Such breakthroughs are important to Rolls-Royce, a world leader in the aviation industry, in its work to build state-of-the-art jet engines that support the energy transition with more sustainable aviation. Rolls-Royce plans to use the new circuit on its journey to quantum advantage in CFD for modeling the performance of jet engine designs in simulations that use both classical and quantum computing methods. By using GPUs, Rolls-Royce is preparing for a quantum future despite the limitations of today’s quantum computers, which only support circuits a few layers deep. Using NVIDIA’s quantum computing platform, the companies have designed and simulated the world’s largest quantum computing circuit for computational fluid dynamics (CFD) - a circuit that measures 10 million layers deep with 39 qubits. ( Return to the corrected sentence.HAMBURG, Germany, (GLOBE NEWSWIRE) - ISC-NVIDIA, Rolls-Royce and Classiq, a quantum software company, today announced a quantum computing breakthrough aimed at bringing ever-increasing efficiency to jet engines. Least of all do I have confidence in the state when it begins to subsidize and promote whatever entrepreneurs want to do.Ĭorrection, June 6, 2011: The article originally misidentified the Atchison, Topeka, and Santa Fe Railway. But still we are left with the conundrum of modernity: Who is both smart and decent enough to be in charge of the enormous powers we have unleashed on the earth? I don’t have much confidence in businessmen, but neither do I have confidence in engineers, workers, or college professors. This book convinces me that the railroads helped create both “dumb growth and environmental catastrophe.” A greater capacity for delay and restraint might have moderated both outcomes. And to these questions the answer seems no.” But would a delay of a few decades have really mattered? Would it have brought a different group of people into power? Would the goal of civilizing the West have been more humane, environmentally restrained, or economically sensible? Perhaps. The issue is whether they should have been built when and where they were built. White ends his book with this judgment: “The issue is not whether railroads should have been built. That’s not White’s solution, but then what is his alternative to a society run by capitalists? What other choices did Americans have in the past or now? Whom should they trust? In his book The Engineers and the Price System (1921), Veblen called for a “soviet of technicians” to run the railroads and factories of industrial America. A society based on class and ethnic equality is closer to White’s ideal than to Veblen’s, who in turning away from the underdogs of society threw in with the technocrats, trained in rational analysis and management of modern technology and enterprise. White is emphatically on the side of those he calls the “anti-monopolists,” contesting corporate authority, though he admits that most of them were racists who blamed immigrant Chinese workers for their precarious economic situation as much or more than they blamed the bosses. Unlike Veblen, White strongly identifies with the Indians who were dispossessed in part by the railroads and with the railroad workers who did the dirty and dangerous jobs for low pay and little freedom. The builders made a lot of money for themselves, but why did so many people give them so much capital? No rational need existed for decades, yet a railroad-building frenzy went on and on. But then why did so many investors, including shrewd Germans and Brits, throw money into these enterprises as well? Not until the 20 th century would there be enough white settlement and shipping traffic in the West to justify such investments. White explains that largesse as a result of political corruption. The Union Pacific alone raked in $43 million in interest subsidies on federal loans, and railroads east and west of the Mississippi River received more than 131 million acres in free land. Instead, they persuaded Congress to lay out enormous subsidies. The money that built those lines did not come from the railroad men themselves-Leland Stanford, Collis Huntington, Henry Villard, James J. White debunks the legend, arguing that the achievement was shoddy and chaotic and benefited the nation very little. After that came the Northern Pacific the Great Northern the Atchison, Topeka, and Santa Fe * and other lines that brought a transportation revolution to the West. There is a legend-making photo taken at Promontory Summit, Utah, May 1869, when the Union Pacific and Central Pacific joined tracks and reunited a war-divided people. One legendary moment of greatness was the completion of the first transcontinental.
0 Comments
Leave a Reply. |