Quotulatiousness

October 5, 2023

From Hilaire Belloc’s sailboat to your nearest international airport terminal

Filed under: Books, Britain, USA — Tags: , , , , — Nicholas @ 03:00

The most recent review at Mr. and Mrs. Psmith’s Bookshelf considers Hilaire Belloc’s The Cruise of the “Nona”:

Late in the May of 1925, around midnight, Hilaire Belloc climbed into a tiny boat and put out to sea so that he would have some time to think. The sea gives ample time to think, especially if like Belloc you disdain the use of a motor. Some wag once jested that sailing is like being at war: long stretches of boredom punctuated by moments of abject terror. I suppose in some sense that’s correct, but give me the boredom of the sailboat any day over the boredom of the trench, the boredom of the cubicle, the boredom of endless doomscrolling.

Sailing is productive boredom, and seems unusually well calibrated for causing the mind to wander in interesting or delightful or just plain ridiculous directions. Maybe it’s the stimulating effects of the wind in your face and the smell of salt in the air, or maybe it’s the weird altered state of consciousness that comes from staring at the ocean. I think it’s because sailing is the human condition in miniature. It places you perfectly-balanced on a knife’s edge between agency and helplessness, and in so doing it both spurs the mind to activity and gives it space to relax and reflect.1

[…]

Anybody who’s travelled extensively in the third world has seen the modern version of this. There’s nothing intrinsic to being a reformer or a liberalizer that makes you an agent of American power, and yet … there’s a better than even chance that you are. After a while these people all blend together — the idealistic students, the LGBT activists, the NGO staffers, the embassy employees recruited from amongst the locals. They come from a hundred nations, from every conceivable race and religion, and yet something invisibly and inexorably molds them all into the same shape, like iron filings lining themselves up in the presence of a powerful magnet.

Soon they have American souls, and divided loyalties to match. The local regime panics and views them as an internal enemy, which only furthers their alienation from their motherland and their flight into the bosom of Global America. Most empires rule primarily though influence, not coercion, and this class of people is one of America’s most powerful weapons for maintaining and extending its hegemony.

A related phenomenon is the awful sameness that is slowly taking over the whole world. Perhaps your cruise ship docks at a dozen ports over the course of its journey, and every one of them looks exactly the same — the same tiki bar with the same sign, the same shops selling the same ornamental kitsch probably all made in the same factory. You aren’t visiting a place, you’re visiting a psychic manifestation of the Buffetverse, another outpost of Margaritaville, a Potemkin seaport with frozen daiquiris. You all know what I’m talking about. We make fun of it all the time, because cruise ships are for chuds. But it doesn’t just happen with cruise ships.

The cancer usually starts in an international airport. Form follows function, so it’s superficially reasonable that every airport on earth should look and feel exactly the same. But the real reason is that it follows in the wake of the kinds of people who fly into those airports, praising the broadening effects of foreign travel whilst terraforming everything they touch until it resembles the “arts district” of a midsize American city, replete with distressed wood finishes, gravid with craft beers. Real foreignness would cause these people to recoil in shock, or to demand a peacekeeping intervention. It’s not unusual for the imperial functionary class to be parochial, but what’s surreal about ours is how they combine the blinkered innocence of a farm boy with an ideology of weary cosmopolitanism.

None of this was as far along when Belloc took his little cruise, but the seeds had been planted, and he could feel in his bones that something horrible lay across the horizon. So he fights it the only way he knows how — by noticing and celebrating everything distinctive and local and weird about every place he visits. No island is too small for him to mention by name and recall a ghost story or two associated with it. No village is too commonplace for him to remark on the habits, physiognomy, and vices of the people who live in it. It’s the same spirit as that which animates Chesterton’s essay on cheese, but applied to a hundred hamlets and fishing ports, a paean to the regional diversity and distinctiveness that was already slipping away.

September 26, 2023

“Passport Bros”

Filed under: Health, Media — Tags: , , , , , , — Nicholas @ 03:00

Few online people are less tuned-in to the mainsteam zeitgeist than me, so perhaps I’m once again one of the last people to be clued-in about “passport bros”. Here’s Janice Fiamengo‘s post on the “bros” and the women who apparently spend a lot of time criticizing them:

Female commentary on so-called Passport Bros is not hard to find on the internet: women are angry, contemptuous, and incredulous that men are looking for women overseas and encouraging other men to do the same — not for sex tourism (which feminists loved to criticize until they discovered that women are doing it too, in which case it is acceptable), but for a long-term relationship, including, in many cases, marriage and children. These men will partially or entirely relocate to the women’s home country in order to start a new, non-western (and non-feminist) life. The angry internet women claim not to care personally: let the losers go is their expressed attitude. Yet the sheer number and vehemence of their responses suggests they do care.

The angry commentary follows a standard pattern in which the women claim to know why a significant minority of men are giving up on western women as mates. The reason never has anything to do, of course, with faults in western women or their unrealistic expectations […]

Likewise, the reason never has anything to do with western divorce laws — in which a man can be ejected from his home, imprisoned, forced to undergo a psychiatric exam, fleeced, and deprived of his children by a grasping ex-wife — or with the fact that women are the ones who initiate divorce in upwards of 70% of cases (and are often applauded for doing so).

The reason has nothing to do with women’s openly expressed attitudes of superiority, resentment, and anti-male bigotry, which are rampant in western cultures, especially Anglophone ones. It has nothing to do with the #MeToo/Believe Women climate of baseless accusation that regularly sees men accused and disgraced purely on a woman’s say-so. It has nothing to do with the institutionalized discrimination of “equity” hiring that makes it difficult for men to find and advance in careers in order to be acceptably successful to the kind of women who now deride them for their failure.

According to the angry women online, men are leaving the west (particularly North America) to find partners because they aren’t good enough for western women. The men are allegedly “terrible, and don’t want to stop being terrible”, according to one gleefully irate commentator. Their only chance is with women so poor as to be grateful for a “terrible” man; in return, such women will have to “subject themselves to [his] advances”, according to another critic’s Victorian-style phrasing.

[…]

Many such women — protected by our pro-woman culture and deferred to by men terrified of female wrath — reach adulthood without ever having received any serious criticism. If and when they are criticized, their response is a howl of outrage and wounded self-regard. This is precisely what is happening in reaction to the Passport Bros.

Underneath the anger, there is perhaps a hint of fear. It’s not fear that men will leave the west in droves (they don’t see that happening yet, and neither do I), but it’s fear that men are not, after all, entirely under female control. Not yet, and maybe never. Some men are sick of the anti-male abuse and starting to do something about it. They are critically examining women’s characters and attitude; they’re drawing back from the acquiescence they’ve always been expected (and been willing) to give. Some are walking away and telling other men to do the same.

These women are used to dishing out the denunciation, reveling in justified grievance; they are infuriated to find that now they are the ones being judged and found wanting.

Don’t be that girl.

September 24, 2023

Architect Breaks Down Why All American Diners Look Like That | Architectural Digest

Filed under: Architecture, History, Railways, Space, USA — Tags: , , , , — Nicholas @ 02:00

Architectural Digest
Published 1 Jun 2023

Today Michael Wyetzner of Michielli + Wyetzner Architects returns to Architectural Digest to explore the design evolution of American diners. A cornerstone of American dining culture, their distinctive style has been emulated around the world making them a popular salute to the USA. Michael provides an expert look into the history behind their design evolution from the 1920s through to the 1960s and explains why all diners came to look like that.
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September 20, 2023

“Future Edward Gibbons’ [will] have no problem piecing together precisely how our society went down the toilet”

Filed under: Cancon, Media, Politics — Tags: , , , , — Nicholas @ 04:00

In The Line, Andrew MacDougall finds something good to say about social media:

“Automotive Social Media Marketing” by socialautomotive is licensed under CC BY 2.0

Say what you will about social media, but one unalloyed good is the future Edward Gibbons’ of this parish are going to have no problem piecing together precisely how our society went down the toilet.

Future historians will not only know what happened as we cratered, but, thanks to our ubiquitous digital sketch pads, they will have all of the horrific micro detail. They will know how many times we circled the bowl, what we were saying about circling the bowl as we were circling it and which streaks we were or weren’t arguing about as we went down. Social media is an infinite canvas home to a limitless number of voices and — while we might not be richer for it in the present — our future societal homicide detectives will be forever grateful that we left so many stains to analyze.

For example, when historians consider — as they surely will — whether the moment Canada truly began to crumble was when a WestJet cabin crew allowed Conservative leader Pierre Poilievre to grab the conch and address a planeload of (mostly) Conservative Party of Canada delegates on his way back from a successful party convention, we will have a panoply of voices to consult. From all walks of life and social stations, too. What, for example, did a famous singer like Jann Arden have to say about the whole episode?

Well, thanks to our good friend ex-Twitter we don’t have to guess; we know. And what Arden said was: “Hey @WestJet you and I will not be doing business ever again. This is so ridiculously disappointing.”

In life, I try my best not to be insensitive, but imagine having so little going on that this is considered a good use of your time? Imagine possessing such a delicate constitution that you would rather chain yourself [to] the be-vomited reclining seats of Air Canada than ever fly WestJet again. When you live in Calgary. And what has to be going on to then quote-tweet a bunch of nasty replies and joust with a network of digital cretins, as Arden went on to do. Dozens of them. Who stirs the sewage and then pins the best turds to their page?

As someone who has spent (far) too much time wasting time on platforms like ex-Twitter, I feel I speak from experience. I’ve picked a fair few fights I didn’t need to pick. Both with randoms, and rock stars. I have fed the trolls and I have done performative tweeting. And you know what I’ve learned? The only people who win are our algorithmic overlords. People like Arden are the modern-day Olds-and-Milner lab mice hammering the dopamine reward button — look at me get likes and retweets! — until they (metaphorically) die.

September 16, 2023

QotD: The Persian “Royal Roads”

Filed under: Europe, History, Middle East, Quotations, Technology — Tags: , , , , , , , — Nicholas @ 01:00

The first thing worth clearing up about the Roman roads is that, contrary to a lot of popular belief, the Roman roads were not the first of their kind. And I mean that in a variety of ways: the construction of roadways with a solid, impermeable surface (that is, not just clearing and packing dirt) was not new with the Romans, but more importantly the concept of knitting together an empire with a system of roadways was not new.

The oldest road network that we have pretty good evidence for was the Persian Royal Road of the Achaemenids but these too were not the first (the Achaemenid dynasty ruling a vast empire from 559 to 330 BC; this is the Persian Empire of Xerxes and Darius III). Even before them the Assyrians (Middle and Neo-Assyrian Empires running from 1363 to 609 BC)1 had build roadways to hold together parts of their empire, though I confess I know very little of the extent of that road system except that we’re fairly sure it existed and like the later systems we’re going to talk about, it included not just the physical infrastructure of the roads but a sophisticated relay system to allow official messengers to move very rapidly over the network.

The modern perception of the Persian Royal Road is conditioned perhaps a bit too much by Herodotus who described the royal road – singular – as a single highway running from Susa to Sardis. Susa was one of several Achaemenid royal capitals and it sat at the edge of the Iranian plateau where it meets the lowland valley of Mesopotamia, essentially sitting right on the edge where the Persian “heartland” met the area of imperial conquests. Meanwhile, Sardis was the westernmost major Achaemenid administrative center, the regional capital, as it were, for Anatolia and the Aegean. So you can see the logic of that being an important route, but the road system was much larger. Indeed, here is a very rough sketch of how we might understand the whole system.

Compare the dashed line – the Royal Road as described by Herodotus – with the solid lines, the rest of the system we can glean from other sources or from archaeology and you can see that Herodotus hasn’t given us the whole story. For what it is worth, I don’t think Herodotus here is trying to lie – he has just described the largest and most important trunk road that leads to his part of the world.

This system doubtlessly emerged over time. Substantial parts of the road network almost certainly predated the Achaemenids and at least some elements were in place under the first two Achaemenid Great Kings (Cyrus II, r. 559-530 and Cambyses II, r. 530-22) but it seems clear that it is the third Achaemenid ruler, Darius I (r. 522-486; this is the fellow who dispatched the expedition defeated at Marathon, but his reign was far more important than that – he is the great organizer of the Persian Empire) who was responsible for the organization, formalization and expansion of the system. And in practice we can split that system into two parts, the physical infrastructure of roads and then the relay system built atop that system.

In terms of the physical infrastructure, as far as I can tell, the quality of Persian Royal Roads varied a lot. In some areas where the terrain was difficult, we see sections of road cut into the rock or built via causeways over ravines. Some areas were paved, but most – even most of the “royal” roads (as distinct from ancillary travel routes) were not.2 That said, maintenance seems to have been more regular on the royal roads, meaning they would be restored more rapidly after things like heavy rains that might wash an unpaved road out, making them more reliable transport routes for everyone. They also seem to have been quite a bit wider; Achaemenid armies could have long logistics tails and these roads had to accommodate those. Several excavated sections of royal roads are around 5m wide, but we ought to expect a lot of variation.

On top of the physical infrastructure, there was also a system of way-stations and stopover points along the road. These were not amenities for everyone but rather a system for moving state officials, messengers, soldiers, and property (like taxes). While anyone could, presumably, walk down the road, official travelers carried a sealed travel authorization issued by either a satrap (the Persian provincial governors) or the king himself. Such authorizations declared how many travelers there were, where they were going and what the way-stations, which stocked supplies, should give them. Of course that in turn meant that local satraps had to make sure that way-stations remained stocked up with food, fodder for animals, spare horses and so on. Fast messengers could also be sent who, with that same authorization, would change horses at each way-station, allowing them to move extremely fast over the system, with one estimate suggesting that a crucial message could make the trip from Sardis to Susa – a trip of approximately 2,500km (1,550 miles, give or take) in twelve days (by exchanging not only horses, but riders, as it moved).

All of which gives some pretty important clues to why royal roads were set up and maintained. Notice how the system specifically links together key administrative hubs, like the three main Achaemenid capitals (Susa, Ekbatana and Persepolis) and key administrative centers (Memphis, Sardis, Babylon, etc.) and that while anyone can use the roads, the roads serve as the basis for a system to handle the logistics of moving officials and state messages, which of course could also serve as the basis for moving armies. After all, you can send messengers down the royal roads, through the existing system set up for them, to instruct your satraps to gather local forces or more importantly to gather local food supplies and move them to the road in depots where the army can pick them up (and perhaps some local troops) as it moves through to a nearby trouble spot (while the nice, wide road allows you to bring lots of pack animals and carts with your army).

In short this is a large, expensive but effective system for managing the problem of distance in a large empire. Cutting down travel and message times reduces the independence of the satraps, allowing the Great King to keep an eye on them, while the roads provide the means to swiftly move armies from the core of the empire out to the periphery. We can actually see this play out with Alexander’s invasion. He crosses into Asia in 334 and defeats the local satrapal army at Granicus in 334. Moving into the Levant in 333, he’s met at Issus by Darius III with a massive army, collected from the central and western parts of the empire – which means that news of Alexander’s coming has reached Darius who has then marshaled all of those troops from his satrapies (and hired some mercenaries), presumably using his efficient message system to do it and then moved that force down the road system to meet Alexander. Alexander defeats that army, but is met by another huge army at Gaugamela in 331, this time gathered mostly from the eastern parts of the empire. While the Persian army fails in defeating Alexander, the exercise shows the power of the system in allowing the Great King, Darius III to coordinate the military efforts of an enormous empire.

So this is a system meant to enable the imperial center to control its periphery by enabling the court to keep tabs on the satraps, to get messages to and from them and move armies and officials (and taxes!) around. And doubtless it was also not lost on anyone that such a visible series of public works – even if the roads were not always paved and had to be repaired after heavy rains and such – was also an exercise in legitimacy building, both a visual demonstration of the Great King’s power and resources but also a display of his generosity and industry.

And I lead with all of that because the Roman road network works the same way, just on an even larger scale. Which isn’t to say the Romans were copying the Achaemenids (they don’t seem to have been) but rather that this is a common response to the problem of managing an uncommonly large empire.

Bret Devereaux, “Collections: Roman Roads”, A Collection of Unmitigated Pedantry, 2023-06-02.

    1. The Middle Assyrian Empire and the Neo-Assyrian or New Assyrian Empires were, in fact, the same state. We split them up because of a severe contraction in Assyrian power during the Late Bronze Age Collapse.

    2. On this, see Henkelman and Jacobs, 727-8

September 11, 2023

The tiny town that became a beacon of hope on 9/11

Filed under: Australia, Cancon, History, USA — Tags: , , , — Nicholas @ 02:00

60 Minutes Australia
Published 12 Sept 2021

The 20th anniversary of the September 11 attacks is understandably a time of deep sadness as the world remembers an act of evil that’s still hard to believe. But for some it’s also a chance to celebrate the opposite: kindness, compassion and the very best of humanity. In the mayhem of the day that saw terror raining from the skies, American airspace was shut down, and a tiny town in a remote part of north eastern Canada suddenly found itself the destination for commercial passenger aircraft ordered to land immediately. Seven thousand plane people with nowhere else to go were about to discover the delights of the wonderful community of Gander.
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QotD: The nature of human memory

Filed under: Health, Media, Quotations — Tags: , , — Nicholas @ 01:00

Perhaps the best newspaper columnist is the one whose columns are the least predictable? That may be going too far: too much novelty is exhausting, and we need an anchor for our expectations. But I well recall a friend saying that her favourite newspaper pandered to her preconceptions so much she didn’t really need to bother reading it; she could just think hard about everything she already held true. We scribblers should hope to do better.

One would not want a life of endless novelty, if only because that would mean a procession of superficial impressions and comparisons. Static, surprisingly, is impossible to compress without losing information, because its randomness makes prediction or interpolation impossible. Yet static is also meaningless. Too many random novelties, too fast, produces a lived experience not unlike static.

One of the virtues of experience is that it can attune us to subtle details and deep connections: “a world in a grain of sand, and a heaven in a wild flower”. (It may also allow us to draw out meaning from a brief allusion to a larger body of work.) But if repeated experience becomes humdrum, and we do not look for the depths, our days will be thin and forgettable.

So if you want a full life, rich with memories, keep searching for new experiences. That is far easier for the young than the old, but it should be possible for anyone. Surprising conversations are always there for the having and, while a holiday on the other side of the world is a costly (if reliable) source of vivid experiences, novelty is affordable for almost anyone in the form of new music, books, even walking an unfamiliar path through your own home town. It is always worth seeking out whatever is excellent — but for vivid memories, the same old excellence is not quite enough. Freshness matters, too.

Tim Harford, “Why going on holiday gives us more memories”, Financial Times, 2019-04-26.

August 27, 2023

QotD: Getting food to market in pre-modern societies

Filed under: Economics, Europe, Food, History, Quotations — Tags: , , , , — Nicholas @ 01:00

The most basic kind of transport is often small-scale overland transport, either to and from the nearest city, or in small (compared to what we’ll discuss in a moment) caravans moving up and down a region […]. The Talmud, for instance, seems to suggest that much of the overland grain trade in Palestine under the Romans was performed with itinerant donkey-drivers in small caravans – and I do mean small. Egyptian tax evidence suggests that most caravans were small; Erdkamp notes that 90% of donkey caravans and 75% of camel caravans consisted of three or less animals. These sorts of small caravans don’t usually specialize in any particular good but instead function like land-based cabotage traders, buying whatever seems likely to turn a profit at each stop and stopping in each town and market along the way. Some farmers might even do this during the off season; in Spain, peasants often worked as muleteers during the slow farming season, moving rents and taxes into town or to points of export for their wealthy landlords and neighbors.

Truly long-distance bulk grain transport overland wasn’t viable for reasons we’ve actually already discussed. There is simply nothing available in the pre-modern period to carry the grain overland that doesn’t also eat it. While moving grain short distances (especially to simply fill capacity while the main profit is in other, lower-bulk, higher value goods) can be efficient enough, at long distance, all of the grain ends up eaten by the animals or people moving it.

The seaborne version of this sort of itinerant, short-distance trade is called cabotage. Now today cabotage has a particular, technical legal meaning, but when we use this word in the past, it refers not to the legal status of a ship but a style of shipping using small boats to move mixed cargo up and down the coast. In essence, cabotage works much the same as the small caravans – the merchant buys in each port whatever looks likely to turn a profit and sells whatever [is] in demand. By keeping a mixed cargo of many different sorts of things, he protects against risk – he’s always likely to be able to sell something in his boat for a profit. Such traders generally work on very short distances, often connecting smaller ports which simply cannot accommodate larger, deeper-draft long-distance traders. Such cabotage trading was the background “hum” of commerce on many pre-modern coastlines and might serve to move grain up or down the coast, although not very much of it. Remember that grain is a bulk commodity, and cabotage traders, by definition, are moving small volumes.

But when it comes to moving large volumes, the sea changes everything. The fundamental problem with transporting food on land is that the energy to transport the food must come from food, either processed into muscle power by porters or animals. But at sea, that energy can come from the wind. So while the crew of a ship eats the food, the ship can be scaled up without scaling up the food requirements of the crew or the crew itself. At the same time, sea-transit is much faster than land transit and that speed is obtained from the wind without further inputs of food. It is hard to overstate how tremendous a change in context this is. Using the figures from the Price Edict of Diocletian, we tend to estimate that river transport was five times cheaper than land transport, and sea-transport was twenty times cheaper than land transport. So while the transport of bulk goods like grain on land was limited to fairly small amounts moving over short distances – say from the farm to the nearest town or port – grain could be moved long distances en masse by sea.

Now the scale and character of long-distance transport is heavily impacted by the political realities of the local waterways. If the seas are politically divided, or full of pirates, it is going to be hard to operate big, slow vulnerable grain-freighters and still make a profit after some of them get seized, pirated or sunk. But when we have periods of political unity and relatively safe seas, we see that this sort of transport can reach quite impressive scale. For instance the port regulations of late Hellenistic and Roman Thasos – itself a decent sized, but by no means massive port – divided its harbor into two areas, one for ships carrying 80-130 tons of cargo and one for ships 130+ tons (those regulations are SEG XVII 417). A brief bit of math indicates that the distribution of free grain in the city of Rome – likely less than a third of the total grain demands of the city – required the import, by sea of some 630 tons of grain per day through the sailing season. The scale of grain shipment in the back half of the Middle Ages (post-1000 or so) was also on a vast scale, with trade-oriented Italian cities exploding in population as they imported grain (Genoa being particularly well known for this, but by no means alone in it); with that came the reemergence of truly large grain-freighters.

Bret Devereaux, “Collections: Bread, How Did They Make It? Part IV: Markets, Merchants and the Tax Man”, A Collection of Unmitigated Pedantry, 2020-08-21.

August 5, 2023

The rotten luck of the American Orient Express

Filed under: Business, Cancon, Railways, USA — Tags: , , , , , — Nicholas @ 02:00

Train of Thought
Published 5 May 2023

In today’s video, we take a look at the American Orient Express, an attempt made by several businesses to replicate the charm and appeal of the real deal that just kept running into bad luck.
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July 27, 2023

The tourism blues

Filed under: Cancon — Tags: , , — Nicholas @ 03:00

I must admit I’ve never enjoyed the “tourist” experience. Partly because I’m not comfortable in big crowds and I prefer the company of a small group — or just one other person — to the “everybody into the pool” model that many people seem to thrive on. Back when we could still afford to take holidays, Elizabeth and I carefully planned our trips to avoid, as best we could, everyone else’s favourite attractions. There are some things where crowds are a given (Bourbon Street in New Orleans, anywhere in Gettysburg, Pennsylvania, everywhere in or around London, etc.) but going as early as possible or at off-peak times helps keep the people-ness down to an almost acceptable level.

In The Line, Andrew Potter relates the lowlights of a trip to wonderfully scenic Banff, Alberta (which I visited once, and it was beautiful but very, very people-y even back in the 1980s):

“Banff Avenue, Banff” by InSapphoWeTrust is licensed under CC BY-SA 2.0 .

On an early-summer family vacation to the Rockies, we decided our first excursion would be to Johnston Canyon, which tops any number of “bucket list” rankings of things to do while in Banff.

Turns out we were just four of a few thousand other people who had the same idea. Despite getting to the parking lot just after eight a.m., we spent the next few hours shuffling along a narrow boardwalk, being pushed from behind by tourbusloads of Tilley-hatted boomers while dodging around young couples dragging infants in strollers up the canyon. At each prescribed Important Sight along the way, we’d stop for 20 minutes or so while everyone took turns taking selfies in every possible permutation of their group membership.

Back at the bottom, we vowed we wouldn’t do that again, so we spent the rest of our time in the area doing hikes drawn from the very bottom of the bucket lists, skipping the alleged must-dos like the Sulphur Mountain gondola, Moraine Lake, and Lake Louise. Apparently the town of Banff is lovely, but who knows. We never set foot in it.

Tourism presents the traveller with two main dilemmas: One is what it does to us (the visitors); the other is what it does to them (the visitees). These are problems, respectively, of authenticity and commodification. And as it turns out, they are just two ways of looking at the same underlying dynamic.

For many people, the aim of travel is self-perfection. We move about the Earth in the hope of having new experiences, discovering new cultures, feeling new emotions. We want to get out of our comfort zones, out of the ruts of the familiar and experience something exotic and authentic, as a way of getting in touch with our true or better selves.

The problem is other people have the same ambitions, the same drives and desires. And this creates a market amongst “locals” for these cravings for the authentic or the exotic, which gives rise to the modern tourist industry: Get on the tour bus; see the sight; do the thing; exit through the gift shop. This can be a highly dispiriting experience, leading one to question why one bothers going anywhere, ever.

July 22, 2023

Look at Life – Ticket to Tokyo (1959)

Filed under: Britain, History, India, Japan — Tags: , , , , , — Nicholas @ 02:00

PauliosVids
Published 24 Nov 2018

Travelling with Britannia Airline from London via Bombay to Tokyo to discover Japan and back via Hong Kong.

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June 9, 2023

Rush – The Making of “YYZ”

Filed under: Cancon, Media — Tags: , , , — Nicholas @ 02:00

marvincandle815
Published 17 Apr 2011

From the Classic Albums: 2112 & Moving Pictures special. Made some minor cuts to avoid repetition and to keep it under 10 minutes.

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May 15, 2023

Every Detail of Grand Central Terminal Explained | Architectural Digest

Filed under: Architecture, History, Railways, USA — Tags: , , , — Nicholas @ 02:00

Architectural Digest
Published 6 Jun 2018

Historian and author Anthony W. Robins and journalist Sam Roberts of the New York Times guide Architectural Digest through every detail of Grand Central Terminal. Our narrators walk us through the legendary structure from the Jacqueline Kennedy Onassis Foyer through Vanderbilt Hall to the main concourse (and the famous four-faced clock). From there, we learn more about the underground walkways, whispering gallery, Oyster Bar restaurant, Campbell Apartment, Pershing Square, and more.
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May 4, 2023

Why British train enthusiasts hate this man – Dr. Beeching’s Railway Axe

Filed under: Britain, Economics, History, Railways — Tags: , , , , , , — Nicholas @ 02:00

Train of Thought
Published 27 Jan 2023

In today’s video, we take a look at one Doctor Richard Beeching, the man who ripped up a third of Britain’s railways with nothing but a pen and paper.

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March 21, 2023

The reason there are no EV charging facilities along the Interstate Highway System

Filed under: Bureaucracy, Government, USA — Tags: , , , — Nicholas @ 04:00

Jon Miltimore explains why a 1956 law prohibits the installation of EV charging bays anywhere on the Interstate:

Nissan Leaf electric vehicle charging.
Photo by Nissan UK

In 1956, Ike signed into law a bill — the Federal-Aid Highway Act — that paved the way (pun intended) for the interstate highway system, which included rest areas at convenient locations.

While there were numerous problems with the legislation, a relatively minor one was that it created strict limits on what could be sold at these rest stops. Today, federal law limits commercial sales to only a few items (including lottery tickets), the Verify team found. When President Joe Biden rolled out a $5 billion funding plan for states to create EV charging stations, he neglected to carve out a commercial exemption for EVs.

“You would be paying for that energy”, Natalie Dale of the Georgia Department of Transportation told WXIA-TV Atlanta. “That would count as commercialized use of the right-of-way and therefore not allowed under current federal regulations.”

If you think this sounds like an inauspicious roll out to the massive federal EV program, you’re not wrong.

Allowing drivers to charge their EVs at convenient, familiar locations that already exist along interstate highways is a no-brainer — yet this simple idea eluded lawmakers in Washington, DC.

Unfortunately, it illustrates a much larger problem with the top-down blueprint central planners are using to create their EV charging station network.

“We have approved plans for all 50 States, Puerto Rico and the District of Columbia to help ensure that Americans in every part of the country … can be positioned to unlock the savings and benefits of electric vehicles”, Transportation Secretary Pete Buttigieg said in a 2022 statement.

While it’s good the DOT isn’t trying to single-handedly map out the locations of thousands of EV charging stations across the country, there’s little reason to believe that state bureaucrats will be much more efficient. A review of state plans reveals a labyrinth of rules, regulations, and stakeholders dictating everything from the maximum distance of EV stations from highways and interstates to the types of charging equipment stations can use to the types of power capabilities charging stations must have.

The primary reason drivers enjoy the great convenience of gasoline stations across the country — there are some 145,000 of them today — is that they rely on market forces, not central planning. Each year hundreds of new filling stations are created, not because a bureaucrat identified the right location but because an entrepreneur saw an opportunity for profit.

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