ENCOUNTERING THE ELEPHANT.

Civil War soldiers referred to combat as "seeing the Elephant" and that reference arises in Shelby Foote's Shiloh, although there might be a reason he frames his novel as letters home from six men, three Rebels (Johnston's staff, Mississippi, and Forrest's cavalry) and three Federals (Ohio, Minnesota, Indiana) as, like the six blind men of Indostan, each encounters a different bit of the Elephant.  I'll try to keep Book Review N^o. 13 shorter than the Gettysburg Address.  It's a novel.  Mr Foote captures the Elephant as seen by his protagonists.  You want the larger view, the novel version is A Blaze of Glory, and the heavy analysis is in The American Civil War: A Military History and Shiloh and the Western Campaign of 1862.  You'll better understand the bits of the elephant each protagonist sees with at least a working knowledge of what went right and wrong at Shiloh.

(Cross-posted to 50 Book Challenge.)

THE MIDDLE OF NOWHERE IS ON AMTRAK'S NATIONAL NETWORK.

Saturday evening's NBC Nightly News signed off with a visit to a place scientifically determined (as interpreted by Washington Post types, make of that what you want) to be the middle of nowhere.  "Of all towns with more than 1,000 residents, Glasgow, home to 3,363 people in the rolling prairie of northeastern Montana, is farthest — about 4.5 hours in any direction — from any metropolitan area of more than 75,000 people."

Although a freight train makes an appearance in the clip (looks like visiting power on Rocky's Road: with only seven major railroads and three or four types of diesel in common use, power-swapping is straightforward these days) there's no mention of the Empire Builder, which, when it's on time, calls in the middle of the day in both directions.  The Builder also calls at Wolf Point (ranked third) and California Zephyrs roll through Battle Mountain, Nevada (ranked fifth).

The newsies also pay a visit to the local watering hole, a microbrewery called Busted Knuckle, which appears to be a reference to an occupational hazard facing truck mechanics, although "Brewing on the Hi-Line" could be a railroad reference, and a train dispatcher might want to be wary of a freight crew radioing in, "We have a busted knuckle, going to need a dog-catch crew."

There also is a regional-service air carrier, offering twice-daily trips to Billings.

The algorithm by which Post reporters came up with Glasgow originated in Oxford University's Malaria Atlas Project, an attempt to understand the relationships among inter alia proximity to thickly settled areas and availability of medical care.  The algorithms still require work, when it comes to "middle of nowhere."  "Five miles on a dirt road in the Montana Rockies isn’t equivalent to five miles on a state highway in Illinois farm country."  Whoever wrote that never drove on an Illinois state highway during planting, fertilizing, or harvest time.

IT'S JUST EASIER TO PREEN.

Two columns out of New York illustrate.

First, Salena Zito suggests that there might have been something good in Roseanne Barr's recently terminated with extreme prejudice situation comedy.

Her two-episode premiere earned an astonishing 18.2 million viewers, overperforming in the media markets located in middle of America, with Tulsa, Okla., Cincinnati and Pittsburgh leading the numbers.

Cities like New York and Los Angeles, which almost always drive the No. 1 slot, didn’t even crack the top 20.

In a twist of irony, she — of all people — delivered.

What those numbers showed was a craving for simple respect, a genuine look at a family that had a Trump supporter as one of their own who was not the butt of all the jokes or incessantly mocked.

Critics, meanwhile, were unable to separate Roseanne the person from “Roseanne” the show.

But on TV, Roseanne is a mouthy, loving working-class mom.

Perhaps on the screen, but I can't help but suspect that the Gentry Class were rooting for Roseanne Barr to be ... Roseanne Barr and thus have yet more reason to sneer at Normals.  That's just the pattern.  Years ago, All In The Family was just a big virtue signal, an opportunity for The Best and The Brightest to cringe at Archie's treatment of Edith and whoop whenever Michael zinged a talking point Archie's way.  Fifty years on, nothing has changed.

To them, Roseanne’s demise offered proof once again that they are superior and correct while those voters were exactly who they thought they were.

If the lesson the left takes away from this is that all Trump voters are racist, they will be making the same mistake the Republican party made, the Democratic Party made, the national news media made and the NFL has made in misunderstanding this coalition of people. But if wisdom prevails, they will step back and realize there was a void in the market that even Roseanne Barr could fill — a person who conservatives have reviled for years.

If there was a hole that big in Hollywood, then we should take an honest look at our programing and how our entertainment industry treats Middle America. Plenty of lessons are coming out of this chapter of Roseanne Barr’s life. Most of them are obvious: Words matter and there are consequences for hateful behavior.

But people will miss two other very important lessons. The first is we have to stop leaping to the assumption that every person who voted for Donald Trump is a racist and everything they like has tinges of racism — from guns to how the NFL has handled their national-anthem controversy.

The second is that Hollywood hasn’t been serving a great big chunk of this country for a long time. As a result, a show no one predicted would be popular broke all the records.

Two observations.

IT FAILS EVERY TIME IT'S TRIED.

This year marks the bicentennials of Illinois statehood and of the birth of Karl Marx.  I'll resist the "tragedy" and "farce" temptations tempting me, and offer what I hope is a straightforward Book Review N^o. 12 of the bicentennial edition of Terry Eagleton's Why Marx Was Right.

WILL SHIPPERS ASK THE RAILROADS TO ADD RETAIL INTERMODAL?

I'd like to see the railroads compete for the short container and trailer hauls, but perhaps they have enough else to haul for now.  "Long-haul trucking capacity has been in a vise thanks to a shortage of drivers, higher diesel fuel prices and a surging economy boosting retail sales."

The demand for transportation is derived from the demand for those retail goods.  Which shippers will be first to act on the difficulties getting stuff hauled when going to trucks becomes a less attractive option?

THE SHAPE OF THE CIVIL WAR TO COME?

In the pages of Minneapolis's Star-Tribune, it will be to fight off the great siphoning.

Those far-off onlookers thirst mightily for the Lakes’ 6.5 million billion gallons of fresh water that, to them, just sits there before running off to the ocean. Wasted.

It’s easy for us lake-landers to dismiss such thoughts, but those in the American Southwest are up against a 17-year drought that keeps getting worse. After an unusually warm winter, it’s expected to worsen still more this summer due to a dearth of mountain snow that will again leave Colorado River flow far below normal, with forecasts of dry and very hot weather à la La Niña.

What’s beyond scary is that NASA computer models indicate that the West could be facing a 50-year megadrought, the first such event since long before Europeans even knew North America existed.

The article mentions water stress in the Southwest, but doesn't get around to the root causes until late in the story.

Today, the West’s chief water user is agriculture, with three-fourths consumed by water-gulping crops like cotton, citrus, alfalfa and vegetables. Irrigated fields around hot, dry Yuma, Ariz., produce so many winter vegetables that nearly all of your salad comes from Yuma. Irrigated fields grow countless tons of alfalfa to feed livestock, crowded into giant feedlots nearby.

So much water is sucked from the Colorado to grow crops and quench thirsts that the river’s flow into Mexico is a relative trickle.

The Southwest’s water crisis is a result of dubious policy that pushed unsustainable growth, incented by federally financed dams, reservoirs and canals that delivered water at astonishingly low cost to cities and farmers.

Requirements that states and users repay the cost of building waterworks are often waived with little notice. Just one of these giant projects, the 336-mile concrete canal moving Colorado River water to Phoenix and Tucson, cost $4 billion to build in the 1970s ($26 billion today) and many millions to maintain. Relatively little has been repaid to taxpayers, or ever will be.

I'll probably never, ever, get people, including people who ought to know better, to stop using the terms "cost" and "price" interchangeably. We can't, for instance, speak of rising health care costs until we know something about price discovery. The same error is present in the passage above.  The costs of the water and power projects are great, but those Yuma growers see low prices for the Colorado River water they use because they are living at the expense of somebody else.  I also recall, in the middle 1970s, something called "flood watering" being a thing in Phoenix.  Yup, cover your lawn with water.  We had water meters, and even in Milwaukee there was odd-even sprinkling days, even with new water intake cribs being built as the city grew, as it still was back then.

But nobody wants to get into the implications either of understanding that water is a commodity and ought be priced accordingly, or that those fresh vegetables (and Californian cheese, for Elsie's sake!) coming to the Twin Cities in the winter look cheaper because taxpayers in the Great Lakes are helping pay for those southwestern water projects, and they might be on the hook for even more water projects.

Less than 80 years ago, North Dakota had more electoral votes than Arizona, and Phoenix was a remote outpost. Today, Arizona has more people than North Dakota, South Dakota and Minnesota combined. That kind of growth is evident throughout the Southwest, which means more and more members of Congress are being sent by dry states rather than by the water-rich Midwest.

The article fears those Members will vote to provide benefits to their constituents, at the expense of everyone else.

Another option is to strictly restrict water use, but that’s politically dicey and can’t get much beyond talk.

Then there’s a plan to spend gazillions to capture several of Alaska’s free-flowing rivers with a grand network of dams, canals and tunnels to divert water south to the Colorado basin. It seems that the drought is getting serious enough so that even far-fetched ideas get a look.

So OK, now what?

To desert dwellers, an idea that makes intuitive sense is to pipe Lake Superior water to where it’s “needed.” Such a project would be staggeringly expensive but technically doable; besides, the Great Lakes surely wouldn’t miss, say, 50 billion gallons — would they?

The populace all around the Lakes is rock-solid against shipping any water anywhere, and advancing any diversion plan would set off political warfare.

Or perhaps one should say “renew hostilities.” This story isn’t new. In 2007, New Mexico’s then-Gov. Bill Richardson suggested a Great Lakes diversion when the Western drought was only six years old.

Note again: "strictly restrict," presumably by quotas or peer pressure or anything but price incentives, but this is the Star Tribune, y'see.  As far as the water diversions go, that idea is much older.  I remember people in Michigan, during the 1980s restructuring of Smokestack America, seriously suggesting that Michigan finance such a pipeline.  Cooler heads prevailed.

You want war, though?  I still fear that, long before the Second Minnesota face off against the Phoenix Zouaves, the Great Lakes Compact the Star Tribune columnists figure Congress will undo will come under severe pressure within states such as Illinois and Wisconsin that have Great Lakes coastlines.

ARE YOU READY FOR THE SUMMER?

The Oktoberfest season doesn't get going until late July, and full swing is in ... September.

With the interstates, and the available trains, full of flatlanders escaping to Wisconsin, let's note the latest invitation to tourists from America's Dairyland.

You don't have to #GetYourDeutschOn or quaff a beer and enjoy a bratwurst or be a Brewers fan to enjoy the Gemütlichkeit.  Just drive safely, or let Amtrak get you there.

Note also: there's a lot going on in America's Dairyland that isn't Alpine-themed.  For instance, find yourself a circus and go to it.  There is no prohibition on elephant acts in Wisconsin.

BLESS ME, THIS IS PLEASANT, RIDING ON THE RAIL!

Reporter Marnie Hunter takes an extra day riding from CNN headquarters to the Big Easy.

The whole journey takes 30 hours, if the train stays on schedule.

But what the Crescent from Atlanta may lack in speed, it makes up for in atmosphere and amenities.

The food is pretty tasty -- rail cuisine doesn't suffer the same tinkering that goes into preparing food that will be served at 35,000 feet. The train is spacious; there's a dining car, a lounge and you can walk around, recline, even lie flat.

She engaged a roomette for the day trip, something that I opted not to do on a shorter Birmingham to New Orleans jump four years ago, and that mostly enhances her experience. (There's a pull-out tray between the lower seats for a reason, but if you've made down that bunk for a nap ...)

It took me about five minutes to wrestle the two floor-level seats into a flat lounger. But I far preferred the narrow, pull-down bunk above.

The bunk is a one-person affair (completely ill-suited to intimate encounters, one passenger reported from experience). And the compact toilet/table begs a high level of familiarity with your cabin-mate.

The trance state facilitated by the train's rhythmic bumping along the rails is reason enough to ride. And I cannot overstate how relaxing it is to loll on the top bunk, watching the sunlight change on the trees as the day rolls by through a smudgy body-length window.

That's an option on the Viewliner sleepers, one missing, however, from the Superliner sleepers serving most of the lines outside the Official Region.  The opportunity to meet travellers and swap stories in the dining car lasts, at least for now.

She had to rush back to Atlanta.  That's when reality returned.

Would I do it again? Yes, but I had planned to hurry home from this trip.

My flight was delayed by several hours.

Tucked into a rigid seat at the airport gate, snacking on a bag of gummy bears, I couldn't help but think of the romance of the rails.

Unfortunately, Hiawatha style timings and Empire Corridor style frequencies are unlikely along the Peach and Crescent line anytime soon.

NOW COMPETE FOR THE SHORT HAULS.

Motor carriers already pound the interstate highways to pieces, thus it is no surprise that the president of the Association of American Railroads takes to The Hill to raise that point as part of an argument against allowing longer tandem hitches on the roads.

Federal policymakers ought to answer a simple question: should large commercial trucks fully cover their costs for using public roadways, or should taxpayers help foot the bill? From the perspective of large, private freight railroads that compete with trucks and other subsidized transportation modes, the answer is a resounding “no.”

Private enterprises should cover their costs to do business, including moving freight over roads, bridges and highways also used by the traveling public.

The evidence is clear: big trucks, which play an invaluable role to U.S. commerce and are also a major customer of the rail industry, simply do not account for the costs associated with their infrastructure use. Some sections of the industry advocate for a gas tax increase, but that does not seem sufficient nor imminent.

“The last Federal highway cost allocation study [sic] showed that many of the heaviest trucks pay considerably less than their highway cost responsibility,” reports the U.S. Department of Transportation.

This issue is particularly pertinent as the Senate Appropriations Committee readies action on its transportation spending bill, a process in which proponents of even bigger trucks may try to hijack the spending process to modify existing truck-size limits.

The freight railroads are walking a tightrope here, attempting not to antagonize the motor carriers that are willing to contract for long-distance haulage by reintroducing retail railroading, e.g. moving containers from Rochelle to Madison or North Baltimore to Columbus by rail, rather than having them rubbered there.

In an environment of shortages of truck drivers and experimental robot trucks that may or may not play well with motorists and pedestrians, though, there likely is a business opportunity for railroads to go after those shorter hauls.

The June 2018 Trains devotes space to the possibilities for shorter-haul intermodal, noting inter alia Florida East Coast's service getting trailers off Interstate 95 (south Florida evidently terminating a lot more cargo than it originates these days) and Britain's Freightliners (the British Isles being short haul railroading per se, and there are U.S. companies with experience running the freight services there.)

Perhaps it's time for the trade association to force the issue, by supplementing the rent-seeking with more aggressive attempts to solicit the shorter-haul business.

The rail industry not only values its business with trucks – which is nearly a quarter of all revenue – but believes it is mutually beneficial. In 2015 alone, freight rail carriers handled 15.3 million intermodal containers and 1.5 million trailers carrying a myriad of goods central to our high-quality of life. Trucks, railroads and ships in the U.S. combine to form a top-performing supply chain that delivers 54 tons per American every year.

However, we reject efforts by select trucking interests to increase truck sizes until policymakers take real action to require the trucking sector to cover its costs. Absent such dialogue, campaigns to boost truck sizes should be emphatically rejected.

Maybe the status quo is good enough. Or maybe the railroaders want the status quo, rather than be in a position where infrastructure improvements might bring ... gasp ... passenger trains with them.

A TIGHTENING LABOR MARKET LEADS TO ADAPTATIONS.

Visible tattoos?  Maybe not just yet.

Once a staple of circus sideshows, military service and gang activity, tattoos have become more commonplace today among people of all walks of life, at all stages in their lives.

But while the social attitude toward body art may be changing, there are still mixed reactions to tattoos in professional settings, something [placement consultant] Barbara Maszk doesn’t see changing soon.

“It is complicated. Today, everywhere you go people are sporting tattoos,” she said. “I don’t think we’ve crossed the bridge for face tattoos, but sleeves may be more accepted depending on the business.”

Perhaps not: I still view the strip mall with TAN NAILS TATTOO as a signal of a downscale neighborhood.  Perhaps employers still view visible tattoos as warnings.

Whether a tattoo is going to be acceptable in the workplace, Maszk said, comes down to four things: the content, size and placement of the tattoo, and the climate of the company.

Her advice to those entering the workforce is to avoid tattoos in places others are likely to notice first, like the face and hands, and to avoid anything potentially offensive.

“We’re still not at a point where we see something and we don’t make a judgment on it,” she said.

That's where the tightening labor market comes into play. Perhaps in the next anecdote we have evidence, indeed, of a tightening labor market in Wisconsin.

Teresa Emery, also a longtime human resources professional, said a lot of the people she helps to find work have tattoos. Emery is the employment program manager at the Milwaukee Careers Cooperative, a nonprofit employment agency.

Emery said she has noticed the changing attitudes toward tattoos first-hand. She recently placed a young woman in a caregiver role who had a flower tattoo spanning her face, neck and body, an employment match she was surprised was successful.

“I thought the tattoo was going to be a problem,” she said.

That might not be the case, in part because the next cohort of middle managers might also have some ink.

A 2015 study published in the International Journal of Innovative Research and Development surveyed both a group of professionals and a group of MBA students about professionalism.

When asked how they perceived employees with tattoos, 60 percent of the professionals said they would view that employee as “careless,” while 52 percent of the students said they would view the employee as “easygoing.”

One reason millennials are more likely to be accepting of tattoos in the workplace may be because they’re more likely to have tattoos themselves.

In a 2015 Harris poll, nearly 50 percent of millennial respondents said they had a tattoo.

By contrast, in a 1999 NBC News/Wall Street Journal poll, 21 percent of respondents said they or a family member had a tattoo. But in a 2014 version of the same poll, that number nearly doubled, to 40 percent.

Despite the changes, [Bay view tattooist Jonathan] Reiter said he doesn’t think tattoos will become so prevalent that they will be the new norm.

“I don’t know that people with tattoos would want it to be totally accepted,” Reiter said. “There’s an edge to it.”

He also said that if it did become the new norm, the industry could actually suffer.

“At some point, not having a tattoo could be the new tattoo,” Reiter said. “If Mom’s doing it, it can’t be cool.”

History rhymes. I can't help but suspect that the Sixties leftovers running higher education had something to do with the reappearance of college fraternities.  So, too, might it be with other manifestations of rebellion by conforming to the latest notion of being edgy.

The article also notes that tattoo artists continue to counsel caution on the part of new customers.

CONTEMPLATING BRIGHTLINE.

Railroad awareness is seeping into South Florida, and that's provoking commentary from people other than the usual professional railroaders or ferroequinologists.

Start with Daniel Hicks, at Medium, looking for the boost to high speed rail operation.

“All Aboard Florida capitalized on assets they already had,” said Andy Kunz, president of the U.S. High-Speed Association in Washington, D.C. “They owned the tracks, unlike California and Texas that face the challenge of acquiring land that covers hundreds of miles.”

So while it will be another 15 years before California completes its high-speed rail system, Brightline in the meantime promises to improve mass transit throughout Florida, reduce passenger car traffic between Orlando and Miami as well as provide a more sustainable alternative to road travel.

And with the private sector backing it, Kunz said that Brightline shows that high-speed, passenger rail systems do not have to become a money pit for the public sector. As a backdrop, the U.S. Congress is currently debating a significant boost to infrastructure spending.

That is, if California's bullet trains ever get built.

The role of the private sector is something Passenger Rail advocates are still getting used to.

A well-designed [transit oriented development] empowers people with a choice to walk, cycle, or use public transportation to meet their daily needs. In other words, [it] is an urban development response to the congestion, carbon emissions, and inefficiency of suburban sprawl.

“The car promise didn’t deliver,” said Kunz. “The history of urban development is compact, walkable and clustered around transit stations. Even the early suburbs were walkable. But in the 1950s, we started to orient everything around cars. Cars disperse people. Everything becomes separated. We have hit the limits of traffic congestion through commuting and highway expansion.”

As an example for Miami, Kunz pointed to the Japanese, who perfected a network of high-speed trains that drop off thousands of people at a time at local stops across the country. This has led to high-density, urban development and tremendous value creation around each station.

It might be more to the point to note that development-oriented transit is emergent, and that the Japanese rail network in part reflects railway companies that are part of real estate development interests.  I continue to wonder what sort of connectivity will emerge among Brightline, the Miami area Commuter Rail authority, and the city bus operators.  That generalizes, though: there's little connectivity among the state-supported Amtrak corridor services at the Chicago hub, let alone between Amtrak trains and the suburban trains, and I will likely see Valhalla before I see any sort of a rail pass good on all U.S. trains.

The good news is, there is a new train service, and it appears to be catching on.  Robbyn Ackner, also a Medium correspondent, likes what she sees.

Traffic in South Florida is awful. Living in Palm Beach County gives us the opportunity to be on the outskirts of the horrible traffic, while being within driving distance of so many different cities and attractions. We are about an hour to Ft. Lauderdale Airport, Hollywood and the Broward County Beaches. We’re 90 minutes to our favorite hotel in South Beach. Two hours from Naples and 2 ½ hours to Orlando. Ten minutes from Worth Avenue, one of the Worlds Most Expensive streets. Last year, #GoBrightline started running between West Palm Beach and Las Olas in Fort Lauderdale. We’ve enjoyed hopping on the train and going down there for the day, or to enjoy dinner and even go to the convention center. It’s so nice not having to deal with traffic, especially after enjoying a night out. Yesterday, Brightline began running to Miami and we were lucky enough to get one of the last tickets available for their inaugural ride.

On train, it's nice. Outside the window, though, well, the purpose of the railroad is to serve industry, and "other side of the tracks" is an expression for a reason.

Along the way, you get to see a side of road that you don’t typically see, and it’s not a pretty sight. Litter is scattered everywhere, it’s like people use the side of the railroad tracks as a dumping ground. Sadly, there is a very large homeless population anywhere you see an area that is under cover, mostly highway overpasses. I wonder if the rail system has considered those homeless people as an untapped resource who can keep the rails free of debris and then they might no longer be homeless!

Hobo jungles have long been a thing. While it is the case that a hobo is someone who will work for food, railway maintenance labor is one of the harder things a man or woman can do, particularly one out of shape.  But railroad awareness is emergent, and here's a postulant, mostly liking what she sees.

All in all we’re quite happy with the Brightline Train and look forward to many happy rides. Unfortunately, it’s not without issues, there have been several people who have lost their lives on the tracks, most thinking they can duck under the arms and beat the train as they cross the track. This is a high speed train, it’s only got 4 cars, it is so not worth losing your life over waiting for maybe 30 seconds.

My only complaint … they’ve got these really weird hand washing/drying system in the restrooms that not only sprays water, but blasts you with air and while it is supposed to only dry your hands (I assume) the blowback as the high speed air hits the edge of the sink is like a wind tunnel and it blows whatever water might be in the sink, or soap still on your hands onto you, your clothes and if you’re short like me, in your face. That kind of sucked. Hint …. use the sink in the handicap stall.

Dyson isn't going to like that. The crossing protection, though.  Mr Hicks devotes three paragraphs to it.

Quiet zones, which were part of an original agreement between All Aboard Florida and the municipalities lining the train route, are finally going into effect this month, starting in West Palm Beach. The zones are welcome relief for Rose, his guests and many other residents who have prayed for silence since the beginning of the year, when the zones were supposed to coincide with the start of the Brightline service.

All Aboard Florida paid for the zone upgrades at close to 200 intersections along its route. They have extra gates, lights, bells as well as raised medians and curbs. It was then left to each individual city to cover the cost of waivers needed from the federal government. Earlier this year, Brightline sent employees to key intersections after multiple deaths were reported along its route.

“It’s a world of difference,” said [West Palm innkeeper Rick] Rose, joking about what locals commonly refer to as the “Palm Beach Pause”, that brief moment of silence between constant jet noise or train blast. “Fifty trains a day times 26 crossings, times four train-horn blasts per crossing… that’s more than 5,000 blasts a day of up to 100 decibels per blast. Today we had none. I can finally sleep at night.”

It gets better. The state is that grand fiction, you know, and the highway lobby wants to live at the expense of the railroads, even where crossing protection is concerned.

Does passenger rail qualify as a surface transportation project? Former Rep. John Mica and nine current members of Congress say, “Of course it does.”

The answer seems self-evident, but five Republican congressmen, led by Rep. Brian Mast, argue that “surface transportation” only means roads. Mast’s district encompasses the so-called “Treasure Coast” north of West Palm Beach, Fla., through which Brightline’s Orlando-bound trains are set to run at 110 mph after Florida East Coast Railway tracks are upgraded.

The point is at issue because of attempts to deny Brightline access to private activity bond financing.

As if spending more money on roads is going to do anything about road congestion in southeastern Florida.

It gets better, though.  Representative Mica is the notorious Amtrak hater, but he represents that part of South Florida where Brightline is catching on among his constituents.

STILL UPPER VOLTA WITH ROCKETS?

Baruch Pletner of Tsarizm wonders if the Soviet Union couldn't win for winning.

Russia will spend millions of dollars to put up yet another WWII victory parade in the Red Square. Tanks will rumble and jets will fly overhead. Nuclear-capable ballistic missiles will slowly crawl past the same old mausoleum with the same old corpse inside. But what about the people watching? Some are clinging to old glory. Many are beginning to see the absurdity of celebrating in superpower style victory over countries that are now vastly more prosperous than their own. Russia is a poor country that does not even have the technological and business expertise to exploit its own natural resources, letting foreign powers do it instead, akin to the literal banana republics of early 20th century Central America. Russia has roughly half the population it had a hundred years ago and in many metrics such as consumer goods production has yet to reach pre-revolutionary levels or levels that were achieved by Stalin’s GULAG slave labor in the 1930’s. In all ways that count, Russia is the sole loser of the Second World War.

In part, that lower Russian population is the consequence of, well, the Captive Nations counting some of that population as their own.  There's more, though.

There can be no doubt that among all the major participants in WWII both in the European and the Pacific theatres, now, seventy-three years later, Russia is by far the least developed, the least prosperous, and the most likely to occupy top positions on all the wrong lists. Drug and alcohol abuse, infant mortality, expected lifespan for women and especially men, GDP per capita, income per capita, you name it, Russia is at or near the bottom of all major countries. Forget about the US, Britain, France, Italy, Germany, and Japan. Even those WWII combatants that were back then entirely marginal like Poland, Czech Republic, Romania, Hungary, and above all China have left Russia in the dust.

Yes, and the two "most powerful passports," in the sense of visa-free, or visa-upon arrival, access to countries, are those issued by Japan (189 countries) and Germany (188 countries.)  But when the Russian boosters are talking up their country's arsenal, the sense one gets is of ... Upper Volta with rockets.

The size and reach of Russia’s nuclear arsenal make it the only country that can destroy the U.S. in half an hour. Without Russia’s cooperation, efforts to contain the proliferation of nuclear weapons—whether among countries or non-state actors—are bound to fail. Also, whether Russia enters a full-blown military-political alliance with China will have far reaching consequences for the future of the global order. And the list goes on: Moscow’s cooperation remains essential in preventing Afghanistan from relapsing into a failed state, where the likes of al-Qaeda and ISIS could thrive again, plotting to attack the Western world. Russia has veto power on the U.N. Security Council, which allows Moscow to block any decision the U.S. may want adopted there. Russia’s potential as a spoiler, therefore, is difficult to exaggerate. Russia is also the largest country in the world, and transit through its territory—particularly as Arctic ice melts—can be important not only for the global economy, but also for American security, as the U.S.-led campaign in Afghanistan once showed. Finally, Russia has been the largest supplier to the world’s energy market for much of the past decade, and while the U.S. is increasingly self-sufficient in gas and oil, its European allies are not. Russia’s ability to impact all these issues of vital importance to the U.S. and its allies is to a large extent determined by its national capabilities—specifically, whether they are growing or shrinking. As important, America’s and other great powers’ policies toward Russia, and vice versa, are largely determined by how these countries’ leaders view Russia—as a rising power or a declining one.

At least the authors aren't trotting out statistics on steam locomotive production or the volume of open-hearth steel cast.

But watch the Victory Day parades, not in Moscow, but elsewhere in the old Soviet Union.  Here's the one from Occupied Königsberg, er, Kaliningrad.  The city name is itself a throw-back:  Mikhail Kalinin was the Old Bolshevik latterly with a Colonel Sanders goatee who managed to stay on the good side of Stalin through purges and war.

The format of the parade is the same whether it's the big one in Moscow or the tribute to the Hero City of Leningrad, or anywhere else on 9 May (the German capitulation having taken place early that morning, Moscow time).

But check out the surroundings.  The town square has a Soviet victory column, with a relatively recent gold-domed Orthodox church to show who is in charge.  The generals who address the troops before the march-past are riding around in cut-down station wagons reminiscent of late 1950s Fords, complete with the wide whitewall tires.  The pace troops, who provide the spacing for the marching units, are not as sharp in their high-kicking and post-taking as their counterparts in Moscow.  The form is there, but the execution of the parade looks mechanical (and I can't rule out that the producers aren't looping some of the footage, such that coverage of the parade runs the same hour-plus as the Moscow parade.)

Perhaps it's when the bear is hungriest that it is most dangerous.

RUNNING OUT OF OTHER PEOPLES' MONEY?

Malaysia's credit rating is shot, and their government is taking a long, hard look at a planned electrified high speed rail line between Kuala Lumpur and Singapore.

Recently elected Malaysian Prime Minister Mahathir Mohamad vowed on May 28 to cancel the Kuala Lumpur – Singapore high speed rail project, with the Chinese-backed East Coast Rail Link also set to be dropped.

Mahathir told local media that a number of major projects would come under immediate review as part of efforts to control Malaysia’s substantial national debt. Despite the air corridor between Kuala Lumpur and Singapore being one of the world’s busiest, Mahathir said the high speed line was ‘unnecessary’ and too expensive. Although Singapore’s Land Transport Authority has yet to receive any formal notice of withdrawal from the bilateral agreement governing the scheme, Mahathir added that his government would look to reduce the financial penalties that would be payable to the Singapore government in the event of the project being cancelled.

The high speed line would have offered an express service between Kuala Lumpur and Singapore taking 90 min, while six intermediate stations served by fast regional trains were also envisaged.

There are meter-gauge lines in Malaysia, and the Kuala Lumpur to Singapore line is not yet double tracked (two main tracks?) or electrified: perhaps those incremental improvements ought be put in place first, the way the Japanese did it (not building the New Tokaido line until the electrified, two-track existing Cape gauge line was congested), and unlike the way California is doing it.  (Who is going to defund California?)  Or perhaps the prime minister is taking a page from Wisconsin governor Scott Walker's playbook, and killing the project, never mind the transition costs.

THE QUEST FOR SUBSTANCE.

Minding the Campus offers today's nugget of good news.  "College for Everyone? Even the Left Has Doubts."  There's a lot of nuance in that "doubts" and yet read the article and follow the links.

The old view was that “access” to college would change everything. The poor and dispossessed would become financially secure and self-possessed. A college education could and would transform the prospects for myriad individuals shut out of the American dream and would at the same time transform America by tearing down barriers of race and class, and by making the nation more competitive on the world stage.

None of this was ever plausible. It was a species of magical thinking that confused cause and consequence. People carry umbrellas in the rain. But carrying an umbrella won’t make it rain. Most successful people have college degrees. But awarding college degrees doesn’t make people successful.

Achieving worldly success involves quite a few things. If the economist Bryan Caplan’s analysis in his recent book The Case against Education, is to be trusted, high on the list is the signal that the graduate is willing and able to conform to social expectations. Middle-class students who complete college may have a built-in advantage in their willingness to conform. The American middle-class these days certainly doesn’t send legions of 17-year olds off to college who have read deeply or widely, who know much about their civilization, or command well-honed skills in writing, mathematics, history, or any other traditional subject. But they excel at conformity. Ask what they think on any social or political issue, and they will answer with the uniformity of a Roman legion declaring loyalty to Caesar.

This is by no means to discount the elite students who are on fire with intellectual ambition, or the practically-minded students who are on fire with their determination to earn degrees in finance, engineering, or the hard sciences. These are, together, the graduates of American colleges and universities who drive the “lifetime earnings” premium through the roof. They are, however, a minority, and mostly they are from the middle-class.

No kidding.  But just watch the advocates for Business as Usual spin that "excel at conformity" as just another manifestation of privilege.  That's fine, they'll self-deconstruct.

GENO AURIEMMA'S HORIZON LEAGUE PROBLEM?

The column is by John Adams, a sports pundit working out of Knoxville, calibrate your jive-detectors accordingly.

You might wonder that because UConn has been so dominant for so long that last-second losses in consecutive Final Four semifinals suggest one of sports’ greatest dynasties has suddenly lost its edge.

Never mind that UConn has lost only two games in the past two seasons. Or that it still has the game’s preeminent coach in Geno Auriemma.

When you win four consecutive national championships — as the Huskies did from 2013-2016 — the slightest shortcoming is magnified. And another game-winning shot, like the one Notre Dame’s Arike Ogunbowale hit against them, seemingly takes on historical significance.

Yes, losing on a buzzer-beater in the round of four at the national tournament sounds like a good problem to have.  Read on, though, he might be on to something.

The American Athletic Conference is too weak to properly prepare the Huskies for the NCAA tournament — unless they have overwhelming talent, as they did recently when they could entrust the game to superstar Breanna Stewart for four seasons.

They can schedule big-time non-conference opponents as they always have, but for most of January and February the Huskies are winning by laughable margins over AAC opponents. Meanwhile, other teams — like Notre Dame — are getting better through encounters with tougher conference opponents.

Conference memberships come, and conference memberships go, but being the class of a weak conference means ... what?

Meanwhile, outside the power conferences, the final mid-major rankings for 2017-2018 include three Mid-American teams among the top 25, with a fourth receiving votes.  The performance test, though, is breaking through to the round of sixteen, or eight.

DECORATION DAY.

The holiday we understand as Memorial Day began as Decoration Day, referring to the placement of flowers and other tributes at the graves of Civil War dead.

Shiloh, 1994.

The war dead now rest overseas as well.

Normandy, 2018.

Their brothers-in-arms, also at rest, also remembered by their families.

Commonwealth cemetery, Normandy, 2018.

Initially, the dead of the Allies and of the Axis were interred together.  After the War, the victorious powers established their own cemeteries.  A veterans' organization for Germans cares for the German graves.

German cemetery, Normandy, 2018.

Many of the German dead are unknown, and unlikely to be identified.  Their individuality is noted on the markers, though, unlike at Shiloh, where Union dead are, wherever possible, identified, and buried with other members of their units, whilst many Confederate dead rest in mass graves marked only with a count, e.g. "Thirty Confederate Dead."

Wisconsin regiment, Shiloh, 1994.

Other countries have their own decoration traditions and days set aside for the practice.

German cemetery, Normandy, 2018.

You may have been the enemy but you were human no less and we commemorate you for fighting for your country.

From Katie and Ashton on behalf of Woodland Middle School.

In Rememberance.

Taps, and flag lowering, Normandy.

WILL STUART SAUNDERS WIN THE ARGUMENT?

To this day, the Amtrak we have is the Amtrak the member railroads left taxpayers with.  Thus, for example, Penn Central worked with the federal Office of High Speed Ground Transportation to establish what we understand today as the Acela corridor, and it continued the frequent corridor service New York Central had sold to New York state authorities as a way to get rid of long-distance service beyond Buffalo.

Penn Central staff were working on a similar plan to replace long-distance service on former Pennsylvania Railroad lines, and west of the Alleghenies more generally, with short regional trains on the Empire Corridor model.  Mr Saunders, the Penn Central chairman, reportedly walked into the meeting where this project was to be presented, said, "Kill the d**n trains," and left.

Railway Age's Lyndon Henry suggests that the spirit of Mr Saunders possesses the current Amtrak management.  "After 48 years of providing long-distance passenger train services, is Amtrak preparing to scuttle these operations and dismantle its National Network? That nightmare prospect, long desired for decades by anti-passenger-rail politicians, now seems a real and perhaps imminent possibility."  He notes,

One of my own sources elaborates that a working group within the agency is mulling the possibility of converting long-distance train routes into fragments of “stand-alone” segments, not more than 400 miles in length—effectively rendering long-distance travel by rail between many cities and among smaller communities intolerably arduous to impossible.

Disparaging longer routes, Amtrak CEO Anderson often cites the relatively low proportion (under 10%) of end-to-end long-distance travelers to disparage National Network trains. But this ignores the cumulative percentages of passengers that traverse overlapping segments among the hundreds of intermediate cities and towns. And, as the MHSRA/RPA data paper points out, even those end-point-to-end-point trips shouldn’t be denigrated: “Consider that the people who travel the entire distance between Chicago and Los Angeles account for just 8% of passengers but 20% of the route’s total revenue.” The paper emphasizes that “the economic benefits of attracting people who travel long distances is substantial.”

Yes, but under the Current Dispensation, only Acela passengers deserve amenities. Sleeping car passengers can order take-out.

The problem of the national network, though, is that it is held together by over-purposed long distance trains.  Here's how Mr Henry breaks it down.

Far more than any other mode, Amtrak provides interconnectivity for hundreds of smaller communities nationwide, linking them with one another and with larger urban centers. In the apt observation of MHSRA/RPA, Amtrak’s long-distance trains “bring economically viable mobility to rural areas and small towns, many of which are becoming more isolated from major cities as regional airline and intercity bus service disappears.”

Amtrak’s National Network services provide a viable option to personal car travel in ever-more-congested traffic, America’s increasingly crowded air travel system, and deteriorating intercity motor coach services. Moreover, for a significant proportion of the population (I’ve seen estimates over 30%), particularly many seniors and mobility-impaired travelers, transport by private cars or commercial airplanes is difficult, dangerous, or simply impossible.

Yes, and the surviving bus routes can also be dangerous, as are the regional air carriers, that is, if there are any. The late Mike Potemra, literary editor of National Review, made a cross-country listening tour through the Greyhound archipelago once.

But you might more effectively build ridership by, oh, through-routing the 400 mile trains and stitching together some longer routes, or maybe by adding a few 400 mile trains to existing routes.  My candidates:  Chicago-Kansas City, Chicago-Twin Cities.  Oh, and run the long-distance trains reliably and frequently.  Like this.

Trains columnist Fred Frailey has a few ideas of his own on how to combine those stand-alone segments and protect the national network.  "How would you rearrange today’s long-distance network without adding more than 700 train miles per day (that’s the same as a 350-mile round trip, the distance from Cleveland to Chicago)? You can’t touch the Northeast Corridor trains or the state-supported services."  What he comes up with, among other things, is a restoration of the early 1990s Broadway Limited and Capitol Limited splitting or combining at Pittsburgh, and the Nebraska Zephyr leaving off the remnant of the Kansas City Zephyr at Galesburg, if without the spiffy articulated train.

The story is still developing.

THE OUTLINES OF THE FOURTH TURNING.

The Worthy House appears to be a group effort offering reviews of recent books.  It's instructive reading: a number of the reviews offer a world view similar to Kurt Schlichter's, but without the invective.

In a recent review of Dreamland, a Sam Quinones analysis of the opiate outbreak, a writer called Charles notes, "Renewing America would require both neutering [the Credentialed Insider] ruling class and remaking the [particularly white] underclass—both extremely tall orders."

Yes, and such renewal and remaking will be more likely to work out if it is emergent.

LIVING AT THE EXPENSE OF OTHERS.

There's nothing quite like making something "free" to make it expensive.  The latest such story: subsidized day care in Berlin.

Elise Hanrahan should be at work today, but instead she’s standing in a Berlin café, trying to jiggle her one-year-old baby Marta to sleep.

US-born Hanrahan had intended to return to her role as a digital humanities researcher, and also begin her PhD, earlier this year when her year of maternity leave was up. But the critical lack of places in Berlin daycare centres (Kindertagesstätte, or Kita for short) has meant that parents like her have ended up off work with their kids instead.

The meetings and events Hanrahan’s office had scheduled for her return have had to be cancelled. And she can’t even tell her boss when she’ll be back.

On top of that, Hanrahan’s family is struggling to make rent. German employers are required to hold mothers’ jobs open for three years once they go on maternity leave, but after the first year maternity pay comes to an abrupt end, whether the family has secured a childcare spot or not.

“It’s really upsetting for our family,” says Hanrahan. “Not just the money that we’re losing, because I’m now on unpaid maternity leave, but also the consequences for my career. It’s significant.”

What the government subsidizes, it gets more of, excess demand for Kita edition.

Spokeswoman for the Senate for Education, Youth and Family Iris Brennberger says the city is currently about 2,500 Kita spots short: “that’s the difference between places that are on offer right now and children who have a Kita-Gutschein,” or document which enables a family to claim free childcare.

However, not all families apply for this voucher in advance, which means the real figure may be much higher. Brennberger says that currently there are 220,000 children aged 0-6 living in Berlin, but just 170,000 Kita places. Of course, many new babies stay at home, and children are not required to be in educational care until the age of three. But since August 2016, Berlin babies have been entitled to at least four years’ free Kita, so it is a popular choice.

Yes, and the market for privately-provided child care is likely subject to the arbitrage conditions, such that there is somewhere a formerly working now mom who is indifferent between engaging a private provider or working full time as a mom.  Or, somehow, Berlin authorities have to come up with incentives to staff those spots.

One thing the union, authorities and parents all seem to agree on is that the crisis is driven by staff shortages. Some Kitas have free spaces for children, but not enough staff available to take care of them.

Parents have reported being asked to collect their children early or even keep them at home when the childcare centres are short-staffed. The instability puts a strain on working parents, but Hanrahan says it’s important to acknowledge the pressure teachers are under as well. “The teachers’ interests are our interests.”

Hanrahan says the group’s hope is that better pay and working conditions will attract more teachers to the profession and enable them to do a better job under less pressure.

That has always been the fundamental tradeoff in the political economy of day care.  It's still high-income parents contracting child rearing out to poorer domestic workers, whether we call them nannies or day-care staff.

DON'T GIVE UP ON THE UNIVERSITIES.

So urges Reason's Ira Stoll, recalling two public intellectuals who had academic posts.

If politicians do see any value in academia it tends to be as high-tech incubators, with laboratories spawning computer-science or biotech startups. Humanities and social sciences are derided. Senator Marco Rubio campaigned for president in 2016 by denouncing philosophy majors. Even President Barack Obama had to apologize in 2014 after questioning the value of art history degrees. Students are increasingly avoiding history and English and instead choosing statistics, computer science, engineering, or applied mathematics.

Conservatives complain that today's universities aren't producing scholars like [Richard] Pipes or [Bernard] Lewis, or that those who do manage to get doctorates wind up working at magazines or think tanks instead of finding tenure-track academic jobs at prestigious institutions. If so, the examples of Lewis and Pipes make the case for engagement, rather than writing off academia altogether.

Even presidents and prime ministers who win elections based partly on popular reactions against coastal elites, after all, need ideas and staff. One of President Trump's foreign policy aides, Fiona Hill, is a former student of Pipes. President Trump's secretary of state, Michael Pompeo, tweeted, "Bernard Lewis was a true scholar & great man. I owe a great deal of my understanding of the Middle East to his work. He was a man who believed, as I do, that Americans must be more confident in the greatness of our country, not less." Vice President Cheney made a special trip to Philadelphia in 2006 to celebrate the 90th birthday of Lewis.

That second paragraph suggests the engagement has to be both ways: are the think-tanks hiring second- or third-rate scholars, or are the academic departments encouraging self-selection?

A HOLIDAY TRADITION PERSISTS, PRECARIOUSLY.

Between sugar subsidies raising the price of candy ingredients in the States, and free trade agreements reducing tariffs on manufactured goods imported to the States, it has been a tough quarter century for candy manufacturers, including the old New England Confectionery Company, which used to produce its NECCO wafers in Wisconsin.

The wafers ("the communion wafer of candy"), Valentine hearts, and Clark bars might still be with us, if perhaps again originating in the Midwest.

The Ohio-based Spangler Candy Co. had the winning $18.83 million bid for the New England Confectionery Co., or Necco, at a federal bankruptcy auction in Boston.

The deal from the company that makes Dum Dums lollipops will most likely ensure a future, at least in the short term, for some of the nation’s most familiar candies.

“They’re a crowd favorite,” said Chris Baker, who sells Necco candies at his Old Country Store & Emporium in Mansfield, Massachusetts. “I like to see our traditions continue. Any time we lose one, it’s a loss for all of us. And this is something that everybody’s had a million times.”

Necco’s court-appointed bankruptcy trustee, Harry Murphy, said the company’s suitors were mainly interested in its “sugar line” – its tubes of wafers, sheets of candy dots, and the conversation hearts popular on Valentine’s Day for phrases such as BE MINE.

The future of Necco’s other products – including the chocolate Sky Bar, the Clark Bar and peanut butter-flavored Mary Jane chews – remains unclear, he said. The company would continue to be run out of its longtime headquarters in Revere, just north of Boston.

Hm, with marijuana becoming legal, that Mary Jane brand might be more valuable for its rights than for its sugar highs.

THE CIVILIZED WAY TO THE GOLF COURSE.

The Michigan Department of Transportation and Amtrak will be running a special train Saturday, to the Senior PGA tournament in Benton Harbor.

The train will depart from Chicago at 7:05 a.m. CT (transit connections and paid parking) and Hammond-Whiting at 7:30 a.m. CT (free parking), to arrive at Harbor Shores at 10:23 a.m. ET. The departure time from Harbor Shores is 7:16 p.m. ET, arriving at Hammond-Whiting at 8:08 p.m. CT and Chicago at 8:41 p.m. CT. A limited number of Amtrak tickets are available for travel on May 26 only. Book early for the best fares.

A day return ticket is $33; I'm not sure what that "best fares" is about.

But if you have a few too many gin and tonics at the nineteenth hole, the train will get you back to Chicagoland.  (That Hammond-Whiting station is near the lakefront casino hotels, was that part of the plan?)

YOU CAN'T PROTECT INEFFICIENCY.

The steel tariffs haven't done much for Youngstown.

Trump's tariff policy overlooks the fact that it was technology, not trade, that drove the decline of steel towns like Youngstown. According to a studypublished by the American Economic Review in 2015, the steel industry lost 75 percent of it's workforce between 1962 and 2005, even though the amount of steel produced by American mills actually increased during that period.

The population of Youngstown peaked at 170,000 in the 1930s. Today, fewer than 65,000 people live there. Tariffs won't reverse the economic and cultural trends driving that 80-year decline, but they will do a lot of damage to other industries that could help fill the gap. A projection released by the Trade Partnership, a Washington-based pro-trade think tank, says Trump's steel and aluminum tariffs will cause 146,000 net job losses—five jobs lost for every job gained.

"If protectionism could bring back neighborhoods, and nuclear families, and life-long employment, it'd be well worth discussing," Sen. Ben Sasse (R-Neb.) said Wednesday during a discussion of trade issues at the Heritage Foundation. "It is fundamentally cruel to lie to people and say 'by government policy, we're going to make your communities stable again.'"

The link to the Princeton paper is broken. Here is the American Economic Association's archive.  From the abstract, " The sharp increase in the industry's productivity is linked to this new technology through two distinct mechanisms: (i) the mere displacement of the older technology (vertically integrated producers) was responsible for a third of the increase in the industry's productivity, and (ii) increased competition, due the minimill expansion, drove a productivity resurgence at the surviving vertical integrated producers and, consequently, the productivity of the industry as a whole."

Put bluntly, the big steel firms had to be mugged by reality.  Although some minimill operators attempted to use rolling mills, or mill buildings, in the Youngstown area, building new recycling plants closer to the markets (steel scrap being a less localized material than ore or coal) was part of the resurgence.

THAT AFFIRMATIVE ACTION ASTERISK.

It's real, proposes San Diego law professor Gail Heriot.  To increase the proportion of protected class individuals in technical majors, lower admission standards translate into disproportionately higher attrition rates.  "Decades ago, well-meaning administrators at selective college and universities resolved to “do the right thing” by extending preferential treatment to under-represented minorities in admissions. One of the consequences of that policy has been systematically low college grades for most of the supposed beneficiaries of that preferential treatment"

Now, you can correct for that by assigning grades preferentially, and a professor of information sciences at the University of Akron did just that, awarding female students a grade bump, which Kat Timpf flagged as yet another way to put an affirmative action asterisk on a transcript.  "If employers knew that women routinely got higher grades just because they were women, they might start to assume that any woman with a STEM degree may not have actually deserved that degree."

Truth to tell, I'm surprised this Akron professor did this, let alone announced it publicly.  I spent a few minutes looking for a grade appeal policy somewhere on the Akron website, and found zip.  I bet, though, that such a policy exists, in order for students to obtain recourse against arbitrary and capricious grading (the Northern Illinois terminology) or being judged by a standard different from that applied to other students in the course (that's also Northern Illinois terminology.)  The grade bump is arbitrary (applicable only to women) and capricious (does a woman who aces the course get a bump?) and any male student, or any female student who aces the course, can claim to have been judged by a different standard.

Now that the policy is public, does that make Akron more competitive or less competitive in placing graduates?

DO WE HAVE TO REDISCOVER THE CORE VERITIES AB INITIO?

In "Five Ways America's Success is Ruining Our Culture," John Hawkins suggests it will come to that.  "The only thing worse than never achieving your dreams is to achieve all of them and then have no idea what to do next. That’s the dilemma Americans face today, even though most of us don’t realize it."

His column alludes to the great privilege the social justice warriors enjoy today, which is to say, the privilege of calling out microaggressions. "You can’t be Rosa Parks because we’ve already had a Rosa Parks. You can tell yourself that you would have been a Freedom Rider standing up for racial equality, but you can’t actually be a Freedom Rider. So, like Don Quixote, we have large numbers of people in one of the least patriarchal and racist countries on earth who create imaginary patriarchies, racist plagues and largely imaginary versions of enemies that they can fight so they can feel like heroes that they’ll never be."

He continues, contemplating the waging of war in an apologetic fashion.

We should win, but we should have lawyers to discuss the legalities of each strike before the troops in the field make it. We should win, but we should have rules of engagement that give our enemies huge advantages over our own troops because we’re afraid we’ll accidentally kill a civilian while targeting people that want to fly planes into our buildings. We’ve mentally accepted a world where we’re held to a standard no other nation on earth is expected to live up to even as we shrug our shoulders as our enemies break every rule of war.

I think that's an echo of Nagasaki Syndrome.

But fear not.  History rhymes.

Germany is supposed to be the economic powerhouse of Europe, its financial leader, and its trusted and responsible political center. Often it plays those roles superbly. But recently, it’s been cracking up—in a way that is hauntingly familiar to its European neighbors. On mass immigration, it is beginning to terrify the nearby nations of Eastern Europe. On Brexit, it bullies the British. On finance, it alienates the southern Europeans. On Russia, it irks the Baltic States and makes the Scandinavians uneasy by doing business with the Russian energy interests. And on all matters American, it increasingly seems incensed.

Those kids in Normandie better enjoy their sand-pails while they can.

SMALL BEGINNINGS.

Boston's Commuter Rail authority will be selling weekend passes.

Beginning June 9, the $10 weekend fare will be valid for all Commuter Rail zones from the first scheduled Saturday trip through the last scheduled Sunday trip. The $10 fare will be available on the mTicket mobile app, on board trains, and at ticket windows at North, South, and Back Bay Stations. The special fare applies to customers age 12 and above; paying adults can bring 2 children under 12 for free.

It's an experimental service, which will expire at Labor Day. (Shades of the seasonal Bar Harbor and East Wind of days gone by.)

Metra's weekend pass is available all year 'round, there are even special three day passes for some of the holiday weekends.  Perhaps someday in Bean Town.

Oh, there is additional fine print.  "The fare does not apply to the CapeFlyer, operated through a partnership with the Cape Cod Regional Transit Authority, or special-event trains."  The Metra weekend pass is not good on the South Shore, or the Hiawatha.

IF I HAD A HAMMER.

At least Inside Higher Ed's diversity pundit Eboo Patel is thinking about the American Creed.

As Jane Addams wrote, “We know instinctively that if we grow contemptuous of our fellows and consciously limit our intercourse to certain kinds of people whom we have previously decided to respect, we not only tremendously circumscribe our range of life, but limit the scope of our ethics.”

Which language – the multiculturalism that speaks principally of white privilege and systems of oppression, or the multiculturalism that speaks optimistically of American inclusiveness and welcome – is a more useful tool to bang the world into shape?

Hectoring, condescending, privilege-checking, deplorable-shaming: contributing to more Trump? “Every time I turned on the TV, there’s a Democrat calling me a racist and I just got tired of it.”  The generalization to campus diversity tsars is straightforward.

Assimilation is a multi-directional, emergent phenomenon, and it might be wise for diversity pundits, particularly recently-arrived diversity pundits, to remember this.  "You're here because where you left, things sucked. Have you considered that things don't suck here because we got a few things right?"

Mr Patel is correct to speak of inclusiveness and welcome: that's the country buying into its new arrivals.  It's also important for the new arrivals to buy into the country.  Banging things into shape is for drop forges.

DOESN'T FRENCH PHARMA HAVE A PRIMA FACIE DUMPING CASE?

The head of the Ariane Group doesn't like trade-tested betterments.

[Alain]Charmeau expressed frustration with SpaceX and attributed its success to subsidized launches for the US government.

When pressed on the price pressure that SpaceX has introduced into the launch market, Charmeau's central argument is that this has only been possible because, "SpaceX is charging the US government 100 million dollar per launch, but launches for European customers are much cheaper." Essentially, he says, launches for the US military and NASA are subsidizing SpaceX's commercial launch business.

Isn't the same thing true of sales by U.S. pharmaceutical companies to the health services of the supposedly enlightened social democracies?

But wait, it gets better.

"Let us say we had ten guaranteed launches per year in Europe and we had a rocket which we can use ten times—we would build exactly one rocket per year," he said. "That makes no sense. I cannot tell my teams: 'Goodbye, see you next year!'"

This seems a moment of real irony. Whereas earlier in the interview Charmeau accuses the US government of subsidizing SpaceX, a few minutes later he says the Ariane Group can't make a reusable rocket because it would betoo efficient. For Europe, a difficult decision now looms. It can either keep subsidizing its own launch business in order to maintain an independent capability, or it can give in to Elon Musk and SpaceX, and Jeff Bezos and Blue Origin. Charmeau seems to have a clear view of where he thinks the continent should go.

Once upon a time, it was state-subsidized steel mills, and later, state-subsidized airlines.  If other countries want to rip up their economies to provide me with cheaper stuff ...

THE TRENCHANT OBSERVATION OF THE DAY.

Penn's Jonathan Zimmerman, contemplating the Tom Wolfe of Hooking Up and I Am Charlotte Simmons.  "We're trying to be casual about sex but serious about consent, and it isn't working. So long as campus sex remains a game of status and competition, it will also contain elements of violence and coercion. And there’s nothing sexy about that, either."  Precisely.