News reaches us from Russia, that, despite 70 years of Leninism and now an assault by the Cultural Marxists, notions of equality do not appear to be taking off at Aeroflot, reportedly with a fleet of newish aircraft, now Russia most powerful ‘brand’ (surely ‘Kalashnikov’, but I digress).
Russia’s flagship carrier Aeroflot is fighting a legal battle with several of its female flight attendants who say it favours slim and attractive cabin crew.
One case has been thrown out of court. The concept of someone actually needing to be up to the job appears to have survived in Russia.
The company argues that every extra kilogram of weight forces Aeroflot to spend more on fuel.
Its application form for would-be flight attendants requires details of height, weight and clothing size.
Staff have to meet a minimum height requirement because they need to store hand luggage in the overhead lockers, Aeroflot says.
The fuel penalty was quoted as every extra kilogram of weight costing an extra 800 roubles (£11; $14) annually on fuel, but Aeroflot has other points.
‘…a survey carried out for Aeroflot showed that passengers preferred attractive flight attendants and agreed that an airline had a right to stipulate weight limits and clothes sizes for its staff.
Perish the thought that the fat and the short are not wanted, it’s all down to job-need.
In one case, the complaint is stark.
Ms Ierusalimskaya, aged 45, wants Aeroflot to pay her 1m roubles (£14,000; $17,750) in compensation, Russia’s Kommersant news reports. Her clothes size is 52 (XL, under the international system).
She said the airline had transferred her to domestic flights, cutting her income. She complained that Aeroflot’s rules required stewardesses to be at least 160cm (5ft 3ins) tall and have a clothes size no larger than 48 (L; 16 in UK; 42 in Germany; 14 in US).
Aeroflot’s point of view:
“A heavy physical build makes it harder for a flight attendant to move around the cabin and provide a smooth service for the passenger,” an Aeroflot official told the court.
Quite, you can’t have stewardesses so wide that they would need to be punted down the aisle with a trolley, that’s just not safe.
But a Russian Trade Unionist, helpfully called Boris, is on the warpath.
Boris Kravchenko called Ms Ierusalimskaya’s case “an unprecedented case of sex discrimination”. He is a member of President Vladimir Putin’s Council for Human Rights, and chairs the Russian Labour Confederation.
“The trade unions in this sector have teeth,” he said, warning of possible strike action “if such discriminatory behaviour persists”. He was speaking to Russia’s RBC news website.
Boris is keeping rather quiet about what happened to women with Beria it seems.
Now does this resistance to PC blandishments augur well for Russia, in that it might have a cultural meta-context where, if other silly and evil notions of statism and/or banditry can be got rid of, it might lay the basis of a free and prosperous commonwealth? And are we in the West closer to that goal?
…of backwardness, protectionism and cronyism. Sorry, Italy, I love you in so many ways but this is just Third World:
The International Business Times reports, “Italy court bans Uber across the country over unfair competition for traditional taxis”
An Italian court banned the Uber app across the country on Friday ruling that it contributed unfair competition to traditional taxis. In a court ruling, a Rome judge upheld a complaint filed by Italy’s major traditional taxi associations, preventing Uber from using its Black, Lux, Suv, XL, Select and Van services from operating within the country.
He [Trump] appears to be entertaining the horrible idea that the people who buy cars ought to be free to decide for themselves how much fuel economy matters to them – since they will be the ones paying for both the car and the gas. And – oh my god! – that this is really none of the business of the “concerned” scientists and other professional busybodies who regard their opinions and preferences as holy writ enforceable at gunpoint.
– Eric Peters
The basic foolishness of flying cars is the idea that it makes sense to fly around with a huge car engine for turning the wheels of a car, as well as with the engine and the wings that do the flying, all in one gigantic and gigantically impractical conglomeration. Car engines are one thing, flying machines are another. You either have two entire engines, one to do each job properly. Or you somehow contrive for one engine to do both jobs, sort of how the Harrier Jump Jet gets the same engines to do both its jumping and its jetting. That works, after a very fuel inefficient fashion, for Harrier jump jets, because jumping and jetting are sufficiently similar for one engine to be able to do both jobs. But car engines and flying engines are very different.
But now here comes this Airbus idea, where, instead of flying the entire car, you fly just the box that the people sit in. When being flown, the box is carried by a flying machine. When being driven, the box is carried by a driving machine. Note that once our container is plucked away from its road-driving engine, that road-driving engine can still then drive itself intelligently, to a park, for instance. Or, it could make itself useful by carrying other human containers. Robots, unlike engines, can be very light, so having several in one contrivance, cooperating as needed, is entirely possible.
I always believed that only when robots fly the cars will flying cars become a real possibility, because only robots can fly well enough and with enough collective discipline. This, it seems to me, is how the robots will do it. This is what they will fly.
Flying cars and robot cars, in other words, are all about human shipping containers.
Once you talk about containers rather than entire machines, you realise that these containers could perhaps also, in addition to being individually flown, be bulk flown in bulk carriers, over vast distances, for a fraction of the cost of driving, and if desired, a fraction of the time. All the nonsense of packing and unpacking, of clambering onto and extricating yourself from an airplane could then be dispensed with, as would all the ridiculousness of airports. All that can be handled by the robots, at their leisure. Also, at your destination, you’d be able to go on living in your own container. Multistory car parks would mutate into cheap hotels.
What all this illustrates, I think, is how very radically the robotising of transport, and of life generally, is going to change transport, and life generally. I don’t say that we will for certain see exactly the sort of human transport system that these Airbus envisagers envisage. Nothing is certain, when it comes to exactly how our new robot overlords will choose to go about their business. But this is the kind of change that the robots will surely bring. You can envisage, for instance, a world where we each own one or two human containers, while merely hiring whichever engines we need at any particular journey.
Might the same or a similar container shape then find itself being used for transporting other things besides humans? The possibilities are endless.
Or, maybe … not. The above ruminations are only that, ruminations. Please sprinkle words like “it seems to me” (there actually was one of those) and “surely” and “presumably” and “maybe” and “my guess would be”, for what you have just read is only me guessing, and what do I know? I am looking forward to the comments on this, because this is the kind of thing our often very tech-savvy commentariat is really good at commenting on.
As I work away at a talk I am to give tomorrow evening at Christian Michel’s, I am also, of course, wandering about in the www. And during the latest wandering I was provoked into thinking about another talk, one that I will be hosting rather than giving, on the last Friday of February. Marc Sidwell will, that evening, be speaking about: “Twilight of the Wonks? Promoting freedom in a post-expert world”.
This rather witty cartoon, which I came across here, is very pertinent to Marc Sidwell’s talk, I think:
This cartoon is now to be seen all over the www, partly because, I surmise, both sides of the argument that it alludes to are drawing attention to it. The Clintonians are pointing at it and saying: there, look at those silly Trumpsters, all voting to crash and burn America. And the Trumpsters are pointing at it, and saying: look at those smug liberals assuming that they are better at flying the airplane of government, in the way that a pilot obviously is better than his mere passengers at flying an actual airplane. They just don’t get it, blah blah.
The point being: there is being an expert, where you actually do know essential stuff. And then there is being an “expert”, where what you say you know or think you know ain’t necessarily so.
Personally I favoured and favour Trump, partly because I put Hillary Clinton into the latter category, of being an “expert” with sneer quotes rather than without them. She has a long career of crashing whatever metaphorical airplanes she flies, her email fiasco being only one of the more recent of such crashes. Crashing rather than flying is what she is “expert” at. And her speeches over the airplane intercom only convince those already convinced. Many feel the exact same way about Trump, but my impression, reinforced both by his campaign and by how he has conducted himself since his campaign ended in victory, is that when it comes to being less un-expert, Trump wins compared to Clinton. We shall see.
I also prefer, with all the usual libertarian reservations, the ideological agenda that Trump, almost despite himself, is now dragging into greater prominence. The agenda (see this gigantic crash) that Clinton would have kept in great prominence is one that I detest.
I will now send the link to this posting to Marc Sidwell. If you would like to learn more about attending the meetings I host every month, and/or those that Christian Michel hosts, email me by clicking on where it says “Contact”, top left, here.
LATER: See also what Instapundit says.
Why you should feel cynical about government projects, part umpteen thousand.
New York State’s Governor, Andrew Cuomo, proudly tweeted this today:
“Right now, there is a lot of cynicism and skepticism about our projects. We’re going to restore credibility. #2ndAveSubway will open Jan 1.”
He is referring, of course, to the imminent opening of a small segment of New York City’s long planned Second Avenue Subway.
Let us recall that planning for the Second Avenue subway began in 1919. That’s quite literally just short of a century ago.
Let us recall that construction began in 1972. That’s 44 years ago.
Let us recall that what is opening on January 1 is not even remotely a full Second Avenue subway. It is just three stations, at 96th, 86th and 72nd streets.
Let us recall that to get just these three stations, and just since the latest phase of work resumed in 2007, $4.5 billion, that’s billion-with-a-b, have been spent. That’s $1.5 billion per station. That’s $3.75 billion per mile for the 1.5 miles built to date, by far the world’s most expensive subway line.
The line has about 13 other stations to construct according to current maps, so completing this single subway line would cost about another $20 billion dollars. If we judge on the basis of the per-mile cost of Phase 1, the seven miles still remaining would cost another $26 billion. However, for projects like this, costs generally go up with time, not down, so the price may even be far worse.
No, Andrew Cuomo, this minor expansion of the transportation network, which is not yet remotely complete after a century of work, which has cost an astonishing sum and will cost vastly more if it is to ever be complete, has only reinforced cynicism, and has done nothing to restore credibility in government projects whatsoever.
The New York City subway system was mostly built privately, until the government forcibly took it over. Since the takeover, the system has stagnated, leaving a major metropolis with a public transportation network that has barely been improved since the First World War.
The system is grotesquely filthy, so noisy that scientific studies say routine users suffer hearing loss, is slow, is unreliable, is vastly overcrowded, often reeks of human excrement, is a sweat-box throughout the summer months, and yet, in spite of huge numbers of passengers, loses money year after year.
So what would I do to fix it? That should be obvious.
After a gazillion years of proposals, enquiries and delayed decisions the Government has finally given the go-ahead for the building of a new runway at Heathrow. Apparently this will be the first runway built in the South East of England in 50 years.
The MP for Richmond – just across the river from me – Zac Goldsmith immediately resigned his seat and announced his intention to stand as an independent in the resulting by-election. His former party, the Conservative Party, the governing party, won’t even be putting up a candidate. It’s not just Goldsmith. Extraordinarily, cabinet ministers who represent constituencies under the flightpath have been given permission to speak against the decision.
So what is the kerfuffle all about? I have been living under the flightpath for 15 years now. I live to the east when most of the action is east-west, so I don’t get the worst of it. But I do live where most of the people who would be affected live. For the most part I am barely aware that there’s an airport in the vicinity at all. About one or month or so, planes are moving west-east and every couple of minutes I won’t be able to hear the telly. In such cases I have to take the drastic action of pushing the pause button on my remote control. Heathrow has never deprived me of any sleep and things would have to get a lot worse before it bothered me. Or the Fonz for that matter:
Indeed, things are a lot better than they were in the days of Concorde. The racket that thing used to make was astonishing. And wonderful. So what if I couldn’t hear a damn thing for 30 seconds? That was a deafness induced by the finest British engineering, a richer deafness. A better deafness.
Now I accept I (and the Fonz) are not everybody. Maybe, others are more affected. If so one wonders why they choose to live in Richmond. OK, it’s possible that there some who are not affected now but will be in the future. In that case they would probably be best off leaving and moving somewhere quieter. Now, as a libertarian, I think that people should be compensated for such losses. Except I very much doubt there will be any need. I suspect that any loss people might suffer in terms of the cost of moving will easily be matched in terms of the rise in house prices due to the fact that their homes are so near to an expanding airport.
I just can’t see the problem.
Alexandra Wanjiku-Kelbert, who will help train you as a socialist campaigner for three thousand quid, has done a beautiful thing. Not only has she caused the left to lie down with right on the Guardian comments pages, she has made the left to lie down with the left. Verily, the Corbynite and the Blairite shall dwell together and jointly speak trash of Ms Spellcheck-Kelbert.
Here is the article that gave rise to such wonders:
Climate change is a racist crisis: that’s why Black Lives Matter closed an airport
Today we are saying that the climate crisis is a racist crisis. On the one hand Britain is the biggest contributor per capita to global temperature change.
Those who closely follow the carbon dioxide emissions league tables (app available on Android and iOS) will have been surprised by this sudden promotion of Britain to the top spot. All will be explained if you click on the link. You will see that the figure she quotes for each nation is calculated over all time. Seriously, they are blaming Britain for having been first with the industrial revolution.
It is also one of the least vulnerable to the effects of climate change. On the other hand, seven of the 10 countries most vulnerable to climate change are in sub-Saharan Africa.
We’re not saying that climate change affects only black people. However, it is communities in the global south that bear the brunt of the consequences of climate change, whether physical – floods, desertification, increased water scarcity and tornadoes – or political: conflict and racist borders. While a tiny elite can fly to and from London City airport, sometimes as a daily commute, this year alone 3,176 migrants have died or gone missing in the Mediterranean, trying to reach safety on the shores of Europe.
Got all that? Climate change causes racist borders.
We are coming under fire for the fact that the protesters on the runway today were all white. That is not an accident.
True enough. The SWP (for it is they) can’t be fussing with their lineup of professional protesters every time there’s a black theme month.
The Guardian, 16th August:
Corbyn joins seatless commuters on floor for three-hour train journey
Labour leader is filmed during trip from London to Newcastle, on his way to meet Owen Smith for leadership hustings
Later, Corbyn said: “Is it fair that I should upgrade my ticket whilst others who might not be able to afford such a luxury should have to sit on the floor? It’s their money I would be spending after all.”
The Guardian, 23rd August:
Virgin Trains disputes Jeremy Corbyn claim over lack of seats
Film of Labour leader sitting on floor of ‘ram-packed’ train countered by CCTV footage of him walking past empty seats
Guido Fawkes’ blog, 23rd August:
Owen Smith tweets a nice kick to a man when he is on the floor (unnecessarily):
“My campaign remains on track. Proud to be genuinely standing up for ordinary people.”
What those who instinctively reach for more state regulation of companies such as Uber assume is that a few laws and rules can “perfect” perceived failures of markets without unintended consequences. In other words, they assume markets are “imperfect” but “perfectable”. They judge markets by anecdotal failings and interventions to correct them by intentions.
Those of us who believe that markets tend to work well have more humility about our judgement. We recognise that achieving a perfect market by design is impossible. In life, things go wrong. What we think examples such as the above show is that markets work better than government regulators in developing innovations and institutions for dealing with problems, because that is in fact part of the service customers want. And the best bit? Over time, these new innovations, by enhancing competition, raise the game of everyone else too.
– Ryan Bourne
People vote for socialist policies. Time goes by. Things get worse. Time goes by. People vote out the socialist policies. Time goes by. Things get better. Time goes by. People forget what it was like before. Time goes by. People vote for socialist policies. The fundamental things apply…
Here’s why renationalisation won’t make the trains run on time
When Owen Smith was asked at his Labour leadership launch about his stance on railways, he replied, “I would re-nationalise our railways tomorrow.” Needless to say, this went down well. In August last year, a YouGov poll found that 58% of the British public support renationalising the railways compared to just 17% who oppose it. The irony will not be lost on followers of the Labour party who may remember that renationalisation of the railways was Corbyn’s first official policy as Labour leader. Recently, Corbyn has thrust this issue back into the spotlight, jumping on the recent troubles of Southern Rail.
To set the scene, until 1994, the railway network in the UK was operated by the Government-controlled and owned British Rail. The Railways Act 1993 started the break-up of British Rail and the privatisation process concluded in 1997. The operation of passenger services is now contracted out under a system of franchising.
If tunnel building were an Olympic support, I suspect that Switzerland would bestride the top step of the podium and its virtually unknown national anthem would blare out to the cheering crowd, thrilled by the culmination of a 20-year slog of building the Gotthard base tunnel, the world’s longest rail tunnel, which opens today, co-incidentally the anniversary of a British naval triumph against the French, the Glorious First of June (with those rebellious colonists being involved tangentially).
This twin-bore tunnel opened on time and within budget, and it runs level and almost straight through the varying geology of 35 miles of Swiss mountain, a fantastic achievement, but with sadly 9 deaths, but that seems very low over 20 years and 35 miles. If it can be traversed, per reports, in 17 minutes, that’s an average speed of over 120mph. The idea is to get lorries crossing the Alps through Switzerland off the Swiss roads. Switzerland is, of course, (along with Liechtenstein) surrounded by the European Union but outside it.
And meanwhile, as the Swiss literally give geology both barrels, in England, we have our glorious Channel Tunnel and the Channel Ports (as the Sage of Kettering relayed to me once ‘The problem with the Channel Tunnel is that it has a government at both ends.‘). Well, today a House of Commons committee has come up with a rather skeptical report about a new plan to cope with cross-Channel traffic. For those who do not drive in the South-East of England, there is a standing plan in place to cope with the vagaries of the joys of free movement of goods in the glorious European Union whenever the Channel Tunnel runs into a problem (e.g. when the French start horsing around, burning sheep etc.), called ‘Operation Stack’, where the Kent police close an entire motorway, the M20, and park lorries bound for the Continent on it pending the cessation of hostilities, typically a period of 5 days of so, when a major motorway becomes a lorry park, and to Hell with the locals.
part of the M20 was used 32 times last summer by queuing lorries – a process known as Operation Stack.
The British answer to this problem is, of course, to shell Calais and demand its return to English control (er, no), it is to build a 65 hectare lorry park at a cost of £250,000,000. This would be as big as Disneyland (the one in California) and bigger than the Vatican (a mere 44 hectares) and with the added bonus of no Pope. It will allow 4,000 lorries to be parked whilst the benighted lorry drivers await the restoration of normality. One might ask why each lorry space would cost £62,500 (c.$90,000 US)?
Do we see here cultural differences between the UK and Switzerland? The acceptance of failure and its normalisation, a tendency towards inflated cost and an attitude of weary resignation, against a positive can-do attitude that bulldozes through problems.
So why can’t we be like Switzerland?
Postscript: Eric’s comment indicates that the Swiss may not have been above a bit of creative accounting in completing the tunnel on time and in budget, for which I am grateful, I may have been misled by the BBC (which in Cyrillic was the acronym for the Soviet Army Airborne Forces, what a co-incidence).