Category: Regulation

Navigating AI

In my travels, I’ve seen derelict towns. The reason they were built has passed into history. A frantic fever swept through an area like an unstoppable storm. It might have been precious metals that excited the original residents. Gold rushes feed the desire to get rich quick. It doesn’t take the greatest minds in the world to figure out why gold fever will always have an appeal. The onrush of people joining the throng keeps going until opportunities have collapsed.

Breakthrough technologies, or their potential, can be just like a gold rush. There’s no doubt that 2025 will be a year of such phenomena. Top of the list is Artificial Intelligence AI[1]. If you want to be a dedicated follower of fashion[2], then AI is the way to go. Thank you, The Kinks. Your lyrics are as apt now as they were in the 1960s.

Predications range from the best thing since sliced bread to the end of humanity. Somewhere along that line is realism. Trouble is that no one really likes realism. It can be somewhat dull.

I’ve always viewed advancing technologies as a two-edged sword. On the one hand there are incredible benefits to be reaped. On the other, costs can be relatively unpredictable and devastating. I say “relatively unpredictable” as there’s always the advantage of knowledge with hindsight. Lots of commentators love to practice that one.

In desperation to gain the economic benefits of AI the current utterances of the UK Government may seem a little unwise[3]. Certainly, there’s nothing wrong with wishing to build a significant domestic capacity in this area of technology. What’s concerning is to always talk of legislation and regulation as a burden. Particularly when such language comes from lawmakers.

The compulsion to free-up opportunity for a western style gold rush like scenario has a downside. That is all too evident in the historic records. Ministers in this new Labour Government remind me of Mr. Gove’s past mantra – we’ve had enough of experts. Rational dialogue gets sidelined.

Even now we have seen generative search engines produce summaries of complex information sources that are riddled with holes. This experience reminds me of past work cleaning up aviation accident databases. Removing all those 2-engined Boeing 747s and airport IDs with one letter transposed. Data by its nature isn’t always correct. The old saying, to err is human, is always applicable.

The concerning aspect of AI output is its believability. If error rates are very low, then we stop questioning results. It gets taken for granted that an answer to a question will be good and true. There we have a potential problem. What next. AI to check AI? Machines to check machines? There lies a deep rabbit hole.

[1] https://www.technologyreview.com/2025/01/08/1109188/whats-next-for-ai-in-2025/

[2] https://youtu.be/stMf0S3xth0

[3] https://www.theguardian.com/technology/2025/jan/11/uk-can-be-ai-sweet-spot-starmers-tech-minister-on-regulation-musk-and-free-speech

SONAR in Ocean Wreckage Recovery

Finding aircraft wreckage in the deep ocean is possible. However, it requires a degree of good fortune. Most of all, it requires the searcher to look in the right places. Lots of other factors come into play, particularly if the ocean floor is uneven or mountainous.

The primary tool for imaging the ocean floor is SONAR. That’s using the propagation of sound in water. SONAR can be of two types. One is called “passive” and the other called “active”.

The first case is like using a microphone to listen to what’s going on around. Of course, the device used is named appropriately: a hydrophone. It’s a device tuned to work in water and not air. Afterall, sound travels much faster in a liquid than it does in air.

Passive SONAR depends on the object of interest making a noise. Just like we have directional microphones so we can have directional hydrophones.

Passive SONAR is only useful if the aircraft wreckage is making a noise. Since in the case of Flight MH370, the battery powered underwater location beacons attached to the accident flight recorders have long since stopped working this kind of SONAR isn’t going to be much use.

Active SONAR is analogous to RADAR. That is where a pulse of high frequency sound is sent out through a body of water. Then sensitive hydrophones pick up a reflection of that pulse. It is detected and all sorts of miraculous digital signal processing is done with the acoustic signal, and an image is then formed. From that displayed image the human eye or sophisticated algorithms can make sense of what they are looking at on the sea floor.

Active SONAR can give both range and bearing (direction). Timing the sound pluses from their transmission to reception can give a way of calculating range. Or distance from the object providing a reflection. Bats know how to do this as they navigate the dark.

In sea water, there are complications. Sound does not always travel in a straight line in sea water. The speed of sound in water depends on salinity, temperature and pressure. All three of these factors can be measured and compensated for in the SONAR signal processing that I mentioned above. Helpfully at ocean depths beyond a kilometre the calculations become easier.

The average depth of the Indian Ocean is over 3 kilometres. It’s mountainous underwater too. So, what are the chances of finding flight MH370 on the ocean floor after 10-years[1]? This prospect goes back to my earlier comment. It requires the searcher to look in the right places.

Just imagine encountering the Grand Canyon for the first time. It’s nighttime. An important object is lost in the canyon. You only have the vaguest theories as to where the object has come to rest. With a handheld touch you go out to search. What are the chances of finding the object?

There are several factors that are in your favour. One, you know what the object might look like or, at least, in part. Two, the easy search locations (flat/smooth) may be covered relatively quickly. Three, certain areas of the rocky canyon have already been searched. Still the odds are against finding the lost object without a high degree of good fortune. 

I wish the new planned searchers much good future[2].

NOTE 1: one of my student apprentice projects was to design and build a Sing-Around Velocimeter for use in relatively shallow sea water[3]. It worked but was cumbersome in comparison with the simple throw away devices used for temperature depth profiling.

NOTE 2: To get down to the ocean depths required it’s a side-scan sonar that may be used. This active sonar system consists of a towed transducer array that can be set to work at different depths. Imaging objects on the seafloor and underwater terrain is done as a towed array moves slowly forward through the water. The scanning part is the acoustic beam sweeps left and right. Each scan builds up part of an image.

In operation, as the frequency of the sound in water goes up so does the resolution of a potential image but, at the same time, the range of the sonar system goes down. Thus, a sonar system used for surveying may have low and high frequency settings. Unlike sound in air, here high frequency means above 500kHz.

NOTE 3: What will an aircraft accident recorder look like after a decade in the deep ocean? It might have survived well given the nature of the dark cold pressured environment. This picture is of an accident recorder recovered from relatively shallow sea water (Swiss Air Flight 111).

POST: Nice view of what SONAR can do, at least in shallow water Bristol Beaufort wreckage found

[1] https://www.cbsnews.com/news/mh370-plane-malaysia-new-search/

[2] https://www.bbc.co.uk/news/articles/cewxnwe5d11o

[3] https://apps.dtic.mil/sti/tr/pdf/AD0805095.pdf

Risks of Pruning Government

Everybody likes a good analogy. I don’t know if this one qualifies. We communicate by saying this thing is like this other thing. The first one being easier to understand than the one second. It’s a basic part of storytelling.

Who understands how government and its institutions grow? I’ve no doubt there are huge textbooks full of detailed analysis and complicated theories. Sitting on dusty library shelves. Written by knowledgeable and venerable academics.

I’m coming from a background that’s more practical. One of having mixed with and worked in bureaucratic structures built to serve a public good. Bureaucracies that have both traditional administrative and technical elements.

Here goes. Government, or rather the administrations, institutions and services are like a large oak tree. It’s kind of human pyramid in the sense that there’s a top and bottom. An upside-down tree minus the roots.

Oak trees are long lived. They have branches that are substantial so that they can carry a heavy load and suffer the battering of the wind and rain. Out on the furthest limbs they are young, spindly and vulnerable.

Today’s media is full of stories of what might come. There’s a new year in prospect. Across the Atlantic a new President is about to take-up office. Speculation is rife. One part of that speculation concerns the future of the large administration that is the federal state.

The Presidents favourite billionaire has ideas to take a chainsaw to the tree of administration. Generally speaking, a chainsaw isn’t the best tool for the job, but it certainly is scary. Maybe that’s the point. Keeping a huge, embedded administration on its toes.

My point, and I have one, which is more than I can say for Rory Stewart, a former minister, talking on the BBC this morning. My point is that pruning a tree requires the pruner to be competent. That’s having the attitude, skill and experience needed to make a good job of it.

Lopping off limbs of a working administration with the sole aim of saving money isn’t such a sound idea. Each branch has a purpose. It’s as well to have a comprehensive understanding of what that purpose is before the pruning starts. From that understanding can come a sound reason to prune.

Ideally, pruning should be good for the tree and good for everyone who depends upon it. Weak branches that suck-up energy even though their days are numbered should become firewood. Fledgling young branches that are heading out to explore new territory may need encouragement and support.

So, it is with government. There’s a lot of truth in Parkinson’s Law[1]. He knew a thing or two about bureaucracies. The clever bit is finding out where this phenomenon has taken off. Where the tree has grown way out of balance.

Will Musk be competent in pruning? Who knows. One thing is for sure. The potential for loping off a branch that is vital to health, wealth and happiness is all too real. Let’s watch and see.

[1] the law – “Work expands to fill the available time”

MH370 and MH17: A Decade On

The unthinkable happened in 2014. One major international airline suffered two catastrophic accidents. These tragic events ran contrary to all the trends in historic aircraft accident data.

In March, flight MH370 disappeared. In July, flight MH17 was shot down. In both cases there were no survivors from these international flights. This remains an unprecedented situation. It is a sobering consideration that such dreadful events were possible in a mature international framework of civil aircraft operations and regulation.

A decade on the pain of those who lost friends, family and colleagues in these tragedies is not diminished. Aviation should not lessen its attention to discovering more about what happened and putting measure in place to prevent reoccurrence of these events.

These two aviation catastrophes are different in respect of causal factors. One remains a mystery but, from what is known, has the hallmarks of an operational accident. The other is undoubtably an aggressive malicious act. Failings in the two elements of aviation safety and security, often viewed separately, are both capable of catastrophic outcomes.

Malaysia Airlines was a State-owned airline in the traditional model. There’s no reason to suppose that the airline harboured deficiencies that led directly to the two fatal accidents. In hindsight, the question is often asked: could both accidents have been avoided?

The extensive underwater search for MH370, in the southern Indian Ocean, resulted in no findings. However, floating debris from the fateful Boeing 777-200ER was discovered. Unlike what happened with Air France Flight 447 were the installed accident flight recorders were recovered from the deep ocean, there has been no such good fortune in respect of MH370.

Accident flight recorders are one of the primary tools for accident investigators. Installed recorders are built and tested to withstand extreme conditions. The reasonable assumption being that they will be found with any aircraft wreckage. The accident of MH370, is one where a deployable recorder may have been beneficial. That is one that ejects from an aircraft when it is subject to the high impact of the sea surface and then floats, possibly away from an accident site. There is a good case to be made for installing both deployable and installed recorders[1]. Particularly a case for long-range international overwater aircraft operations.

The facts surrounding the criminal act of shooting down of flight MH17 are well established. Sadly, in a troubled world it is impossible to say that such malicious acts will never occur again. What is to be done? Avoidance is by far the optimal approach. Commercial flying over warzones, where heavy weapons are known to be used, is extremely foolish. Now, it is good that much more flight planning attention is paid to understanding where conflict zones exist[2].

NOTE 1: On 07 March 2014 at 1642 UTC1 [0042 MYT, 08 March 2014], a Malaysia Airlines (MAS) Flight MH370, a Beijing-bound international scheduled passenger flight, departed from KL International Airport [KLIA] with a total of 239 persons on board (227 passengers and 12 crew). The aircraft was a Boeing 777-200ER, registered as 9M-MRO.

NOTE 2: On 17 July 2014, at 13:20 (15:20 CET) a Boeing 777-200 with the Malaysia Airlines nationality and registration mark 9M-MRD disappeared to the west of the TAMAK air navigation waypoint in Ukraine. All 298 persons on-bard lost their lives.

[1] https://flightsafety.org/files/DFRS_0.pdf

[2] https://www.easa.europa.eu/en/domains/air-operations/czibs

H2 Aircraft Design

Cards on the table. I’m a believer. Despite the immense technical challenges, Hydrogen is a viable fuel for future large civil aircraft. That said, operational service of such revolutionary aircraft isn’t going to happen in a hurry.

Reading the history, Concorde was an incredible test of the boundaries of what was possible and that was met, but it didn’t come easy. Breaking new ground is never easy. [A common saying that’s maybe open to challenge]. In aviation making step-changes happens every decade. What’s nearly always required is exceptional determination, almost beyond reason, large sums of money and special people.

Control systems – no big deal. Mechanical components – evolution possible. Turning a gaseous fuel into high-levels of propulsive thrust – can be done. Building a one-off technology proving research vehicle. It’s happening. At least for the light and commuter class of aircraft.

None of this is enough. Because the gap between an aircraft that can fly and an aircraft that can be produced in the thousands and go on to make an operational living and build an impressive safety and reliability reputation, that’s still a million miles off.

Today, there’s artist impressions of all sorts of different H2 aircraft configurations. It’s like people painted pictures of Mars with imaginary canals, long before anyone knew what the planet looked like in reality. Innovation starts with ideas and not all of them are sound.

As I expressed in my last article, crashworthiness must be given much consideration when speculating about future designs. It’s not always explicit in aircraft certification, cabin safety being the exception, but studying the history of accidents and incidents is essential. One of the successes of the authorities and industry working together is to take lessons learned seriously.

I remember looking at the pictures of the wreckage of Air France Flight 358, which crashed on landing in Toronto, Canada[1]. The fact that there were no fatalities from that accident is a testament to good operations and good design practices. The Airbus aircraft burned out but there was enough time for passengers and crew to get away.

My thought is what kind of H2 aircraft configurations would permit the same opportunity?

Considering this large aircraft accident, and others like it, then there’s a message as to where fuel tanks might best be placed. There’re some aircraft configurations that would have little hope of providing the opportunity for rapid evacuation of hundreds of people.

So, in my mind, don’t attached large pressurised cryogenic fuel tanks to the underbody structure of an aircraft fuselage. However robust the design and build of such fuel tanks they would be unlikely to survive as well as the cabin passenger seats, namely 9g[2]. That would not provide a good outcome post-accident.

Maybe, like aircraft engines sitting on pylons off the wings, that too is a good place for fuel tanks.

[1] https://asn.flightsafety.org/asndb/322361

[2] https://www.easa.europa.eu/sites/default/files/dfu/NPA%202013-20.pdf

Challenges of Hydrogen Fuel in Civil Aviation

This week has been a Hydrogen week. It’s great to learn more of the projects that are out there and the ambitions of those developing systems. Hydrogen is a live subject. Looking at the possible pathways for civil aviation to take there’s a myriad of choices. However, when it comes to the fuel for propulsion there are not so many potentials.

It’s surely the case that at some time in the future the use of fossil fuels to propel us across the skies will no longer be acceptable. Even if I’m talking to climate change sceptics the point must be made that fossil fuels are a limited resource. Not only that but the air quality around airports is a matter of concern.

It’s there in our basic education. Water is H2O. It’s that combination of Hydrogen and Oxygen that is essential to life on Earth. So, if we have a process that provides aircraft propulsion by using Hydrogen it should be a whole lot better for the environment than using Jet A1.

The problem is, and there’s always a problem, to carry enough Hydrogen it will need to be pressurised and in liquid form. That means extremely low temperatures, robust storage containers and extensive leak free plumbing.

Today, we have cars on the road that run on liquefied petroleum gas (LPG). It’s a novelty. It’s less harmful to the environment and can cost less. However, LPG systems need regular servicing. The point of mentioning this pressured gas in a transport system is that it has been integrated into regular everyday usage. That’s knowing that escape of even small quantities of the liquefied gas can give rise to large volumes of gas / air mixture and thus a considerable hazard[1].

Any analogy between the car and the aircraft can be forgotten. That said, one or two of the issues are similar. Yes, what happens when an escaped volume of gas / air mixture is ignited?

What scenarios would bring about conditions whereby a destructive explosion is possible?

Let’s start with the situations where aircraft accidents most often occur. Take-off and landing are those phases of flight. A surprising number of accident scenarios are survivable. The important part being to get an aircraft in trouble on the ground in such a way that an evacuation is possible. That can mean hitting the ground with a great deal of force[2].

Here’s the matter of concern. An aircraft with large cryogenic tanks and associated complex plumbing hits the ground at a force of many “g”. What then happens? Certainly, pressurised liquefied gas would escape. Being a very light gas, the uncontained Hydrogen would rise rapidly. However, trapped amounts of gas / air mixture would remain a hazard. Would that be ignited?

There are a lot of unknowns in my questions. Although there are unknowns, any post impact situation is likely to be very different from a situation with a conventionally fuelled aircraft.

Today’s, burn through requirements ensure that an external fuel fire is held back. Thereby ensuring enough time to evacuate. For a hydrogen aircraft ventilation may be essential to stop build-up of a gas / air mixture inside a fuselage. That means a whole different approach.

[1] https://youtu.be/AG4JwbK3-q0

[2] https://skybrary.aero/accidents-and-incidents/b772-london-heathrow-uk-2008

Societal Change and AI

Societal change is inevitable. It seems hack to analogise with reference to the printing press. Look what happened, an explosion of communication. Dominance of the book for centuries. Expanding literacy. Progressive shaping of society resulting in this era.

We are only where we are because we stand on the shoulders of the giants who went before[1]. Not just the giants. There is massive amount of human contribution that is never accounted. The unseen heroes and the occasionally rediscovered thinkers and doers.

Along the way of history those who battle the battle of glass half full or glass half empty chatter away. We are either in a glorious age or a minute away from Armageddon. Polar ends of our future, both stories have merit. Who has a crystal ball that works?

I’ve been aware of neural-networks and joked about Bayesian Belief Networks for at least two decades. Having been involved in the business of data analysis that’s no surprise. Even so the rapid advance of a multitude of different forms of artificial intelligence (AI) is a surprise.

Talking generally, we have this foolish mental picture of the world that everything is linear. Progression from one state to another takes proportionate steps forward. It’s a hangover from the analogue world which is where we were until the 1960s/70s.

This fetish for straight lines and normal curves is deeply embedded. It’s odd. Although a lot of rules in nature do have a linear form, one that Sir Isaac Newton would recognise, there’s far more that follows other rules.

In the last few weeks this fetish played out at a global scale. We are all treating climate change as if it’s a water clock. Drip, drip by drip the climate changes. A reaction to a progressive degradation. Yet, environmental reality might have a step change in degradation ahead.

In my view it’s right to try to vision ahead about the path AI technology might take. It’s right to consider more than progressive development and evolutionary change. Information systems have a habit of either falling into disuse or marching on at the pace of Moore’s law[2].

Another example. The math of Fourier transforms has been around a long time. Doing Fast Fourier Transform (FFT) in the 1970s required a couple of chunky cabinet full of power-hungry electronics. For the few, not the many. Today, every smart phone[3] in the world can crunch FFT algorithms. For the many, not the few.

Can we use a simple graphical representation to say where AI is going[4]? Will “intelligence” double every year or two? Well, I suspect that developments will go faster than a doubling. Like Moore’s law these conditions tend to become self-fulfilling. It’s a technological race.

[Why? To a machine there’s no sleep. To a machine there’s 86,400 seconds in a day. Everyone is meaningful and useful. To a complete and successful electronic machine only a tiny fraction of its operating time needs to be spent fixing itself. Or that might be one job left to us.]

POST: The impact of this high speed race makes interesting study U.S. Should Build Capacity to Rapidly Detect and Respond to AI Developments – New Report Identifies Workforce Challenges and Opportunities | National Academies

[1] Sir Isaac Newton, English scientist, “If I have seen further, it is by standing on the shoulders of giants.”

[2] https://www.asml.com/en/technology/all-about-microchips/moores-law

[3] https://www.bbc.co.uk/news/business-38320198

[4] https://www.nature.com/articles/d41586-024-03679-6

Travelling Post-Brexit

Ever since Brexit, I’ve had to have my passport stamped in and out of European countries. It’s like a reversion to the days when I got my first British passport. That was back in the late 70s.  It has a frighteningly youthful picture. Occupation – student.

I’m not so phased by the coming changes to European Union (EU) border controls. Naturally, it’s worth asking if Britian has become a more dangerous nation since the time before Brexit when we enjoyed freedom of movement. It’s a pity we didn’t value that freedom a lot more. It was thrown away far too easily.

Today, the electronic border controls expect us to stare at a camera. A securely held, I hope, database is used to check a list of biometric numbers against my image. I guess that’s a sure-fire way of saying that Mr Blogs is indeed someone who looks very much like Mr Blogs. Facial recognition technology has come a long way.

The next steps in tightening-up controls will be fingerprinting[1]. Not in the manner of Sherlock Holmes, with an ink pad. No, in the digital age an ominous machine will scan our fingers and check its records to see that not only does Mr Blogs look as he should but that he’s got the essential characteristics of Mr Blogs.

Certainly, in this new regime British citizens will not be able to overstay in European countries. Ones travel records will be a lot more quantifiable and precise than stamping a piece of paper. That is assuming such digital border control machines will be relatively error free.

One of the benefits of Brexit is that it will be easier to track the movements of British criminals in and out of the EU. The reciprocal will not be true. It will not be easier for British authorities to track continental European criminals in an out of the UK.

Ah the luxury of being a Third Country. Longer ques. More uncertainty. Less privileges.

What’s more is the introduction of the new EU border control systems will be “phased[2]”. This change will not be one big bang. So, different ports and airports will be doing different things at different times. Now, it doesn’t take a genius to see that confusion is most likely.

Travelling in 2025 is going to be more than the usual adventure.

[1] https://commonslibrary.parliament.uk/the-eu-entry-exit-system-and-eu-travel-authorisation-system/

[2] https://www.independent.co.uk/travel/news-and-advice/eu-biometric-border-fingerprint-entry-delay-b2627645.html

Ethics of Medication

I don’t know about you but the whole idea of medicating people to increase the prosperity of society has a terrible echo of the worst kind of politics. Now, if we change the “p” word to protection of society, a policy of medication might make some reasonable sense. The COVID pandemic taught use that individual freedoms are not absolute. We know that allowing people to spread infection, whenever their personal beliefs, can kill other people. Reckless actions did exposed people to danger. Big name politicians did some dam stupid stuff just because they wanted to side with those who believed irrational, unscientific nonsense.

A UK Labour Health Minister saying that obese people would benefit from a jab so that they can get back to work makes me feel uneasy. It’s one thing to recognise that society has a problem with obesity but it’s entity another for the States to impose medication on specific groups of citizens. Expensive new medication that that.

I know it can be argued that the cost of obesity to the National Health Service (NHS) is high so there’s no zero cost answer. Having hammered down smoking deaths over decades of work it’s now obesity that’s the great societal challenge. The line between personal freedoms and social demands can be a fuzzy one.

The jab in question may have become fashionable as a weight loss aid[1]. That doesn’t justify a UK Minister, with all the power of the State, suggesting that overweight people be put on a regime of injections. And if they say “no” to the regime then be penalised in some vague manner.

It’s known that these new weight loss drugs have side effects. No everyone can take them without consequences. These drugs should only be used under medical supervision. That said, many people do take them without recourse to advice from a doctor.

To the Minister I say, don’t ague about the cost to the economy of obese people. Please ague for helping people to make weight management work for them as individuals. Obese people are not one amorphous mass of idle slobs who sit on the sofa all day. The Daily Mail characterisation of bludgeoning swarms of people burdening society with their indolent ways may chime with populists and the emerging Conservative Party. It’s no way for a Labour Minister to address a live challenge. 

National proposals to give unemployed obese people a jab to get them back to work has a ghastly ring to it. Yes, it’s not saying we (society) should send them down the salt mines but when the economic argument is the top one it does dehumanise the target audience.

Weight loss jabs may continue to have potential befits for many people. Let’s say that we are talking about health benefits, so that individuals can play their role in our society, whatever that role might be. State officials who attempt bring shame on people living with obesity, that’s just plain nasty.

[1] https://www.bbc.co.uk/news/articles/c981044pgvyo

Illusion of Sovereignty

Desperate for something to say because their arguments have been shot down in flames, those who continue to support Brexit raise the subject of sovereignty. It’s as big a red herring as you are likely to find. That said, the notion of complete autonomy does have a resonance with one part of the political class.

One example of reality being different from political rhetoric is one I regularly see. I’m driving more than I have done in a while. Mostly, on the M4, M3 and M25 motorways. In this country some freight goes by rail, but the overwhelming amount of freight goes by road.

A sign of our times has been the construction of massive warehouses close to motorway junctions. Strategic non-motorway routes too. I do mean massive steel sheds. Counting the number of football fields covered by these structures doesn’t help. I’ll bet some of them can been seen from space.

Back to the British roads. 6-wheelers, 8-wheelers, 12-wheelers, big heavy trucks often showing the wear and tear from journeying great distances depend on the motorway system. A constant flow of heavy goods moves day and night.

Looking at the trucks, some have UK registration plates, some have UK registration plates thrown over their original plates. Most drive under the registration plates of a country of origin or wherever their commercial operations are based. Each plate tells a story. LT is Lithuania. PL is Poland. H is Hungary. NL is Netherlands. D is Germany.

So, every day we have tens of thousands of trucks maintained and operated to standards set by the European Union (EU) on our roads. They are left-hand-drive. Their speedometers are in kilometres per hour.

It occurs to me – what does “sovereignty” mean when everyday looks like a day driving?

For sure, no British inspector checks the condition of each one of these trucks on a regular basis. For sure, truck driver’s hours are only occasionally checked. For sure, maintenance records are locked away in a filing cabinet.

In the world of absolute sovereignty none of this should be allowed. In fact, much of the above-described transport operations are continuing as they did before Brexit but with extra paperwork attached. Extra costs.

It’s an observation. It’s easily made when stuck between a couple of heavy goods vehicles on the motorway. Pragmatism may have led to a blind eye being turned to reality. We shouldn’t delude ourselves that Brexit has delivered anything useful in this respect.