You can always take the So Long and Thanks for All the Fish view:

Mrs E. Kapelsen of Boston, Massachusetts was an elderly lady, indeed, she felt her life was nearly at an end. She had seen a lot of it, been puzzled by some, but, she was a little uneasy to feel at this late stage, bored by too much. It had all been very pleasant, but perhaps a little too explicable, a little too routine.

With a sigh she flipped up the little plastic window shutter and looked out over the wing.

At first she thought she ought to call the stewardess, but then she thought no, damn it, definitely not, this was for her, and her alone.

By the time her two inexplicable people finally slipped back off the wing and tumbled into the slipstream she had cheered up an awful lot.

She was mostly immensely relieved to think that virtually everything that anybody had ever told her was wrong.

Or the obligatory: http://xkcd.com/1104/

Time to remake Jurassic Park. And while he's at it, Speilberg can change all the guns to flashlights!

How are the two major parties equally scummy when by your own statement the Republicans made things ten times worse than the Democrats?

Wages - and especially that subset of wages which are paid at the legal minimum - represent only a fraction of the total costs of operating a McDonald's restaurant. All wages together are about 25% of the total costs, and that includes a non-trivial number above-minimum management and support staff. So even if we make the unreasonable worst-case assumptions that a) all employees do earn minimum wage, and b) that increased wages don't result in any improvement in average employee productivity (because employees are physically healthier and because of reduced turnover) then a 1% increase in minimum wage only makes for a 0.25% increase in cost-of-Big-Mac.

And a 0.25% increase in cost-of-Big-Mac doesn't actually equate to a 0.25% increase in actual cost-of-living. The effect will be smaller or negligible for businesses where staff costs represent a smaller share of total costs, and where dealing with businesses in which employees are already better paid than minimum wage.

And finally, there are a number of costs associated with minimum-wage workers that you're already paying out of your own pocket, without realizing it. Wal-Mart and McDonald's know perfectly well that minimum wage isn't a living wage. Food stamps, state-subsidized health insurance programs, school lunch programs--that's money you're paying because Wal-Mart isn't. Forcing McDonald's to pay its employees a living wage (or closer to one, at least) means that your Big Mac's price is (less) subsidized by the government.

Used to be more true, not so much today. The Highway Trust Fund - which is funded by a combination of federal fuel and vehicle taxes - has been bailed out before ($35 billion between 2008 and 2010) and is out of money again this year. And the federal government has turned over responsibility for the interstate highways to the individual states, so a big chunk of the construction, maintenance, and repair bills actually comes from the states.

Looking at 2010 numbers, total spending nationwide on highways was about $155 billion. The federal gas tax brought in $28 billion; state and local fuel taxes amounted to another $37 billion; plus state and local governments picked up another $12 billion from tolls and non-fuel taxes. All in all, that's about $77 billion in revenue for $155 billion in expenditures. Drivers are paying about...51% of the cost of the highway network.

For comparison, I note a comment below that shows in fiscal 2012 Amtrak spent $4.036 billion and had revenues of $2.877 billion. In other words, Amtrak riders paid 71% of their costs out of pocket--a much bigger share of the costs than highway users.

That, and the insistence of running freight, commuter rail, and long distance passenger rail on the same set of tracks.

In terms of criteria air pollutants (CO, NOx, SO2, PM2.5, PM10), it's certainly true that modern cars are cleaner, even an F150. But that 150 gets 12 mpg, less than half of the U.S. average mpg for new cars. Since climate change is a thing, since automobiles are collectively a significant emitter of CO2, and since the F150 emits twice the CO2 per miles as an average new car, and since those average new cars also emit small amounts of those criteria air pollutants, no a 2011 F150 is not a green car.

Then you just slip into some strange piece of climate change denier and anti-tax zealot. There's no question that the impacts of climate change are systemic, pervasive, and real. Parts of Miami and Norfolk VA are under water during high tide. Hell, there are island nations preparing to no longer exist. Somehow, these "local" disasters are hand-waved, along with the hurricanes, droughts, floods, etc. But you call high gas taxes ruinous for the economy and claim that they have no impact on the environment, despite the facts that (a) most Western European nations have high gas prices, (b) most have higher mpg fleet averages, and (c) most have economies that are functioning just fine.

We get it. Regardless of your actual age, you behave like the old Brits referenced in the summary. That doesn't warrant a 5: interesting, except that it's interesting that old British-type dudes who are entirely wrong on the science and implications of climate change (and foolish about tax policy) are on slashdot.

"Now, this would require the manufacturers to agree on certain controls, but itâ(TM)s certainly doable."

Manufacturers opening up the vehicle bus, the network responsible for the actual core operation of the car, to cell phone apps? Laughable.

Actually, not so surprising, depending on how the analysis is done. And it also depends a lot on how you want to measure "sheer productivity". A supervisor who helps design the experiment, interpret the data, write the paper, and communicate with journal editors probably spends fewer hours than the trainee (grad student or postdoc) who actually does all the bench work--but that doesn't mean that the supervisor hasn't earned an authorship credit.

If Alice, Bob, Carol, Dave, and Elsa are all graduate students in Dr. Frink's lab, and each of those students publishes two papers over the course of their PhD programs, then all of those students are going to be authors on 2 papers each, and Frink will be an author on 10 papers. Dr. Frink is 1 out of 6 scientists - a bit less than 17% - but is on 100% of the papers. If you have a big lab in a relatively hot (or well-funded) field, then your name is going to be on a lot of papers.

And papers these days - especially the high-impact, widely-read, highly-cited papers - tend to have a longer list of authors. If you look at the table of contents for the most recent issue of Science, the two Research Articles have 26 and 12 authors. Out of the dozen or so Reports, one has 4 authors, two have 5, all the rest have more. Speaking personally and anecdotally, my last three manuscripts (in the biomedical sciences) had 8, 3, and 7 authors.

Going back to "1% of scientists are on 45% of papers"--well, if those are all six-author papers, then that top 1% is only responsible for a 7.5% share (45 divided by 6) of the "output". Given that there is a very long tail of authors who only have 1, 2, or 3 authorships in their lifetime (the majority of PhD graduates never end up conducting research as university faculty; there just aren't enough jobs), I am willing to believe that there is a small fraction of productive, top scientists whose names are on a disproportionately large share of papers.

Actually, in many of the sciences (mathematics and parts of physics are notable exceptions, where authors tend to be listed alphabetically) it is usually the graduate student or postdoc who did most of the work who is the first author on the paper. The senior researcher - a principal investigator who actually has the academic appointment, who may have secured the funding, and who is ultimately responsible for the lab - is generally listed as the last author on the manuscript. ("Middle" authorship has the least cachet by far.)

Broadly speaking, young scientists and trainees want to accumulate as many first-author papers as possible, to demonstrate their scientific productivity. Faculty members - senior scientists - want to accumulate last-author papers, to demonstrate that their labs are productive.

That should technically be something like "as much kinetic energy as a well-thrown baseball". In other words, about 50 joules: what you get from a baseball at about 60 miles per hour. So, not major-league fastball fast (90+ mph) but quite a respectable velocity.

And we're not going to talk about assorted forms of chemical or nuclear potential energy in the baseball. If you set fire to a baseball, you could get quite a bit more thermal energy. And you could get a heck of a lot more energy out of a baseball if you fused all its component atoms down to iron.

You could say that, but you would be wrong. Cockpit windows remain a weak point aboard modern aircraft. Extensive and costly preventive maintenance programs reduce the risks, but they still regularly crack and leak, and occasionally fail spectacularly. A bit of Googling turned up this freedom-of-information response from the UK's civil aviation authority. It lists 88 pages of in-flight incidents of windscreen damage and failure that occurred - just in the UK - between 2008 and 2013.

This illustrates an important point. From a purely rational safety perspective, you don't actually need the electronic display system to be perfect, with an absolutely impossible zero risk of failure. You just need the system to be less likely to fail - in a way that causes a serious accident - than the known weak point (window) it replaces.

On the other hand, the number of accidents per passenger-mile is probably a lot worse in nuclear submarines than in passenger aircraft. Broadly speaking, an overall higher risk of accidents and fatalities is tolerated in the military.

And honestly, military submarines (or any submarines, really) tend to be much more heavily built than aircraft, and travel at much lower speeds, both of which tend to make crashes much more survivable. Consider, for example, the 2005 collision of the USS San Francisco with a poorly-charted seamount. The fast-attack sub was travelling at its maximum speed (probably around 40 mph) when it smacked into solid rock--that it couldn't see, as they had no windows. Nobody drowned; the ship didn't sink; all of the injuries (and the one fatality) were caused by crew members getting bounced about by the collision. Compare and contrast with just about any aircraft incident involving controlled flight into terrain, where aircraft crumple like beer cans and everybody dies.

In principle, there could be 'emergency' windows that were smaller or more awkwardly placed (perhaps even requiring the use of a periscope or physical light pipe) that could nevertheless still be used to land a plane in the event of a complete failure of the electronic display system. From an engineering standpoint, even a switch from giant wrap-around windows to small portholes is still going to provide some improvement in strength and weight.

That said, it's worth noting two things. First, modern aircraft are so heavily electronics-dependent (and fly-by-wire driven) that in the event of a catastrophic failure of onboard electronics, the loss of virtual windows may not actually be the biggest problem on your plate. Second, modern aircraft are often rated for landing completely blind (at suitably equipped airports); even if you lose the view from the entire front 'window', a landing on instruments is still a reasonable option.