The German replied that, so far as he could see, the reason that it was being held in English was as a mark of respect to the other attendees, since their troops had shed so much blood so that the Frenchman wouldn’t be speaking German.

Being constantly active made time fly, and so it didn’t take long before the day of departure came. It was January 4, 1953, and with the last of everything we needed aboard, we set sail just as many did before us. We were among those that continued the tradition of... “they that go down to the sea in ships” and we were very aware that this tradition rested on our shoulders. With the sound of three short blasts on the ship’s whistle, we backed away from the pier. This ship was unlike most ships of that era and we all noticed a definite difference in her sounds and vibrations. At that time, most American vessels were driven by steam propulsion that relied on superheating the water. The reciprocating steam engines, with their large pistons were the loudest as they hissed and wheezed, turning a huge crankshaft. Steam turbines were relatively vibration free, but live steam was always visible as it powered the many pumps, winches, etc. Steam is powerful and efficient, but can be dangerous and even deadly. Diesel engines were seldom used on the larger American ships of that era, and were not considered cost or energy efficient. The Empire State was a relatively quiet ship since she only used steam power to drive the turbines, which then spun the generators that made the electricity needed to energize the powerful electric motors, which were directly geared to turn the propeller shafts. All in all, the ship was nearly vibration free, making for a smooth ride.

ON FEBRUARY 14, 1946, a breathless bustle filled the halls of the Moore School of Electrical Engineering in Philadelphia. On this day, the school’s secret jewel was going to be revealed to the world: the ENIAC. Inside a locked room at Moore hummed the Electronic Numerical Integrator and Computer, the first machine of its kind capable of performing calculations at lightning speed. Weighing thirty tons, the massive ENIAC used around eighteen thousand vacuum tubes, employed about six thousand switches, and encompassed upwards of half a million soldered joints; it had taken more than 200,000 man-hours to build.

But for all the colour of his character, his reputation was earned and maintained through his genius. There is a lovely story published in a 1965 issue of Life magazine that suggests just how highly respected he was. Henry Ford's fledgling car manufacturing company was once having trouble with one of the generators that powered the production line. They called Steinmetz in to consult on the problem and he solved it by lying down in the room where the generator was housed. For two days and nights he listened to its operation, scribbling calculations on a notepad. Eventually he got up, climbed up on the giant machine, and marked a point on the side with a chalk cross. He descended and told the engineers to replace sixteen of the generator's wire coils, the ones behind his chalk mark. They did what they were told, turned the generator back on, and discovered to their utter astonishment that it now worked perfectly. That story alone would be alone would be enough, but it gets better. From their headquarters in Schenectady, New York, General Electric sent forth a $10,000 dollar invoice for Steinmetz's services. Ford queried the astronomical sum, asking for a breakdown of the costs. Steinmetz replied personally. His itemized bill said, "Making chalk mark on generator: $1.00. Knowing where to make mark: $9,999.00" Apparently the bill was paid without further delay.

Never Doubt His Plan A cargo helicopter flying over Alaska had some engine trouble. The pilot did excellent work to get the aircraft down, but electrics had been damaged, meaning he couldn't radio for help. He knew a search party would be looking for him, but there was such a vast area to cover. Being from a family of deep faith, he started to pray for God to send the rescuers in the right direction. Just when he thought it couldn't get any worse. One day while out getting freshwater, there was an electrical fire in the helicopter. He stood at a safe distance and watched it going up in flames. Then the gas tank exploded. He fell to his knees as it did. Watching his pride and joy go up in smoke felt like pouring salt on his wounds. He cried out to God, "I give up, I ask you to help me, and this happens. A few hours later he heard a distance sound, he perked up, he couldn't see anything, but it kept getting closer. Next thing he saw a helicopter in the distance, it was the coast guard coming to rescue him. When they landed, he ran over and gave them a big hug—asking how in the world did they find him. It turned out the smoke from the wreckage had travelled over 300 miles with the wind. The rescue team had followed the smoke. Sometimes what looks like a disappointment is God positioning us for a new level. If your helicopter is on fire today, so to speak, instead of being bitter, complaining, being upset. Have a new perspective, trust in God's plan. It may not make sense now. Being stranded is tough; being in the pits of life will feel uncomfortable. The setbacks, the closed doors can be discouraging, but you have to remind yourself. It's not working against you; it's working for you. Now you only see in part, but one day you will see in full.

electric motor to power a car. The motor he built measured a mere 40 inches long and 30 inches across, and produced about 80 horsepower. Under the hood was the engine: a small, 12-volt storage battery and two thick wires that went from the motor to the dashboard. Tesla connected the wires to a small black box, which he had built the week before with components he bought from a local radio shop. “We now have power,” he said. This mysterious device was used to rigorously test the car for eight days, reaching speeds of 90 mph. He let nobody inspect the box, and cryptically said that it taps into a “mysterious radiation which comes out of the aether,” and that the energy is available in “limitless quantities.” The public responded superstitiously with charges of “black magic” and alliances with sinister forces of the universe. Affronted, he took his black box back with him to New York City and spoke nothing further of it.

THINK OF THE WAY a stretch of grass becomes a road. At first, the stretch is bumpy and difficult to drive over. A crew comes along and flattens the surface, making it easier to navigate. Then, someone pours gravel. Then tar. Then a layer of asphalt. A steamroller smooths it; someone paints lines. The final surface is something an automobile can traverse quickly. Gravel stabilizes, tar solidifies, asphalt reinforces, and now we don’t need to build our cars to drive over bumpy grass. And we can get from Philadelphia to Chicago in a single day. That’s what computer programming is like. Like a highway, computers are layers on layers of code that make them increasingly easy to use. Computer scientists call this abstraction. A microchip—the brain of a computer, if you will—is made of millions of little transistors, each of whose job is to turn on or off, either letting electricity flow or not. Like tiny light switches, a bunch of transistors in a computer might combine to say, “add these two numbers,” or “make this part of the screen glow.” In the early days, scientists built giant boards of transistors, and manually switched them on and off as they experimented with making computers do interesting things. It was hard work (and one of the reasons early computers were enormous). Eventually, scientists got sick of flipping switches and poured a layer of virtual gravel that let them control the transistors by punching in 1s and 0s. 1 meant “on” and 0 meant “off.” This abstracted the scientists from the physical switches. They called the 1s and 0s machine language. Still, the work was agonizing. It took lots of 1s and 0s to do just about anything. And strings of numbers are really hard to stare at for hours. So, scientists created another abstraction layer, one that could translate more scrutable instructions into a lot of 1s and 0s. This was called assembly language and it made it possible that a machine language instruction that looks like this: 10110000 01100001 could be written more like this: MOV AL, 61h which looks a little less robotic. Scientists could write this code more easily. Though if you’re like me, it still doesn’t look fun. Soon, scientists engineered more layers, including a popular language called C, on top of assembly language, so they could type in instructions like this: printf(“Hello World”); C translates that into assembly language, which translates into 1s and 0s, which translates into little transistors popping open and closed, which eventually turn on little dots on a computer screen to display the words, “Hello World.” With abstraction, scientists built layers of road which made computer travel faster. It made the act of using computers faster. And new generations of computer programmers didn’t need to be actual scientists. They could use high-level language to make computers do interesting things.* When you fire up a computer, open up a Web browser, and buy a copy of this book online for a friend (please do!), you’re working within a program, a layer that translates your actions into code that another layer, called an operating system (like Windows or Linux or MacOS), can interpret. That operating system is probably built on something like C, which translates to Assembly, which translates to machine language, which flips on and off a gaggle of transistors. (Phew.) So, why am I telling you this? In the same way that driving on pavement makes a road trip faster, and layers of code let you work on a computer faster, hackers like DHH find and build layers of abstraction in business and life that allow them to multiply their effort. I call these layers platforms.

While they mixed explosive chemicals, drew sparks from electrical charges and forged steam engines, Day was meddling with the human mind. Even in the so-called age of experiments, this was an experiment to top the lot

Age: 11 Height: 5’5 Favourite animal: Wolf   Chris loves to learn. When he’s not reading books explaining how planes work or discovering what lives at the bottom of the ocean, he’s watching the Discovery Channel on TV to learn about all the world’s animal and plant life. How things work is one of Chris’ main interests, and for this reason he has a special appreciation for electrical and mechanical things, everything from computers to trains. He considers himself a train expert and one day dreams of riding on famous trains, such as the Orient Express and the Trans-Siberian Railway.   Chris dreams of one day being a great engineer, like Isambard Kingdom Brunel. He knows this will involve going to university, so he studies hard at school. Beatrix is his study partner, and when they aren’t solving mysteries in the Cluefinders Club they can be found in the garden poring over text books. Like Ben, he loves to read comic books, and his favourite super-hero is Iron Man, who is a genius engineer and businessman. Chris says, “One day I’ll invent a new form of transport that will revolutionise world travel!”    

In one set of experiments, for example, researchers affiliated with the National Institute on Alcohol Abuse and Alcoholism trained mice to press levers in response to certain cues until the behavior became a habit. The mice were always rewarded with food. Then, the scientists poisoned the food so that it made the animals violently ill, or electrified the floor, so that when the mice walked toward their reward they received a shock. The mice knew the food and cage were dangerous—when they were offered the poisoned pellets in a bowl or saw the electrified floor panels, they stayed away. When they saw their old cues, however, they unthinkingly pressed the lever and ate the food, or they walked across the floor, even as they vomited or jumped from the electricity. The habit was so ingrained the mice couldn’t stop themselves.1.23 It’s not hard to find an analog in the human world. Consider fast food, for instance. It makes sense—when the kids are starving and you’re driving home after a long day—to stop, just this once, at McDonald’s or Burger King. The meals are inexpensive. It tastes so good. After all, one dose of processed meat, salty fries, and sugary soda poses a relatively small health risk, right? It’s not like you do it all the time. But habits emerge without our permission. Studies indicate that families usually don’t intend to eat fast food on a regular basis. What happens is that a once a month pattern slowly becomes once a week, and then twice a week—as the cues and rewards create a habit—until the kids are consuming an unhealthy amount of hamburgers and fries. When researchers at the University of North Texas and Yale tried to understand why families gradually increased their fast food consumption, they found a series of cues and rewards that most customers never knew were influencing their behaviors.1.24 They discovered the habit loop. Every McDonald’s, for instance, looks the same—the company deliberately tries to standardize stores’ architecture and what employees say to customers, so everything is a consistent cue to trigger eating routines. The foods at some chains are specifically engineered to deliver immediate rewards—the fries, for instance, are designed to begin disintegrating the moment they hit your tongue, in order to deliver a hit of salt and grease as fast as possible, causing your pleasure centers to light up and your brain to lock in the pattern. All the better for tightening the habit loop.1.25 However, even these habits are delicate. When a fast food restaurant closes down, the families that previously ate there will often start having dinner at home, rather than seek out an alternative location. Even small shifts can end the pattern. But since we often don’t recognize these habit loops as they grow, we are blind to our ability to control them. By learning to observe the cues and rewards, though, we can change the routines.

One of the more useful things I learned as a midshipman at Maine Maritime Academy were the names of the seven masts of a seven masted schooner. When I mentioned to the 600 people in attendance at a Homecoming event that my degree was a BS in Marlinspike Seamanship no one laughed, leaving me in the embarrassing position of having to explain that actually I had a Bachelor of Marine Science degree. Later looking into a mirror I convinced myself that I really didn’t look old enough to have lived in an era when wooden ships were sailed by iron men. What I remembered was that we were wooden men sailing on iron ships that were actually made of steel, however I can remember schooners sailing along the coast of New England and I do remember the seven names of a seven masted schooner. In actual fact only one seven masted schooner was ever built and she was the she a 475 foot, steel hulled wind driven collier/tanker named the Thomas W. Lawson, named after a Boston millionaire, stock-broker, book author, and President of the Boston Bay State Gas Co. Launched in 1902 she held the distinction of being the largest pure sail ship ever built. Originally the names of the masts were the foremast, mainmast, mizzenmast, spanker, jigger, driver, and pusher. Later the spanker became the kicker and the spanker moved to next to last place, with the pusher becoming the after mast. Depending on whom you talked to, the names and their order drifted around and a lot of different naming systems were formed. Some systems used numbers and others the days of the week, however there are very few, if any of the iron men left to dispute what the masts were called. The Thomas W. Lawson had two steam winches and smaller electrically driven winches, to raise and lower her huge sails. The electricity was provided by a generator, driven by what was termed a donkey engine. On November 20, 1907 the large 475 foot schooner sailed for England. Experiencing stormy weather she passed inside of the Bishop Rock lighthouse and attempted to anchor. That night both anchor chains broke, causing the ship to smash against Shag Rock near Annet. The schooner, pounded by heavy seas capsized and sank. Of the 19 souls aboard Captain George W. Dow and the ships engineer Edward L. Rowe were the only survivors. Everyone else, including the pilot, drown and were buried in a mass grave in St Agnes cemetery.

Schwieger ordered the submarine to the bottom so his crew could dine in peace. “And now,” said Zentner, “there was fresh fish, fried in butter, grilled in butter, sautéed in butter, all that we could eat.” These fish and their residual odors, however, could only have worsened the single most unpleasant aspect of U-boat life: the air within the boat. First there was the basal reek of three dozen men who never bathed, wore leather clothes that did not breathe, and shared one small lavatory. The toilet from time to time imparted to the boat the scent of a cholera hospital and could be flushed only when the U-boat was on the surface or at shallow depths, lest the undersea pressure blow material back into the vessel. This tended to happen to novice officers and crew, and was called a “U-boat baptism.” The odor of diesel fuel infiltrated all corners of the boat, ensuring that every cup of cocoa and piece of bread tasted of oil. Then came the fragrances that emanated from the kitchen long after meals were cooked, most notably that close cousin to male body odor, day-old fried onions. All this was made worse by a phenomenon unique to submarines that occurred while they were submerged. U-boats carried only limited amounts of oxygen, in cylinders, which injected air into the boat in a ratio that varied depending on the number of men aboard. Expended air was circulated over a potassium compound to cleanse it of carbonic acid, then reinjected into the boat’s atmosphere. Off-duty crew were encouraged to sleep because sleeping men consumed less oxygen. When deep underwater, the boat developed an interior atmosphere akin to that of a tropical swamp. The air became humid and dense to an unpleasant degree, this caused by the fact that heat generated by the men and by the still-hot diesel engines and the boat’s electrical apparatus warmed the hull. As the boat descended through ever colder waters, the contrast between the warm interior and cold exterior caused condensation, which soaked clothing and bred colonies of mold. Submarine crews called it “U-boat sweat.” It drew oil from the atmosphere and deposited it in coffee and soup, leaving a miniature oil slick. The longer the boat stayed submerged, the worse conditions became. Temperatures within could rise to over 100 degrees Fahrenheit. “You can have no conception of the atmosphere that is evolved by degrees under these circumstances,” wrote one commander, Paul Koenig, “nor of the hellish temperature which brews within the shell of steel.

My second day as chairman, a plane I lease, flying with engines I built, crashed into a building that I insure, and it was covered with a network I own,” he said just weeks afterward.

By the time he was in high school, his family had moved to Miami. Bezos was a straight-A student, somewhat nerdy, and still completely obsessed with space exploration. He was chosen as the valedictorian of his class, and his speech was about space: how to colonize planets, build space hotels, and save our fragile planet by finding other places to do manufacturing. “Space, the final frontier, meet me there!” he concluded. He went to Princeton with the goal of studying physics. It sounded like a smart plan until he smashed into a course on quantum mechanics. One day he and his roommate were trying to solve a particularly difficult partial differential equation, and they went to the room of another person in the class for help. He stared at it for a moment, then gave them the answer. Bezos was amazed that the student had done the calculation—which took three pages of detailed algebra to explain—in his head. “That was the very moment when I realized I was never going to be a great theoretical physicist,” Bezos says. “I saw the writing on the wall, and I changed my major very quickly to electrical engineering and computer science.” It was a difficult realization. His heart had been set on becoming a physicist, but finally he had confronted his own limits.

Tesla Motors was created to accelerate the advent of sustainable transport. If we clear a path to the creation of compelling electric vehicles, but then lay intellectual property landmines behind us to inhibit others, we are acting in a manner contrary to that goal. Tesla will not initiate patent lawsuits against anyone who, in good faith, wants to use our technology. When I started out with my first company, Zip2, I thought patents were a good thing and worked hard to obtain them. And maybe they were good long ago, but too often these days they serve merely to stifle progress, entrench the positions of giant corporations and enrich those in the legal profession, rather than the actual inventors. After Zip2, when I realized that receiving a patent really just meant that you bought a lottery ticket to a lawsuit, I avoided them whenever possible. At Tesla, however, we felt compelled to create patents out of concern that the big car companies would copy our technology and then use their massive manufacturing, sales and marketing power to overwhelm Tesla. We couldn’t have been more wrong. The unfortunate reality is the opposite: electric car programs (or programs for any vehicle that doesn’t burn hydrocarbons) at the major manufacturers are small to non-existent, constituting an average of far less than 1% of their total vehicle sales. Given that annual new vehicle production is approaching 100 million per year and the global fleet is approximately 2 billion cars, it is impossible for Tesla to build electric cars fast enough to address the carbon crisis. By the same token, it means the market is enormous. Our true competition is not the small trickle of non-Tesla electric cars being produced, but rather the enormous flood of gasoline cars pouring out of the world’s factories every day. We believe that Tesla, other companies making electric cars, and the world would all benefit from a common, rapidly-evolving technology platform. Technology leadership is not defined by patents, which history has repeatedly shown to be small protection indeed against a determined competitor, but rather by the ability of a company to attract and motivate the world’s most talented engineers. We believe that applying the open source philosophy to our patents will strengthen rather than diminish Tesla’s position in this regard.[431]

Like Einstein honing his ideas after a long shift in the patent office, these early thinkers took the first steps toward a new world on the margins of busy careers, exploring the early days of AI with a genuine sense of adventure. That connection to physics, in fact, was more than a thematic one; although many of AI’s founding contributors would go on to explore an eclectic range of fields, including psychology and cognitive science, their backgrounds were almost exclusively centered on mathematics, electrical engineering, and physics itself.

Bosun Calhoun then launched into an account of the attack the day before and reviewed the damage suffered by the sunken battleships. He said the USS Nevada was berthed astern of the Arizona when she was struck by a torpedo in her bow. She managed to get under way with her guns blazing, the only battleship able to do so. As she rounded the southern tip of Ford Island, she was smashed with an avalanche of bombs, which started intense fires. When the thick, pungent smoke from the fires poured into the machinery spaces, the black gang, or engineers, headed for topside and fresh air. This forced abandonment left the pumping machinery inoperative. The forward ammunition magazines were purposely flooded to prevent explosions from the fires, but the after magazines were also flooded by mistake, which caused the ship to sink lower and lower in the water. In addition, ballast tanks were flooded on the starboard side to correct a port list. As more water entered the ship, many fittings that passed through watertight bulkheads began to leak, flooding all machinery spaces and causing loss of all electrical and mechanical power. Nevada was sinking in the ship channel.

The day we harnessed electron, was the beginning of artificial intelligence.

As I reflect upon some of the exceptional leaders I’ve studied in my research, I’m struck by how Covey’s principles are manifested in many of their stories. Let me focus on one of my favorite cases, Bill Gates. It’s become fashionable in recent years to attribute the outsize success of someone like Bill Gates to luck, to being in the right place at the right time. But if you think about it, this argument falls apart. When Popular Electronics put the Altair computer on its cover, announcing the advent of the first-ever personal computer, Bill Gates teamed up with Paul Allen to launch a software company and write the BASIC programming language for the Altair. Yes, Gates was at just the right moment with programming skills, but so were other people—students in computer science and electrical engineering at schools like Cal Tech, MIT, and Stanford; seasoned engineers at technology companies like IBM, Xerox, and HP; and scientists in government research laboratories. Thousands of people could’ve done what Bill Gates did at that moment, but they didn’t. Gates acted upon the moment. He dropped out of Harvard, moved to Albuquerque (where the Altair was based), and wrote computer code day and night. It was not the luck of being at the right moment in history that separated Bill Gates, but his proactive response to being at the right moment (Habit 1: Be Proactive).

The ship’s electricity was produced by three turbo-drive 300 kW DC generators when at sea, but when ashore, for the most part, electricity came from either the Central Maine power grid or a generator in the Engineering Laboratory. The State of Maine was considered cold iron until her boilers were lit off, breathing life into her soul. This would be the first time the engineers fired up the boilers and cautiously brought up a head of steam close to her rated 450 psi at 759 degrees. At this temperature, a failure was not an option. The steam was so hot as to be invisible and could instantly cut a two by four in half. There have been recorded boiler and steam pipe failures resulting in the deaths of people in the engine room, so we were taking no chances! Out on the open deck the sky was sunny however the air was frigid. It was the kind of day you could expect in Maine this time of year and we were just happy that the sun was shining. Now it was up to deck force to let go of all but the forward spring lines. Slowly the ship pulled ahead and as the spring line tightened, our stern swung out into the channel. At the right moment the order was given and we backed away from the dock. It was the first time for our new TS State of Maine to get underway, and so far, everything functioned satisfactorily.

Or the man for whom the word volt is named, Alessandro Volta of Como, called il mago benefico by his neighbors, the good magician, who was born, as he said, poorer than poor on the shores of Lake Como, and did not speak for four years, his first word being, as all readers with children will guess, a vehement no!, but eventually he spoke six languages fluently, and would become so absorbed by a problem that he would not eat or sleep for days at a time, especially when riveted by electrical matters, which fascinated him utterly, including such electrical matters as the passage of electricity through muscle, which is what happens inside the heart, which is an astounding muscle lit and livid with electricity.

The importance of these charts cannot be overstated. They are widely used, for instance, by engineers who design the type of power stations that generate much of the world’s electricity. Many of these contain modern-day steam engines in which heat from coal, nuclear reactions, geothermal sources, or sunlight is used to create hot, high-pressure steam. Unlike in their nineteenth-century counterparts, this doesn’t push a piston. Instead, it rushes through turbine blades, making them spin and drive electricity generators. After the steam has done its work spinning the turbine, it’s condensed back into water and the whole process repeats. The overriding concern here is efficiency—to convert as much of the heat available into electrical power. Thanks to Sadi Carnot, engineers know the best way to achieve this is make the steam as hot as possible. But they must do this while maintaining the structural integrity of the power station’s component parts.

He was riding a train one day, full of his new idea, when George Westinghouse’s younger brother, Herman, happened to sit down next to him. They began talking; soon Stanley told Herman about his idea for a self-regulating alternating-current generator.24 Herman knew a good idea when he heard one. He connected Stanley with George, the successful developer of the air brake and other railroad machinery that made long trains and long-distance transportation practical. George was just then considering entering the electric-lighting field, pursuing alternating-current technology rather than direct current. He had recruited a team of young engineers to build a knowledge base for him, but he wasn’t yet fully committed. Stanley’s work won him over. Early in 1884 he hired the twenty-five-year-old to develop a complete AC system, from generators to motors and lighting.