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 12, 2022
QotD: One of those pre-9/11 things we’ve lost … personal dignity
February 4, 2022
QotD: Don’t drive on the interstate highways
Kim du Toit, “Don’t Do That”, Splendid Isolation, 2019-01-28.
December 14, 2021
QotD: Insulated from reality
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
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
Train of Thought
Published 3 Dec 2021In 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
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
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
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
Severian, “Cars, Bikes, Motorcycles”, Rotten Chestnuts, 2021-07-25.
November 2, 2021
QotD: The foreign journalist’s best local source, the cabbie
I was a three-day man in that period of my life when newspapers would occasionally ask me to report on some revolution, civil war, social upheaval or other unusual event (I once went on a daytrip to India from Europe).
Given the circumstances, I gathered much of my information from the taxi-driver from the airport to the hotel where all the other journalists were staying. They did likewise, and in many an article, even in serious publications, a journalist has acted as a mere amanuensis for a taxi-driver.
I am far from decrying this genre of journalism: in my experience, taxi-drivers are exceptionally sensible and level-headed men, intelligent and well-informed but not educated, or rather not indoctrinated into believing the most obvious nonsense by having attended western-type establishments of supposedly higher learning.
Knowing that a journalist is a bird of passage, they did not fear, even in dictatorships, to speak the truth as they saw it: and generally they had seen a lot. With the advent of the mobile phone that hears everything and erases nothing, they may since have become more cautious. I don’t know: no one sends me anywhere these days.
Theodore Dalrymple, “On Taxi Cab Drivers, Barbers, and Learning the Truth”, The Iconoclast, 2021-06-21.
October 6, 2021
Let’s Visit Finland (1935) – Helsinki Liinakhamari Lapland Arctic Ocean Highway
PeriscopeFilm
Published 2 Aug 2020Love our channel? Help us save and post more orphaned films! Support us on Patreon: https://www.patreon.com/PeriscopeFilm Even a really tiny contribution can make a difference.
This travelogue film shows Finland in the 1930’s. It was presented by Joseph Harris and Martin Ross. Finland is in northern Europe bordering Sweden, Norway and Russia. The capital city of Helsinki as well as the Arctic Ocean Highway running to the port of Liinakhamari which once touched the Arctic Ocean will be shown. It refers to Helsinki as Helsingfors which is the former Swedish name of the capital. The Arctic Ocean Highway was rerouted after WW2. Finland had long been a battleground due to the imperial ambitions and growing pains of Sweden and Russia. Finland was absorbed by the Russian Empire in 1807 (:32). A 1917 revolution overthrew the Czarist regime (:38). Due to wars and fires, few remnants existed of historical value in Helsinki (:47). Some of the old wooden houses have managed to remain (:53). Granite columns and entryways of the city point to early architects’ desire to use the country’s reserve of granite (1:14). Russian influence is exemplified in a Russian style church (1:35) and the cathedral of St. Nicholas (1:38). Architects sought to stray from the influences of foreign domination (1:45). The red granite railway station in the Market Square (1:59), the parliament building (2:05) and white factory buildings show no allegiance to former occupiers (2:08). A newly erected suburb consisting of flats constructed with reinforced steel (2:26) lay encircled by forests and lakes. Roads are lined with trees and intermittent flower beds (2:49). Helsinki harbor follows (2:59). Town parks and gardens were erected with artistic sculptures throughout showing Finland’s growing appreciation for the arts (3:22). The capital is also the terminus of the road leading northward for over a thousand miles to the port of Liinakhamari (3:34). A map is provided which still has USSR on it as this was before the fall of Soviet Russia (3:35). The port of Liinakhamari lay about 300 miles beyond the polar circle (3:43). The film follows this road which remains concrete for 20 miles after leaving the capitol (3:58). Land alongside had been cleared for agriculture (4:06). A farmer reaps hay with a scythe as modern farm machinery had not yet reached the area (4:34). A striking feature of the Finnish countryside are the impaled corn husks on wooden poles for drying (5:03). A double arched bridge of granite follows crossing one of the waterways along the route (5:09). A close up shot of the farm houses show they are crudely erected structures reminiscent of the middle ages (5:28). Corn fields dissipate and the countryside becomes hilly and wooded (6:03). Finland is known as the land of a thousand lakes, though it should be known as the land of 60,000 lakes (6:11). The route continues on for 300 miles until hitting another agricultural district (6:44) sprinkled with one-story windmills. It continues around the Gulf of Bothnia (6:54). The only important town along the way is Oluu where the Oulujoki River cuts the city into three (7:28). Uneven cobblestone roads (7:38) and wooden buildings with elaborate ornate facades. Rivers float timber out from the forests (8:18). Finland’s timber industry racks in 80 million pounds annually (8:28). The timber is sent to sawmills along the coast (9:35). Stacks along the road await trucks (9:40). A car heads to be taken across a river by ferry as bridges become less frequent (10:27). The pulley system is operated by the ferryman, his young daughter and by the passengers (10:45). The government auctioned the ferries to those who would operate them at the lowest cost (11:02). Further on, another farm area appears with small white wooden churches (11:33). Most of the water for homes are sourced by well (11:49). The road then re-enters the wilderness (12:03). A sign with “Arctic Circle” in four different languages (12:05) follows as the road crosses the imaginary line marking the Arctic circle. Cattle are wandering through the road (12:31), hay farms (13:08), and stacks of wood to heat the homes in the winter (13:24). A housewife washes her clothes using water from a brook (13:32). The road hits Lapland (13:54) and turns into a dirt road (14:01). Reindeer feed on the lichen in winter (15:05). A log hut has reindeer antlers placed on top (15:22). Laplanders with their colorful handcrafted headdresses and pointed toe tall boots (15:43). Vegetation becomes stunted while approaching the northern coastline (16:29). The film wraps up as the road reaches the deep-water port of Liinakhamari (16:40).
This film is part of the Periscope Film LLC archive, one of the largest historic military, transportation, and aviation stock footage collections in the USA. Entirely film backed, this material is available for licensing in 24p HD, 2k and 4k. For more information visit http://www.PeriscopeFilm.com
August 4, 2021
Canadian tourist dollars are helping keep Cuba’s struggling economy afloat
In Tuesday’s NP Platformed newsletter, Colby Cosh praises a CBC News (!!!) article on the massive impact of purely Canadian tourist income on Cuba:
A billboard in Havana, showing Camilo Cienfuegos, Ernesto “Che” Guevara, and Fidel Castro, 4 November 2014.
Photo attributed to Tumpatemcla~commonswiki via Wikimedia Commons.
NP Platformed returns today with that rarest of things in the National Post: an absolutely unironic recommendation to read a CBC News report. The article in question comes from Evan Dyer, and it’s headlined: “How Canadian Tourism Sustains Cuba’s Army And One-Party State“. And it is, we have to confess, a masterpiece of precision. We appreciate the small, uncomfortable barb, for example, concealed in this phrase: “in normal years far more Canadians enter and leave Cuba than citizens of any other country — including Cuba itself.”
Why is Canada a quintessential source of the tourism dollars that flow directly to the Cuban army, or in some cases to partnerships between foreign hospitality providers (like Toronto’s Sunwing Travel Group) and the Cuban army? Last month the world was reminded by Cuban protesters how fragile and miserable the communist island’s economy really is. As people stormed into the streets pleading for food and medicine, sympathizers abroad continued to sing from their moth-eaten hymnal and blame America’s long-standing trade embargo (which allows even American citizens and companies to sell, wait for it, food and medicine to Cuba).
And yet, within Canada, there is no sign of any social stigma attaching to Cuban travel. Perhaps it’s because Latin America is one huge undifferentiated wad in our minds, and if we began to get fussy about the governments of various Caribbean countries (most of which let people leave if they like), we might be forced to … we dunno, winter in Costa Rica or Bermuda or someplace weird like that. Cuba can’t find the cash to keep a fresh coat of paint on a hospital, but the empire of affordable resorts and jineterismo continues to expand. Some of you helped build it.
There is nothing new about this — except the obvious willingness of ordinary Cubans to risk wounds and death to protest against their communist rulers, as Michael Totten reported more than seven years ago:
Cubans in the hotel industry see how foreigners live. The government can’t hide it without shutting the hotels down entirely, and it can’t do that because it needs the money. I changed a few hundred American dollars into convertible pesos at the front desk. The woman at the counter didn’t blink when I handed over my cash — she does this all day — but when she first got the job, it must have been shattering to make such an exchange. That’s why the regime wants to keep foreigners and locals apart.
Tourists tip waiters, taxi drivers, tour guides, and chambermaids in hard currency, and to stave off a revolt from these people, the government lets them keep the additional money, so they’re “rich” compared with everyone else. In fact, they’re an elite class enjoying privileges — enough income to afford a cell phone, go out to restaurants and bars, log on to the Internet once in a while — that ordinary Cubans can’t even dream of. I asked a few people how much chambermaids earn in tips, partly so that I would know how much to leave on my dresser and also to get an idea of just how crazy Cuban economics are. Supposedly, the maids get about $1 per day for each room. If they clean an average of 30 rooms a day and work five days a week, they’ll bring in $600 a month — 30 times what everyone else gets. “All animals are equal,” George Orwell wrote in Animal Farm, his allegory of Stalinism, “but some animals are more equal than others.” Only in the funhouse of a Communist country is the cleaning lady rich compared with the lawyer. Yet elite Cubans are impoverished compared with the middle class and even the poor outside Cuba.
June 1, 2021
Undoing Dr. Beeching’s cuts
In The Critic, Brice Stratford looks at the British government’s “nationalization if necessary, but not necessarily nationalization” scheme to once again reform Britain’s passenger railway network:
Astonishing scenes this week, whereby the Tory government announces a White Paper to re-nationalise the railways. The union bosses and Guardianistas who have called for such policy for decades immediately decided that actually it’s a terrible idea, or that this doesn’t count as re-nationalising because it’s the Conservatives doing it, or that calling the new entity “Great British Railways” just because it will run Great Britain’s railways is so offensive that the entire project should be called off. It’s all very tribal, and very silly, and very 2021, alas.
Of course, the Department for Transport (DfT) is still afraid of admitting that this is in fact renationalisation, as to do so would be to rile up certain elements of the Right, and to admit what we all know: that their generations-long experiment in railway privatisation has been a failure. Today we have a service which is overpriced, unreliable, and generally an unpleasant and ineffective experience from start to finish.
The postwar Labour government included railway nationalization in its many, many reforms to the economic life of Britain and in 1948 the remaining railway systems were unified as British Railways. By the 1960s, the system was losing money at a high rate of speed, so Dr. Beeching was called upon to recommend how to put the railway if not into profit then at least into a much more acceptable rate of loss:
Maps originally from Losing Track by Kerry Hamilton and Stephen Potter (1985), by way of Is Your Journey Really Necessary?, 2012-12-31.
https://isyourjourneyreallynecessary.wordpress.com/2012/12/31/nice-work-if-you-can-get-there/
Click map to enlarge.
The aim of the Beeching cuts, which followed on from a pair of reports written by Dr Richard Beeching in 1963 and 1965 for the British Railway Board (of which he was Chair), was to turn the loss-making British railways network into a profitable enterprise. Prioritising this profitability over all else, he proposed axing about a third of Britain’s then 7000 railway stations, removing passenger service from around 5000 route miles, and cutting 70,000 jobs over three years. The moves were highly controversial, and though they certainly saved money, the social consequences were extensive and the scars remain visible today.
As a consequence of the cuts, Britain became over-reliant on car travel, and over the 1970s and 80s town planners gutted the experientially human-scale city centres in service of this newly favoured road transport. We still very much feel the consequences of the Beeching axe today, whereby a rail journey between neighbouring cities is often only possible by zigzagging up to London and back down again, and public transport between rural communities is limited to one bus service every hour or two in the morning and mid-afternoon, which crawls along at a testudinian pace, further isolating and atrophying the scattered settlements that once were happy, thriving homes.
April 14, 2021
Schrödinger’s photo ID requirements
Mark Steyn notes the odd inconsistency of US authorities insisting on or ignoring the need for photo ID for different demographics. So much for equal treatment in the United States.
“TSA Checkpoint” by phidauex is licensed under CC BY-NC-SA 2.0
Whenever you fly anywhere in America, you require picture ID — so that, when you get to the head of the great endless security line, the TSA agent can get out his jeweler’s loupe and examine how the ink lies on the paper. And, when he’s finished doing that, he can fish out his UV light to study the watermark on your ID.
Which is all bollocks even by the standards of American security-state bureaucracy. Why bother going to all the tedious trouble of fake ID when real ID is so easy to acquire? On September 11th 2001, four of the terrorists boarded the flight with genuine, valid picture ID issued by the state of Virginia and obtained through the illegal-immigrant day-workers’ network run out of the parking lot of the 7-Eleven in Falls Church.
If that didn’t get Americans mad about the cosseting of the undocumented, I doubt they’ll care a fig about this latest privilege. But I thought it worth mentioning anyway: While you’re stuck with the Loupe & Light guy poring over your ID, the federal government announced last week that migrants crossing the southern border will be permitted to fly within the United States without any valid ID. You’re on orange alert now and forever, they’re in the express check-in.
This is where selective enforcement of the laws always leads — to a broader contempt for all law, and an end to equality before the law. In 2021 no developed nation needs mass unskilled immigration. Some have it for historical reasons — a hangover of empire, as in Britain and France; some have it for sentimentalist pseudo-humanitarian reasons, as in Sweden and Norway. But neither of these rationales account for what the laughably misnamed Department of Homeland Security is doing at America’s southern border.
December 14, 2020
QotD: Goodhart’s law
Any observed statistical regularity will tend to collapse once pressure is placed upon it for control purposes.
Or as it has been reformulated:
Goodhart’s law is an adage named after economist Charles Goodhart, which has been phrased by Marilyn Strathern as: “When a measure becomes a target, it ceases to be a good measure.” One way in which this can occur is individuals trying to anticipate the effect of a policy and then taking actions which alter its outcome.
Set a target for tonnes of shoes and you get one tonne shoes. Set a target for 100 shoes and you get 100 left feet. Set a target for being on time and people fiddle their definition of time.
It is, by the way, entirely fine to insist that airlines play fair with telling us how long a flight will take. You said it will take 4 hours, then 4 hours should be about the time it takes. Yes, sure, we understand, airports, crowded places. Idiot passengers forget to board, luggage must be taken off. Winds vary, thunderstorms happen, French air traffic controllers actually turn up to work today, their one day in seven. Sure, there’re lots of variables. But if you say it’s about four hours then it should be about four hours. Great.
But to complain that they pad their number a bit is ludicrous. We’re holding their feet to the fire, insisting that an underestimate will lead to financial costs. Thus, obviously, they will overestimate. That’s not really even Goodhart’s Law, that’s just human beings. But then, as we know, those who would plan everything don’t deal well with the existence of people, do they?
Tim Worstall, “Goodhart’s Law Applies To Economies, To Everything – Why Not Scheduled Airline Flight Times?”, Continental Telegraph, 2018-08-27.
