A shadow has fallen across the future of autonomous transportation, one of the key aspects of the city of the future and of the widespread use of artificial intelligence. It comes from Boeing in the form of the computer problem that has grounded the world’s fleet of 737 Max 8 aircraft.

No definitive cause of the crashes of Lion Air Flight 610 in the Java Sea, which killed 189 people, and Ethiopian Airlines Flight 302 en route from Nairobi to Addis Ababa, which killed 157 people, has been established yet. But everything points to the computerized stall-avoidance system.

In terms of computing in aircraft, this is no more than an embarrassment. In terms of loss of life, it is ghastly. In terms of the public confidence in the growing role of computing in everything, it is grave.

These crashes have stimulated public fear, and public fear hangs around. So does institutional fear — even when the problem has been identified and remediated.

Consider these events which have left a long-lasting residue of fear:

—Thalidomide was a drug developed in Germany and first marketed there to pregnant women. Use spread around the globe and the results were devastating: More than 10,000 babies were born without one or two major limbs, like arms and legs.

I am told, although it is never mentioned, thalidomide haunts the drug industry. It has affected both the development of new drugs and the regulation of drugs to this day. The long delays and exhausting trials new drugs go through are partly due to something that happened in the late 1950s.

—The Three Mile Island nuclear power plant accident in Pennsylvania in 1979 has affected nuclear design and regulation of nuclear plants ever since, although no life was lost. There was a partial meltdown of the core and the result fed the anti-nuclear movement, which, ironically, pushed utilities back to coal — now under attack because of its environmental impact.

The Max 8 problem, in terms of computing in aircraft, is no more than a glitch, possibly the result of a rush to market. But the loss of life is terrible and the loss of confidence immeasurable.

A whole array of high-tech companies is hoping to bring autonomous transportation to the streets within a decade or not much longer. These include Uber, Lyft and Google. Tesla would like to see autonomous electric trucks handling intercity deliveries.

This push to the driverless has huge energy and resources behind it. It is a part of what has come to be known as the smart city revolution. It also is part of what has been described as the Fourth Industrial Revolution.

Early autonomous cars have depended on sensors to guide them. The car in front slows and the car behind picks this up from its sensors. When autonomous vehicles are fully developed, these cars and all the others on the road will be in constant communication with each other.  Car A will tell Car B, “I am breaking” and so on down through a line of traffic. It is coming.

The message from Boeing’s catastrophe is: Get it right or you will scare the public off, as happened with Three Mile Island. Some willing propagandists scared the public off nuclear — our best way of making a lot of electricity without carbon.

The technology in aircraft is very sophisticated. Almost all passenger airliners have been able to land themselves once they intercept a radio signal, called the glide slope, at an advanced airport. They are packed full of computers operating all sorts of wondrous systems.

If all the computers on the fatal Max 8s had been talking to each other, as traffic will have to in the coming era of autonomous vehicles, they might well have shut down the stall avoidance system that was mis-sensing an imminent stall.

The neo-Luddites will try to exploit the Boeing catastrophe into slowing smart city development. The challenge for autonomous technology is to get it right. Not rush to market.

White House press secretary Sarah Sanders’ disinclination, with approval from President Trump, to hold daily press briefings represents a serious setback of the public’s right to know. The briefings aren’t enshrined in the Constitution and she isn’t violating it — except in its broad regard for freedom of the press.

But press briefings have become part of the lore of our governance. It’s the opportunity where, through the media, the public can ask, “What is going on?” And, as important, “What’ve you got to hide?”

Like many things in a democracy, the system of questioning the administration at the daily briefings is imperfect, cantankerous, open to abuse, and unfair to smaller news organizations.

But the briefings are a small, frequently foggy, window into the White House and the administration of the day. The briefings are how the public, through the media, peers in. Presidents should be worried about what will be asked and how it will play. That’s in their long-term interest.

From time to time, some politician or commentator says we need something equivalent to the British House of Commons’ Prime Minister’s Questions (PMQ).

Actually, we did have it for quite a long time, and now we don’t: It was those daily briefings.

Some press secretaries haven’t been forthcoming, but there’s always the palliative effect of simply raising an issue. A small pebble unearthed, as with a small secret, can set in motion a landslide, revealing truths, identifying mendacities and adding to the hygiene of a democracy.

Much depends on the character of the press secretary and the relationship he or she has with the president. A good press secretary is one we, the media, trust and one who’s also trusted by the president — not to lie for him, but to advance his interests while informing the press of the president’s thinking.

Most press secretaries aren’t asked to lie, but to work around awkward truths.

I recall, particularly, when I was in the press party that accompanied President Bill Clinton to China. Mike McCurry, the press secretary, a favorite of Clinton and the press, did his best to eschew the Monica Lewinsky scandal. For example, McCurry manipulated the exit press conference in Hong Kong. I heard him arrange for an Irish correspondent to get a question in because McCurry knew that correspondent wouldn’t ask about Lewinsky.

Another press secretary who was liked and admired by the president he served, George W. Bush, was Tony Snow. He’d been a member of the press corps and we trusted him through contentious times to brief fairly and answer questions to the best of his knowledge. There was plenty that was debatable, but the three-way trust between the media, Snow and the president was preserved. The same could be said of his successor, Dana Perino, who is now a Fox News host.

A president tweeting isn’t a president being open. It’s a harangue. It’s a version of my way or the highway. Likewise, questions answered or avoided at the end of a photo opportunity in the Oval Office or on the South Lawn on the way to the helicopter aren’t a press conference. It’s a hit-and-run where the president drives off unscathed.

The Trump administration got off on a bad footing with the media not because of pre-existing bias but because of initial pre-emptive lying. When Sean Spicer, Trump’s first press secretary, maintained, despite incontrovertible photographic evidence, that Trump had larger crowds at his inauguration than Barack Obama had had at his, the back story was that lying in defense of the president was OK, part of the job. It shouldn’t be; lying undermines the veracity of every factual answer to come.

On Sept. 8, 1974, Jerry terHorst, President Gerald Ford’s press secretary, resigned when he found that he’d been kept in the dark of Ford’s plan to pardon Richard Nixon and had, as a result, misled the press. The press corps revered Jerry for what he did; for what appeared to a be a blow for the truth. He got a long, standing ovation when he spoke at the National Press Club.

Despite what the Trump administration says, the facts are journalism’s bread and butter. Honest.

The Irish are an accommodating people. Well, not in everything but in some things. They share their culture with the world. Then they incorporate into Irish life modifications that other nations, especially the United States, have made.

Take St. Patrick’s Day. It was traditionally a dour day of religious observance in Ireland. Then Irish-Americans turned it into the festival that we celebrate here. And now St. Patrick’s Day is celebrated in Ireland much the way it is here: joyously.

Likewise, corned beef and cabbage. That was a cheap dish that got its Irish identification among the poor immigrants in New York. It wasn’t a tradition in Ireland where thick bacon, lamb and salmon, served with an astonishing array of potato options, is standard fare along with battered cod — fish and chips to the rest of the world. But in an accommodation to visitors, corned beef and cabbage can now be had in the big hotels.

A word about those potatoes: If you can think of preparation for potatoes, you might find them offered. Never, in my experience, are less than three varieties available in a restaurant. At a banquet once, I was offered a choice of chips (French fries) duchess, sautéed, boiled, croquette, mashed and scalloped.

What isn’t seen in Irish restaurants are baked potatoes — although, to please visitors, they may be sneaking into the hotels. In my nearly four decades of annual travels in Ireland, I learned that baked potatoes, known as jacket potatoes, are street food — to be bought with all sorts of great fillings from stalls, food trucks and the like, not in restaurants and pubs.

Irish stew is also less common than you would expect.

The Irish do drink, but in their own way. As Ireland has become a modern, competitive country, people are drinking less. But drinking is part of the fabric of daily life, just as drinking coffee, tea (hot or iced) and soft drinks might be elsewhere. You do business in Ireland over a drink, celebrate with a drink, mourn with a drink and, well, just have a drink because that’s what you do between what you just did and what you’re going to do. A breather, you might say.

For 20 years I was the American organizer for an Irish summer school. Summer schools — there are more than two dozen — are more like themed think tanks that meet only in the summer, often just for a long weekend. They cover literature, music, politics and are named accordingly, like the Yeats International Summer School and the Parnell Summer School.

The one my wife and I were affiliated with was the Humbert International Summer School, named for the French general sent to Ireland in 1798 to help with the uprising against the British, which was put down brutally by Gen. Lord Cornwallis, fresh from his American defeat. Humbert was sent back to France — the English not having a beef with the French at that moment. He had an affair with Napoleon’s sister and was ordered to New Orleans, where he passed his days drinking with Lafitte, the French pirate and privateer, teaching French and living his exiled life in style. He did fight bravely in the Battle of New Orleans and helped the American forces with his military skill. He died in New Orleans and is buried there.

Back to the welcoming of American embellishments to Irish traditions. These are not resented in Ireland because of the great affinity of the Irish have with their 35 million or so kinsmen in the United States. The Irish enjoy the American stage and screen songs of Ireland, like “When Irish Eyes Are Smiling.” The Little People of Ireland’s folklore are beginning to look like Disney’s Seven Dwarfs.

That doesn’t mean that the Little People are not alive and well, it’s just that their presence has been enhanced by legends that came from Hollywood as much as from the Auld Sod. A friend of mine built a wall around his mother’s retirement house in Cork. But her neighbors insisted that it have a gap for the Little People to go through — so it has a gap.

As for the fairies, my wife and I were riding in northwest Ireland and our guide told us it was all right to ride through a copse, but we shouldn’t let the horses disturb the fairy circle there. He rode around the copse to be sure he didn’t upset the fairies.

Despite the drink, the Little People and the fairies, Ireland is the computing capital of Europe and hopes to take over as a financial center after England loses many banking houses due to Brexit.

Sláinte! That’s the equivalent of cheers as you raise a glass. Do that Sunday or the Little People, or the fairies, or your Irish friends may be upset. You’ve been warned.

 

 

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Photo: Girl riding on her father’s back with a fairy costume on Saint Patrick’s day in Swords, Ireland on 17 March 2016. Editorial credit: lukian025 / Shutterstock.com

The case for electric airplanes is overwhelming.

The problems of today’s aircraft are well-known: noise and pollution. Homeowners may hate the noise, but pollution is the bigger issue.

While jet aircraft account only for a small part of the greenhouse gas releases worldwide, it is where they release them that makes them especially damaging. Nasty at sea level; at 30,000 feet and above, they are potent contributors to the greenhouse problem.

The answer is to begin to electrify aviation.

The need has not escaped the big air frame makers. Boeing in the United States and Airbus in Europe both have electric airplane programs. Tech giants Uber, Google and Amazon all want to develop electric vehicles to use as ride-sharing cars, pilotless air taxis and delivery drones.

A raft of small companies worldwide is working on new electric airplanes, usually just two-seaters. Some are flying, but batteries limit their airborne endurance to one to two hours.

Already, there is an experimental, pilotless air taxi system in Abu Dhabi. Frankfurt airport is about to announce a system as is Singapore.

Enter Andre Borschberg: a Swiss innovator, pilot, entrepreneur and passionate environmentalist. He may know more about electric propulsion than anyone else and is a great believer in the electric future of flying.

Borschberg, along with Swiss balloonist Bertrand Piccard, built and flew the solar-powered electric airplane, Solar Impulse 2, around the world, landing triumphantly in Abu Dhabi on July 26, 2016.

Flying the first aircraft they built, Solar Impulse 1, Borschberg eclipsed all records for endurance by staying aloft alone for 117 hours. He holds 14 world flying records.

Borschberg and Piccard created the Solar Impulse Foundation that is seeking to identify and assist 1,000 technologies that help the environment. Those listed so far range from a plastic recycling system to self-contained toilets to village-scale desalination plants.

“They have to be able to make a profit,” Borschberg told me in a telephone interview. He believes the dynamics of the free market must be put in play to solve the growing global environmental crisis.

In his latest undertaking, Borschberg has spun off a company, H55, to develop systems for electric aircraft and to help electric aircraft manufacturers with H55 know-how. The company has developed a single-seat, acrobatic aircraft with an hour’s endurance. They hope to make a two-seater that can stay aloft longer.

In February, Silicon Valley venture-capital firm Nanodimension signed on for a first round of financing. H55 has turned onto the runway and is beginning to accelerate.

Borschberg is a pilot for all seasons. He learned to fly in the Swiss Air Force and is rated in fighter jets and helicopters. For fun he does aerobatics, as does Piccard.

Borschberg graduated with a degree in engineering and aerodynamics from the Federal University of Technology in Lausanne, Switzerland, and with a management degree from the MIT Sloan School of Management.

It is not only the environmental aspects of electric flight that charm Borschberg, but also the incredible efficiency. He says electric-powered airplanes are 60 percent more efficient than those with fossil-fueled engines and can be very precisely tuned because of the immediate availability of torque when the current is flowing.

That same efficiency with appropriate software, extends to the control of the aircraft. “A simple electric drone, which you can buy in any store, is more stable in wind turbulence than a helicopter,” Borschberg says. These properties will make vertical takeoffs and landings a reality for many new aircraft, he says.

The airplane of the future will be at an airport near you soon — and it may not need to use the runway.

John Gillespie Magee’s poem “High Flight,” loved by aviators, begins, “Oh! I have slipped the surly bonds of Earth/And danced the skies on laughter-silvered wings.”

A new generation of engineers from Boeing to Borschberg to backyard tinkerers wants to slip the surly bonds of petroleum.

SAN ANTONIO — Disruption equals opportunity. That was the message that came across loud at a conference here organized by CPS Energy, the local gas and electric utility, on smart cities — a revolution that is underway and surging.

Simply, smart cities are convergence of digital technologies, from street lights to driverless vehicles. Cities — there are more than 19,000 of them in the world — represent a great new vista of business opportunity for new entrepreneurs.

Coincidentally, a small but distinguished law school in Carlisle, Pennsylvania, is, in its way, seeking to upend the traditional expectations of law students by teaching them law plus innovation and entrepreneurism.

Dickinson Law, founded in 1834 and is now part of The Pennsylvania State University, but operates autonomously, is seeking to turn out a new kind of lawyer: One who is interested in becoming an entrepreneur rather than simply practicing law.

The program is the concept of Samantha Prince, assistant professor of legal writing and entrepreneurship, who had been an entrepreneur as well as a lawyer. She told me that she wanted the Dickinson Law students to realize what a useful and versatile tool a law degree is, and how it can offer those who have one a wide range of opportunities beyond the traditional practice of law.

Prince, with the energetic support of dean Gary Gildin, told me many students have not come to Dickinson Law straight out of college but have had work experience, which makes them more open to a wider range of possibilities.

A partner at one of the large law firms in Washington told me that she wishes her education at one of the nation’s top law schools had been just a little less academic and broader. She said the curriculum was fascinating, but much of it was arcane and directed to the study of the history of law and its seminal turning points. No thought was given to the idea that she might want to use her legal knowledge in any other way than to practice law, probably in a big firm. That she has done.

Lawyers, of course, have always been entrepreneurial. But Prince says that has been in the confines of the profession.

Prince wants her students to think about — at least some of them — how they can use their legal knowledge to start a business, pulling together investors, creators and visionaries.

The faculty at Dickinson Law wants to see some students take their chances and test their mettle in the marketplace. One problem: The study of law is a study of what can go wrong, and new business is a belief in what might go right.

Prince’s students have something of an advantage as they tend to be older and to have had real-life experience. Already some of them are thinking of law differently: Zachary Gihorski wants to use his legal training to lead and shape the future of agriculture; Christian Wolgemuth wants to enter cybersecurity practice and eventually become an entrepreneur; and Ana Anvari wants to serve health care businesses by advising them on health care regulation and helping them to start up or expand their businesses.

Those who are thinking of self-employment may find the new vitality in cities a place of opportunity. The cities are going to be wide open to everything from better electric vehicle charging to automated garbage collection, to repair and maintenance of the automated systems, to restaurants delivering meals by drone. If you can think of it, it will probably be needed.

Although the big tech companies, from Google to Tesla, AT&T to Verizon and Amazon to IBM, are salivating over the new smart city opportunities. History teaches that great fortunes are made by new players when, so to speak, the ground shifts.

The ground is shifting in cities like San Antonio, Chula Vista, Calif., Boston and Houston.

Smart cities represent a huge entrepreneurial chance for smart people — lawyers and otherwise.

Here a drone, there a drone. Everywhere a drone. Drones, the light ones, not the big military ones that chase bad guys around the Middle East and elsewhere, are beginning to do heavy lifting.

Consider: Packages are already being delivered by drone in Canberra, Australia’s capital. In Rwanda — unsophisticated Rwanda, known more for its genocide in 1994 — drones are delivering life in the form of emergency blood supplies. I am told the blood is dropped where it is needed in the landlocked East African country by little parachutes. In Europe, soon drones will deliver packages between Helsinki, Finland’s capital, and Tallinn, the capital of neighboring Estonia.

If you need it quickly and cheaply, call a drone. They are the new frontier of delivery.

When the new age of unmanned civilian aircraft dawned (thanks to better batteries, cheaper computer chips and, most important, good, cheap gyroscopes), the sky became the limit.  The sky is big, but not that big, and it is going to become a jungle of drones.

Enter AirMap, a Santa Monica, Calif.-based company. It is working with aviation authorities all over the world to design air traffic systems for drones, which allow them free range in the most crowded airspace.

The platform offered by AirMap, according to chairman and co-founder Ben Marcus, is the system that is being incorporated into drone control systems 85 percent of the time around the world. He tells me that Switzerland is a leader in the drone regulatory interface.

Marcus talks about drones passionately, as though they are a good cause. He wants to enable more drones to fly safely. Millions of them.

The drone control system, which is under development, is like the air traffic control system that allows small private airplanes to fly along with commercial jumbo jets. AirMap is a system that has been designed to welcome all flyers, according to Marcus.

AirMap works with air management agencies, like the Federal Aviation Administration and its equivalent in other countries, to make the drone future safe and effective for all the players who would like to enter the drone market, including recreational flyers; post offices; retailers like Amazon, an early air advocate; Google, a big proponent of the automated future; and Uber, which has big plans for its role in the cities of tomorrow. Can FedEx and UPS afford to be behind?

There is scarcely anyone who delivers anything, who does not dream of the time when drones will take it to the front door, and where you will retrieve the cargo by varying methods, including taking it from a string, as is happening in Australia, according to Marcus.

Early entrants into the commercial use of drones have been electric utilities for line inspections, broadcasters for remote photography, and police departments for a variety of their work.

“That is just beginning,” Marcus told me.

Another drone company seeking to make a place for itself in the drone space, San Francisco-based Starship Technologies, promotes how clean-and-green and quiet drones are. Certainly, as they run on electric batteries, they avoid all the noise and mess of internal combustion.

Last Christmas, the world was reminded of the need for systems of control of drones around airports when Gatwick, London’s second airport, was closed for more than a day on news of the sighting of a drone.

Marcus points out that, as practical matter, aircraft deal with birds all the time and they are not subject to the kind of control — control not limitation, advocates are keen to emphasize — take the randomness out of drone flying and the use of airspace for other things.

When you buy a drone in the United States, you must register it — and more than a million are registered. Control system technology will keep track of each drone and who is responsible without the “turn left, head 130 degrees” control that aircraft have. The control systems will keep drones at safe distances and altitudes from runways, other drones and physical objects. Delivery drones will use sensors to skip over power lines and stay away from other drones on the same mission.

You do not want your new shoes tangling with a pizza, as drones bearing both head for your door.

The newly seated Democrats in the House have lessons to learn, but none more than not to tell people what you’re going to take away from them.

That was the great mistake Alexandria Ocasio-Cortez made when she laid out her Green New Deal. It sounds like big stick from big government.

She said everything should be done, from rebuilding the entire stock of American housing (which can’t be done) to phasing out air transport (which would never happen) to tackling cow flatulence (which is a smelly challenge). Dreamy nonsense is nonetheless nonsense, and nonetheless has a political price.

It is a bad posture to say to people that you’re going to take things away from them — whether it’s their money in taxes or their way of life — to achieve environmental goals.

The problem with Ocasio-Cortez’s statements is that she’s seen, wrongly, as the new face of the new, far-left Democratic Party. Come the election, Democrats will have to spend time distancing themselves from the Ocasio-Cortez brand of utopian dreaming while capitalizing on their environmental brio.

Foolish extreme suggestions neither woo those who are going to decide the next election nor are they in the dynamic tradition of successful politics. You tell people you are going to fix things, not take them away.

Underlying the Ocasio-Cortez argument, which was codified in a non-binding joint resolution, is the basic idea that the only way to save the planet is to cut all carbon emissions in a very short time and to substitute solar, wind and hydro energy.

Omitted from the statements by Ocasio-Cortez and her Senate collaborator, Edward Markey, D-Massachusetts, is any mention of nuclear, which is still the largest carbon-free source of electricity and hardly scars the face of the earth compared to wind and solar. Maybe that is because Markey has spent his whole career in public life trying to shut down nuclear.

In fact, the environmental movement spent long years fighting nuclear. When I would ask, in conferences in the 1980s, what they would use in lieu of a robust nuclear regime, they would answer coal. But to make it sound environmentally acceptable, they said it should be burned in circulating fluidized bed boilers. These offer some advantage, using limestone to precipitate out sulfate.

Missing from the Green New Deal is any sense of the new, i.e. how technology can help.

Take aircraft. They are in the early stages of development, but an electric airplane is in the sights of the big airframe manufacturers. Boeing, for one, is working hard on electric airplanes. Electric air taxis are being experimented with in Dubai and about to be tried in Frankfurt.

The Green New Deal, which is short on details, only endorses one technology outside of wind and solar: high-speed rail. Unfortunately, Ocasio-Cortez is boosting it at a time when California is drastically cutting back on the U.S. entry into the high-speed rail game. The United States sat that one out, and it may be too late to get into the game.

But there is hope.

The success of Amtrak’s electrified Northeast Corridor points the way: People will use regular trains if they are available and the track is good enough for them to travel at a reasonable speed of about 150 mph. The immediate answer is better track allowing more express trains, like Washington to Boston or Los Angeles to San Francisco without stops.

Nearly all the problems of the climate are amenable to technological solutions. The new fusion of high technology across the board in smart cities will, among other things, reduce the carbon footprint through efficiency and electrified transportation.

Ocasio-Cortez is a fresh voice in the nation: brave and as yet unbeholden. If she can grasp that we are on the threshold of a brave new world of technology, called the Fourth Industrial Revolution, she’ll see how it can solve many problems, including those it seems to create in climate. Then she’ll have a political product to sell that people will buy.

The one place where technology seems to offer no solutions is with cows and the challenge of Flatulence Arriving Regularly Today (FART).

Mark Twain once observed that no one would try to play a fiddle in public without some prior instruction in the instrument, but no one had such hesitation when it came to writing.

Clearly, many candidates these days think you can run for president without any political experience or with precious little. The unqualified and the marginally equipped seem to believe they are uniquely gifted to be president of the United States.

At the moment a large school of Democrats feel that because they empathize with the working poor, the struggling middle class and are appalled by the excesses of the plutocrats, they can, when elected, put it all right. They confuse empathy with policy and achievability.

Then there are those who subscribe to the belief in business as the incubator of all skills. These are the people who believe — and they could well line up for former Starbucks CEO Howard Shultz — that if you can run a business, you can get a handle on Washington. It is a myth that just won’t die. If one can make a lot of money, it proves just one thing: One has made a lot of money. Running based on commercial success and Washington failure doesn’t work. The two worlds are not subject to the same laws of nature, as it were.

In business, you can walk away from failure; in politics, it follows you. If a franchise deal fails in business, you abandon it. You can’t abandon Russia or China because you can’t get a deal. And you can’t abandon the poor because you think you can’t afford them.

Politics is, above all, learned, and it is learned in political places — school boards, community associations, unions and state legislatures. Anywhere where offices are elective.

If you want to succeed in reshaping Washington, the first thing to do is to understand it and respect it. Yes, respect it.

We are so inured to people running against Washington that we forget that it is the product of all the others who ran against it. Washington, like all complex systems, is the sum of its parts, from the lobbyists to the agencies, and the laws which Congress has passed.

Washington is a seething, dynamic system, not too complex to be reformed but way too complex to be a candidate for simple solutions. Look at the supreme political amateur Donald Trump and see how his plan to upend Washington and “drain the swamp” has fared. In engineering and science, if you want to change something, first understand it — know its parts and their functions before you start.

Rex Tillerson, the former CEO of ExxonMobil, failed to reform the State Department because he didn’t feel he needed to understand it. He failed in his own right, even without the difficulties Trump piled on him.

If politics is war by another means, then don’t show your hand. You don’t tell the enemy where you’ll dig in or what secret weapon you’ll bring to bear. To declare the rate of tax you favor (70 percent for the rich), how you are going to implement a national healthcare system (extend Medicare) and who you’ll not  listen to (lobbyists are a great source of information), and what limits you are going to put on yourself (to draw attention to your rectitude) is neither the way to get elected nor to do the peoples’ business. Caring isn’t a plan.

Many successful presidents, from Washington to Clinton, have been bad businessmen. The best qualification for the office isn’t how well you’ve done at something else, but to have run something big and political like a charity, an advocacy group, a school, a city or a state. That way you learn the art of give a little, take a lot. Those who haven’t had this administrative experience need to study it over and over.

As Lloyd George, the British prime minister during World War I, wrote, “There is no greater mistake than to try to leap an abyss in two jumps.” Every day, I read someone is setting out to prove him wrong and run for president without regard to the geography of the politics.