Vietnam imposes new blogging restrictions


The rules ban any posts that undermine national security, incite violence or crime, disclose state secrets, or include inaccurate information that could damage the reputation of individuals and organizations, according to a copy of the regulations obtained Wednesday by The Associated Press.

The rules, which were approved Dec. 18, attempt to rein in Vietnam’s booming blogosphere. It has become an alternative source of news for many in the communist country, where the media is state-controlled.

The new rules require Internet companies that provide blogging platforms to report to the government every six months and provide information about bloggers on request.

The companies are also required to prevent and remove content the government deems harmful.

Can the US economy afford a Keynesian stimulus?

Willem Buiter:

Economic policy is based on a collection of half-truths. The nature of these half-truths changes occasionally. Economics as a scholarly discipline consists in the periodic rediscovery and refinement of old half-truths. Little progress has been made in the past century or so towards understanding how economic policy, rules, legislation and regulation influence economic fluctuations, financial stability, growth, poverty or inequality. We know that a few extreme approaches that have been tried yield lousy results – central planning, self-regulating financial markets – but we don’t know much that is constructive beyond that.

The main uses of economics as a scholarly discipline are therefore negative or destructive – pointing out that certain things don’t make sense and won’t deliver the promised results. This blog post falls into that category.

Much bad policy advice derives from a misunderstanding of the short-run and long-run impacts of events and policies. Too often for comfort I hear variations on the following statements: “The long run is just a sequence of short runs, so if we make sure things always make sense in the short run, the long run will take care of itself.” This fallacy, which I shall, unfairly, label the Keynesian fallacy, compounds three errors.

Via Yves Smith.

Samuel Huntington Obituary

The Economist:

IN THE early 1990s America’s opinion-makers competed to outdo each other in triumphalism. Economists argued that the “Washington consensus” would spread peace and prosperity around the world. Politicians debated whether the “peace dividend” should be used to create universal health care or be allowed to fructify in the pockets of the people or quite possibly both. Francis Fukuyama took the optimists’ garland by declaring, in 1992, “the end of history” and the universal triumph of Western liberalism.

Samuel Huntington thought that all this was bunk. In “The Clash of Civilisations?” he presented a darker view. He argued that the old ideological divisions of the Cold War would be replaced not by universal harmony but by even older cultural divisions. The world was deeply divided between different civilisations. And far from being drawn together by globalisation, these different cultures were being drawn into conflict.

Huntington added another barb to his argument by suggesting that Western civilisation was in relative decline: the American power-mongers who thought that they were the architects of a new world order were more likely to find themselves the victims of cultural forces that they did not even know existed. The future was being forged in the mosques of Tehran and the planning commissions of Beijing rather than the cafés of Harvard Square. His original 1993 article, in Foreign Affairs, was translated into 26 languages and expanded into a best-selling book.

Flight at 100; The Next 100 Years

Flight Global:

Flight’s first editor Stanley Spooner had little trouble deciding what story would be the lead in our inaugural issue 100 years ago – “A Second Englishman Flies” was our first headline. But back in those pioneering early days, what would Spooner have predicted for the top aerospace story a century later?
Even the most enthusiastic aeronauts and aviators in 1909 would have struggled to believe the way in which powered flight would evolve during the magazine’s first 100 years: that the aeroplane would be “going to war” within five years that passengers would be travelling in shirtsleeve comfort across the Atlantic at twice the speed of sound within 70 years or that within 80 years a winged spaceplane would be regularly blasting into orbit and returning to earth as a glider.

Predicting what lies in store over the next 100 years of aviation is just as challenging. The framework for the near term (the next 20 or 30 years) is already in place, with new airliner programmes such as the Airbus A350, A380 and Boeing 787 and military aircraft like the Lockheed Martin F-22, F-35A Joint Strike Fighter and Eurofighter Typhoon set to be with us well into the first half of the century. But surely some of the exciting new technology currently in the minds of the industry’s boffins will lead to more imaginative creations appearing in the longer term?

There are some fundamental questions that must be answered when examining likely scenarios 50 to 100 years from now: how much oil will be left and how much will it cost? Will the green lobby – and any increasing evidence of serious climate change – have forced the way we travel by air to have to be reinvented? How will the threats to world security/peace influence military aircraft design? And how much of the space exploration dream will have become a reality?