Quotulatiousness

May 25, 2022

“What is a reasonable general concern?”

Filed under: Bureaucracy, Cancon, Government, Law, Liberty — Tags: , , , — Nicholas @ 05:00

In The Line, Paula Simons has a concern that I think is quite reasonable:

What is a reasonable general concern?

That’s not a rhetorical question. I really don’t know the answer. I’m not sure anyone else does, either.

And that’s exactly the problem with Bill S-7, a new piece of government legislation, which amends both the Customs Act and the Preclearance Act.

Bill S-7 set a new standard to allow border services officers to search through our cellphones, laptops, tablets, Apple Watches and other personal computers. If the bill passes, it will allow officers who feel a “reasonable general concern” to search through the emails, documents, texts, instant messages, photos or videos stored on our digital devices, to look for evidence that we may have violated customs regulations.

Reasonable general concern. Or, as it says in the French-language draft of the bill, “des préoccupations générales raisonnables“.

It’s an absolutely novel legal threshold. That phrase, be it in English or French, doesn’t appear anywhere else in Canadian criminal or civil law. It’s not a standard borrowed from any other country. It’s a brand new legal test to authorize an invasive search of your most private personal records and correspondence.

A reasonable concern, one might intuit, is a lower standard than a reasonable suspicion, because a concern is less grave, less specific, than a suspicion.

But a general concern? A general preoccupation?

That sounds even more vague, more subjective, than a good old-fashioned hunch or inkling.

It seems counter-intuitive, to put it mildly, to create a lower, broader standard to search our private data on our private devices than to search our conventional mail, or our suitcases, or our car trunks. Yet that is exactly what Bill S-7 does.

How did we get here? The answer is an ironic one.

Back in 2020, the Alberta Court of Appeal ruled unanimously that portions of the Customs Act were unconstitutional.

The court found the act violated the protection against unreasonable search and seizure, because it allowed for what the court called “suspicion-less and unlimited” searches of our personal digital devices.

That violation, held the court, could not be saved by section 1 of the Charter, because it allowed unfettered and unrestricted access to people’s most personal and intimate information, and because it allowed the state almost unlimited latitude to dig around in the what the court called our “biographical core of identity”.

May 20, 2022

High and low “state capacity” illustrated

Filed under: Bureaucracy, Government, Health, USA — Tags: , , , , , , — Nicholas @ 03:00

In Law & Liberty, Helen Dale recounts a miserable experience getting out of a major US airport and says this is an example of America’s low state capacity:

“TSA Checkpoint” by phidauex is licensed under CC BY-NC-SA 2.0

At the other end, I found a stretch limo waiting for me. Getting ferried about in a limo after The Trip from Hell is something I’ve experienced before, in Damascus, before the Syrian civil war. Classic third world. Like Syrians, American hosts send limousines to the airport to pick you up because they know you flew in from JFK and will need to be appeased.

My experience is illustrative of something not confined to airports, however. Indeed, if it were only confined to airports, then the phrase I’m about to use (about the US) would be unfair (to the US). America’s dysfunctional airports are instances of widespread low state capacity. And this is bigger than airports. Low state capacity can only be used to describe a country when it is true of multiple big-ticket items, not just one.

State capacity is a term drawn from economic history and development economics. It refers to a government’s ability to achieve policy goals in reference to specific aims, collect taxes, uphold law and order, and provide public goods. Its absence at the extremes is terrifying, and often used to illustrate things like “fragile states” or “failed states”. However, denoting calamitous governance in the developing world is not its only value. State capacity allows one to draw distinctions at varying levels of granularity between developed countries, and is especially salient when it comes to healthcare, policing, and immigration. It has a knock-on effect in the private sector, too, as business responds to government in administrative kind.

Think, for example, of Covid-19. The most reliable metric — if you wish to compare different countries’ responses to the pandemic — is excess deaths per 100,000 people over the relevant period. That is, count how many extra people died beyond the pre-pandemic mortality rate on a country-by-country basis. For the sake of argument, drop the five countries leading this grim pack. Four of them are developing countries, and the fifth is Russia, which while developed, is both an autocracy and suffers from chronic low state capacity.

At the other end of the scale, ignore China, too. It may be lying about its success or, more plausibly, may have achieved it by dint of being an authoritarian state with high state capacity (notably, the latest round of draconian lockdowns in Shanghai commenced after the WHO collated that data).

The US has the worst excess death rate in the developed world (140 per 100,000). Australia has the best: –28 per 100,000. Yes, you read that right. Australia increased its life expectancy and general population health during the pandemic. So did Japan, albeit less dramatically. The rest of the developed world falls in between those two extremes: Italy and Germany are on 133 and 116 per 100,000 respectively, with the UK (109 per 100,000) doing a bit better. France and Sweden knocked it out of the park (63 and 56 per 100,000 excess deaths).

Recall, too, that not only did different countries adopt different approaches to pandemic management; sometimes there were large differences within countries. Like the US, Australia is a federal system, and as in the US, different states did things differently. Melbourne, capital of the state of Victoria, had the longest lockdown of any major city in the developed world. Other Australian states, meanwhile, locked down sparingly or not at all. In a European context, Sweden rejected most over-the-top Covid responses, the UK was somewhere in the middle, and Italy was thoroughly draconian, even barring unvaccinated people from supermarkets and groceries.

April 9, 2022

Bicycle – Can You Put a Gun on It? – WW2 Special

Filed under: Asia, Britain, Europe, Germany, History, Japan, Military, WW2 — Tags: , , , — Nicholas @ 04:00

World War Two
Published 8 Apr 2022

“Bicycling to victory! Soldiers were moved by trucks and trains to the front, transported on the backs of tanks and armoured vehicles into combat. But sometimes they also went by using the good old bicycle. Pedaling over the paved roads of Western Europe and East Asia, specialised bicycle-companies surprised through mobility and independence. Bikes were comparatively cheap to mass produce and did not need fuel nor fodder. So they proved a real alternative to those nations that had to budget their oil resources.”
(more…)

March 4, 2022

QotD: “Avoid New York City”

Filed under: Quotations, USA — Tags: , , , — Nicholas @ 01:00

It [NYC] smells terrible, the people are rude, and everything costs at least three times more than it should, for no discernible increase in quality. Most activities are crowded and overrated (e.g. Broadway plays such as Les Miz), food in the “best” restaurants is no better than you’ll get in any good restaurant in your home town, and walking in the streets of Manhattan is as close to a contact sport as you’ll get off a rugby field. Don’t buy into the hype; New York sucks. If you can make it there, you probably have organized crime ties (just like Sinatra did).

Kim du Toit, “Don’t Do That”, Splendid Isolation, 2019-01-28.

February 28, 2022

QotD: Passengers versus freight in railway efficiency terms

Filed under: Economics, Europe, Quotations, Railways, USA — Tags: , — Nicholas @ 01:00

First, consider the last time you were on a passenger train. Add up the weight of all the folks in your car. Do you think they weighed more or less than the car itself? Unless you were packed into a subway train with Japanese sumo wrestlers, the answer is that the weight of the car dwarfs that of the passengers it is carrying. The average Amtrak passenger car apparently weighs about 65 tons (my guess is a high speed rail car weighs more). The capacity of a coach is 70-80 passengers, which at an average adult weight of 140 pounds yields a maximum passenger weight per car of 5.6 tons. This means that just 8% of the fuel in a passenger train is being used to move people — the rest goes into moving the train itself.

Now consider a freight train. The typical car weighs 25-30 tons empty and can carry between 70 and 120 tons of cargo. This means that 70-80% of the fuel in a freight train is being used to move the cargo.

Now you have to take me on faith on one statement — it is really hard, in fact close to impossible, to optimize a rail system for both passengers and freight. In the extreme of high speed rail, passenger trains required separate dedicated tracks. Most rail systems, even when they serve both sorts of traffic, generally prioritize one or the other. So, if you wanted to save energy and had to pick, which would you choose — focusing on freight or focusing on passengers? Oh and by the way, if you want to make it more personal, throw in a consideration of which you would rather have next to you on crowded roads, another car or another freight truck?

This is why the supposedly-green folks’ denigrating of US rail is so crazy to me. The US rails system makes at least as much sense as the European system, even before you consider that it was mostly privately funded and runs without the subsidies that are necessary to keep European rail running. Yes, as an American tourist travelling in Europe, the European rails system is great. Agreed. I use it every time I go there. I have to assume that this elite tourist experience must be part of why folks ignore the basic science here.

Warren Meyer, “A Reminder: Why the US Rail System Is At Least as Good As the European System if You Care About Energy Use”, Coyote Blog, 2018-05-25.

February 19, 2022

QotD: Army marching speed in the pre-industrial era

Filed under: History, Military, Quotations — Tags: , , , , — Nicholas @ 01:00

The intuitive and a touch clever method is to take normal human walking speed – around 3mph – multiply it by walking hours per day (maybe 8) and go with that. This makes intuitive sense, but if large army logistics made intuitive sense, they wouldn’t be hard, and as Clausewitz says (drink!) “War is very simple, but the simplest thing is very hard.” Logistics is very hard. So why don’t armies move at c. 25 miles per day?

So let’s think about – in very general terms – what needs to happen and in what order for a large body of infantry to march. Everyone wakes up and starts to get moving (probably around 5am). Breakfast needs to happen, which may require making fires. Tents need to be struck and stowed along with all of the gear in the baggage train and individual soldiers need to stow their own equipment. All sorts of small tasks add up to eat away parts of the morning. Then everyone needs to get gathered and ready to march.

And now – because you are a large body of infantry, you wait. Let me explain – let’s take a nominally full strength (c. 3,000 men) American Civil War brigade, marching on a road 13ft or so wide. You can get five men (a little cramped) into a single row on that road, meaning that the infantry itself stretches 600 ranks deep. Unlike in the movies (which love ultra-compact marching formations because it looks cool) you need a few feet of separation between rows for best effect (WW2 US Army guidelines specified 2-5 yards), let’s assume each soldier occupies about 5 feet in the marching order. So the infantry is 3,000ft long (914m; nine football fields). We also need unit separation (between the regiments, it’s important to avoid “accordioning” on the march and facilitate control; WW2 army regs suggested 100 yards between companies, 50 yards between platoons, so these could be quite large), so let’s round up to 4,000 ft (1219m; 13 football fields).

But we also have tents, food supplies, spare ammunition and all sorts of other of what the Romans would have called impedimenta (sidenote: if you are thinking, “well, but a pre-gunpowder army doesn’t need this; 1) arrows take up space and 2) camp entrenching supplies – the Romans marched heavy). How many wagons, pack animals or porters you need varies – the Romans seem to have often moved with a mule for every six-to-eight men, plus the army’s siege train. A good rule-of-thumb I’ve seen for American Civil War estimates is around 20 wagons per thousand, so 60 wagons. Rule of thumb in the ACW is 80 wagons to a mile of road, so our wagon train ought to take up around another 4,000ft.

(Sidenote: you can see why logistics gets complicated fast. Even in explaining a rule of thumb, I have to resort to rules of thumb, or else we have to inventory all of the stuff an infantry brigade needs, and all of the food they need and then parcel it out by wagons (and then figure for the mule-or-horse teams for the wagons) and on and on. Fortunately for the historians, this sort of work was done by the armies at the time and written down, so we tend to use their staff-work.)

So the entire force is probably a bit more than 8,000 ft long – 1.5 miles. In practice, there’s actually a lot more space eaten up in separation (between wagons, between men) so it would be longer, but I don’t want to get lost in the details. And this is for just 3,000 infantry – we have no cavalry with their many spare horses (three per man as a typical minimum) or god forbid a siege train which might involve hundreds of wagons.

Bret Devereaux, “New Acquisitions: How Fast Do Armies Move?”, A Collection of Unmitigated Pedantry, 2019-10-06.

February 12, 2022

QotD: One of those pre-9/11 things we’ve lost … personal dignity

Filed under: Bureaucracy, Government, Liberty, Quotations, USA — Tags: , , — Nicholas @ 01:00

I was directed, shoeless, into the little pen with the black plastic swinging door. A stranger approached, a tall woman with burnt-orange hair. She looked in her 40s. She was muscular, her biceps straining against a tight Transportation Security Administration T-shirt. She carried her wand like a billy club. She began her instructions: Face your baggage. Feet in the footmarks. Arms out. Fully out. Legs apart. Apart. I’m patting you down.

It was like a 1950s women’s prison movie. I got to be the girl from the streets who made a big mistake; she was the guard doing intake. “Name’s Veronica, but they call me Ron. Want a smoke?” Beeps and boops, her pointer and middle fingers patting for explosives under the back of my brassiere; the wand on and over my body, more beeps, more pats. The she walked wordlessly away. I looked around, slowly put down my arms, rearranged my body. For a moment I thought I might plaintively call out, “No kiss goodbye? No, ‘I’ll call’?” But they might not have been amused. And actually I wasn’t either.

I experienced the search not only as an invasion of privacy, which it was, but as a denial or lowering of that delicate thing, dignity. The dignity of a woman, of a lady, of a person with a right not to be manhandled or to be, or to feel, molested.

Peggy Noonan, “Embarassing the Angels”, Wall Street Journal, 2006-03-02.

February 4, 2022

QotD: Don’t drive on the interstate highways

Filed under: Quotations, USA — Tags: , , — Nicholas @ 01:00

Almost without exception, the scenery [along the highway] is terrible (writer Bill Bryson suggests that beautiful scenery along the interstate highway system is in fact banned by federal law), the distances are astonishing (except in New England), the highways around major cities (e.g. Washington D.C., Seattle, Los Angeles and even Dallas are more like (slow-) moving parking lots than highways, and the plethora of 18-wheeler trucks make driving a white-knuckle exercise. You will never find any decent food just off the interstates unless your idea of “interesting” is McDonalds or Waffle House, and in a word, interstate highway travel is BORING.

Kim du Toit, “Don’t Do That”, Splendid Isolation, 2019-01-28.

December 14, 2021

QotD: Insulated from reality

Filed under: Britain, Environment, Media, Politics, Quotations — Tags: , , , , , , , — Nicholas @ 01:00

To understand the green movement, really understand it, you could do worse than look at the photographs of today’s vast tailbacks on the M25. Here were thousands of ordinary people – workers, deliverymen, mums and dads, holidaymakers – delayed for hours by the self-righteousness of middle-class greens. Activists from a group called Insulate Britain – which, almost comically, agitates for the insulation of British homes – blocked various junctions on the M25, causing distress to people who had places to be. It was eco-elitism distilled: the sanctimonious zealots of the green religion disrupting the lives of the plebs to make some daft point.

The first notable thing about today’s act of public nuisance masquerading as a protest was the hilarity of the campaign group itself. Remember when radicals fought for higher wages or better working conditions or for a revolution to replace capitalism with something else? Not anymore. Today’s self-styled militants demand the insulation of houses. “What do we want? The creation of a thermal envelope in people’s homes! When do we want it? Now!” What a crock to go to the barricades for. Also notable is the irony of supposed planet-lovers causing so much pollution by forcing hundreds of cars and trucks to sit still for ages, chugging fumes into the air for nought. Well played, greenies.

But the most striking thing about these kinds of protests is their sheer arrogance. Their inherently anti-democratic, anti-masses nature, where the aim is always, but always, to inconvenience the little people and teach us a lesson. You’re on your way to Heathrow for a much-needed jaunt to Malaga to escape the stresses of work? Not anymore, you’re not – the eco-elitists blocked junction 14, which leads to one of Heathrow’s terminals. You’re a knackered trucker who’s been driving all night long and now wants to get back to his family? Tough shit. These plummy alarmists have decided to make you the collateral damage of one of their narcissistic stunts.

Brendan O’Neill, “Environmentalism is a revolt against the people”, Spiked, 2021-09-13.

December 9, 2021

QotD: “The Knowledge” of London’s licensed cab drivers

Filed under: Britain, Government, Quotations — Tags: , , , — Nicholas @ 01:00

It is not a simple question of regulation and laissez-faire. Regulation can result in an excellent service, better than what an unregulated service might have provided. London’s licensed taxi drivers are, in my experience, the best in the world, for example, and this is due to proper regulation. To obtain a license to operate, they have to master the Knowledge: learn the street plan of London — as higgledy-piggledy as that of any city in the world — not only in theory, as an abstract mental image, but in actual practice. This usually takes them three years, spent driving around the city, day in, day out. When finally they think that they have mastered it, they are examined — often by a retired policeman — and have to be able to say how they would get from A to B, or from C to D, not only by the shortest but also by the quickest route. Only then (and provided they have no police record) are they granted a license.

Obtaining the Knowledge is a formidable intellectual feat: indeed, neuroscientists have used it to demonstrate by brain scans differences between London taxi drivers and others in the possession of spatial knowledge and powers of orientation. And the result of the regulation requiring the Knowledge is that London taxi drivers, besides being small businessmen working largely on their own account and therefore committed to their profession, are generally intelligent, capable men. No doubt the advent of GPS will reduce the need for much of this effort, at least among unlicensed drivers, who were never required to have it anyway. The license was, and is, a guarantee of quality; and the point remains that regulation is not sometimes without benefit to the public.

What do the regulation of London taxi drivers and the success of the vaccination program have in common? I think that it is in the clarity, but also in the modesty, of their goals. The object of the regulation of taxi drivers, for example, is to produce a large cadre of drivers who provide an excellent public service — and the means to achieve this object are unmistakably and obviously connected to that goal. Any group comprising tens of thousands of human beings will contain some who fall below, even much below, the standard desired, but I know of no profession whose members more approximate its ideal. The drivers are justly proud of what they are. There have been no efforts to make saints, or even good people, of them; all that is required is that no ill be known of them and that they have the requisite knowledge. In 50 years of taking London taxis, I’ve never had a bad experience and have had innumerable good ones.

Theodore Dalrymple, “A Cure for Government Incompetence”, City Journal, 2021-08-30.

December 4, 2021

How mail trains collected letters without stopping – Post Trains

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

Train of Thought
Published 3 Dec 2021

In this video, we take a look at how post trains would collect and deliver mail without the need to stop, mostly by yeeting the post out of the train

This video falls under the fair use act of 1976.

November 26, 2021

The more government tries to do, the less well it does everything

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

In what I suspect will be a long, long series of stories illustrating government’s ever-increasing appetite for control and decreasing ability to competently discharge its authority, Matt Gurney says he remembers to the day when he realized the Canadian government didn’t have a clue in an emergency. ANY emergency:

It seems a very long time ago now, but let me set the stage for you: this was just days after March 12th, the Thursday most North Americans seem to agree marked the real beginning of it all here — the day the NBA and NHL suddenly shut down and, in Toronto at least, the schools closed. Though the prime minister wouldn’t officially ask Canadians to come home from abroad for a few more days, thousands were landing at our airports each day. The federal government had said that enhanced screening had been established to meet them. Sadly, this wasn’t exactly, you know, true. I knew this for a fact: I’d been out of the country with my wife and children, arriving home the day before Joly’s press conference. I’d expected screening, questions, temperature checks, pamphlets, PA announcements — to be blunt about this, I expected a gigantic hassle. Hell, I wanted to be hassled and sternly ordered home for 14 days of isolation. Nope! Here’s how I described our arrival in a column in the National Post:

    [We] were processed by an automated kiosk with a touchscreen (that is hopefully being regularly cleaned). It scanned our passports and took photos of my wife and I — our children, being under 12, were exempt from photographing. Alongside the usual questions about value of purchased goods and whether we’ll be visiting a Canadian farm, there was a question asking whether we had recently visited Iran, Italy or China’s Hubei province. I (honestly) clicked no. The kiosk printed out a form, which I handed to a customs officer. He glanced at it, asked where we were returning from, looked at our passports for the barest moment, and welcomed us home. [The] entire process took barely six minutes.

    No questioning about symptoms. No temperature screening. No information about mandatory 14-day self-isolation. No signage, or at least not obvious signage. No multi-language pre-recorded PA announcements with public health details. My wife did see a pamphlet listing COVID-19 symptoms, but nothing about self-isolation was noted. (Photos have circulated on Twitter claiming to show updated pamphlets given out at airports containing self-isolation information; we did not receive one on Saturday night.)

Our hassle-free arrival, to be clear, was not what was supposed to be happening. Worse, the federal government really seemed to have no idea what the facts on the ground actually were. Bill Blair was tweeting out complete nonsense that had absolutely no relation to what was actually happening. Provinces and cities were surging their own people to the airports to assert some order, since the federal government was clearly completely incapable of getting a handle on the situation, probably because it was blissfully unaware that there was a situation.

So that was bad.

But the next day, our first day back, was when it got really scary.

Joly had been at a cabinet meeting, and afterward, tried to project confidence and calm. She was full of smiles when she addressed the media, saying that there’d be announcements to come the next day. The Globe and Mail‘s Marieke Walsh, doing a vastly better job containing her temper than I would have, demanded to know why Canadians sitting at home were being teased about an announcement instead of just told what the announcement was. Joly had no real answer to that really, really good question, and just tried to smile her way through it, until David Lametti tried to save her by lavishing praise on the leadership of … Patty Hajdu, our then-health minister.

Read that paragraph again. Joly. Lametti. Hajdu. It’s a miracle any of us are still alive.

November 20, 2021

Modern navigation aids compared

Filed under: Britain, Humour — Tags: , , , — Nicholas @ 05:00

In common with most people in this age of pandemic, I don’t travel very much these days. Back when I did manage to get out and about on the roads, I had an early Garmin GPS device in my vehicle and when I eventually updated the sound system in my truck to a new device, it included a built-in GPS (that constantly “loses” satellite fixes and loudly informs me, even when I’m not using the mapping function). I’ve had both good and bad experiences with these devices, but Alistair Dabbs is much more entertaining with his story:

“Sat Nav FAIL” by J-o-n-o is licensed under CC BY-SA 2.0

Turn left. Turn right. At the roundabout, take the fourth exit.

Nobody enjoys being told what to do all the time but in the case of Google Maps I will make an exception. What I like about it best is that I can ignore her directions – should dissent take my fancy – and she doesn’t get cross.

This is in sharp contrast with all the classic sat-navs I have ever used, including the one embedded permanently into my current vehicle. Not only does it have a penchant for taking me on pointlessly circuitous routes, the wrong way up one-way streets, and along shortcuts too narrow for a bicycle, it grows angrier by the second when I refuse its orders.

“Turn right, turn right, turn right, turn left,” it would yell at increasing volume, trying to browbeat me into making a U-turn. Well no, I don’t want to drive through that building site or weave between those ambulances and fire engines dealing with that overturned lorry. Can’t you take me on an alternative route?

“Recalculating …” it would bark like a sulking dalek, but never accomplishing such. “Recalculating … Recalculating …”

Clearly I am not the only reluctant motorist to have given up on traditional sat-navs: not a single ad for one of these has turned up in my Black Friday spam deluge this year. And good riddance. Of the £3m per minute spent by Brits on their Black Friday shopping, roughly £0 will be spent on in-car nags.

Google Maps is more chilled. It’s as if she has resigned herself to my penchant for taking the wrong exits and missing turns. This is a habit I acquired by trying too hard not to drive like my father, who would obey every instruction from his sat-nav with military immediacy. As soon as he heard the words “Turn left”, he’d turn hard on the steering wheel straight away and we’d find ourselves heading up someone’s front drive, into an underground office car park or across a pedestrianised shopping walkway.

Me, I prefer to wait a bit – maybe a bit too long. Google Maps doesn’t mind and gives me no grief. Perhaps she also recognises her own faults in occasionally trying to direct me to drive through bricked-up entrances and children’s playgrounds. “Pff, whatever,” she probably thinks. “He’s too thick to follow the normal route. Let’s try a longer one.”

The odd thing is that she talks to Mme D in a very different way. On her smartphone, Google Maps is, well, chatty.

While all I get is a functional “Turn left/right” or “In 300 metres take the slip-road,” Mme D is treated to a tirade of verbosity. “Move into the filter lane and turn left at the next traffic lights heading north-northwest into B3496 Lower High Street but keep to the right to avoid the turnoff, mind the pedestrian crossing and wave hello to the butcher on the corner …” it spews, one directive tumbling into the next in a single continuous description of the journey and all its finest details.

Twenty years of TSA bullying

Filed under: Bureaucracy, Government, USA — Tags: , , , — Nicholas @ 03:00

In Friday’s Reason Roundup newsletter, Robby Soave calls for the end of the Transportation Security Administration after twenty long years of futility on making travel safer but brilliant success in making the travel experience so much worse for passengers:

Exactly 20 years ago today, President George W. Bush signed the Aviation and Transportation Security Act into law and created the Transportation Security Administration, better known as the TSA. A response to the 9/11 attacks, the TSA was thought to be a necessary tool for confronting the new reality of terror in the skies.

Two decades later, the TSA has more than 54,000 employees, a budget of $8 billion dollars, and a long track record of harassing passengers for no good reason. Far from contributing to actual safety, the TSA is a stunning example of government failure: Its absurd travel restrictions make air travel no safer, deprive passengers of their civil liberties, and make the process of flying much more costly, time-consuming, inconvenient, and unenjoyable. The agency should never have been created, and its 20th birthday is as good a time as any to abolish it.

For starters, the TSA routinely fails at its main purpose: preventing passengers from carrying deadly weapons onto airplanes. TSA agents constantly miss weapons, drugs, and other illicit items when government agents try to smuggle them in as part of testing.

“TSA screeners failed to detect weapons, drugs, and explosives almost 80 percent of the time,” noted the Heritage Foundation in 2017. “While the exact failure rate is classified, multiple sources indicate it is greater than 70 percent.” During one test, at the Minneapolis–Saint Paul International Airport, the TSA’s failure rate was 95 percent.

The 9/11 terror attacks, in which a small number of men were able to use crude, simple weapons to hijack airplanes and crash them into important buildings, were a scarring moment for the nation. The U.S. government vowed to be more vigilant. But the truth of the matter is that preventing hijackings is now trivially easy: Pilots can lock the cockpit doors, which are almost impossible for intruders to breach. Prior to 9/11 most airplane hijackings involved detours to different locations; hijackers did not intend to crash the planes, and thus neither crews nor passengers had much reason to fight back. This calculus is forever changed: Would-be plane hijackers will face insurmountable difficulties, whether or not they’ve received aggressive pat-downs from the TSA.

Meanwhile, the TSA’s security theater has made air travel a much more grueling process. It’s not just the ritualistic humiliation of having to remove belts and shoes, empty out backpacks and suitcases, and submit to full-body scanners. TSA agents are also frequently caught stealing from passengers, groping them, and delaying them for no reason. Again, there is no point to any of this. It does not make people safer. If anything, it makes us less safe: It is likely that some people choose to drive to their destination, rather than deal with the hassle. Car travel, though, is far more dangerous than air travel — many more people die in car crashes than in plane crashes each year. And not even COVID-19 could tip the scales in airplanes’ favor, according to The Washington Post.

Enough is enough. There is not a single good reason that Americans should have to endure such misery at the hands of this utterly pointless bureaucracy. The best time to abolish the TSA was right after it was created. The second-best time is now.

Remy made a parody video on the TSA that’s definitely worth a watch. Back in 2010, Iowahawk created some helpful new slogans for the TSA, free of charge.

November 14, 2021

QotD: Traffic in India

Filed under: Humour, India, Quotations — Tags: , , , — Nicholas @ 01:00

A buddy of mine once joked that the traffic signals, lane markers, etc. in India are the world’s biggest public art installation, since they have exactly the same effect on motorists’ behavior as those butt-ugly steel-and-concrete things your city council keeps insisting on sticking out in front of city hall. Long after I returned from my sojourn in the Raj, friends remarked on my newfound sangfroid. It’s no mystery, I explained to them. Delhi’s a big place, so usually took several autorickshaw rides a day — each and every one of them, by necessity, a dance with the Grim Reaper. As P.J. O’Rourke once quipped back when he was funny, on the Subcontinent it doesn’t even count as a car crash unless there’s probable loss of life involved. Death come for us all, I told my buddies; when my time’s up, my ticket’s gonna get punched regardless.

Severian, “Cars, Bikes, Motorcycles”, Rotten Chestnuts, 2021-07-25.

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