tion, not of geometrical planes, as the old railroad magnate knew when he threatened to make grass grow in the streets of a city that had offended him. If I am motoring and ask how far it is to my destination, I curse as an unmitigated booby the man who tells me it is three miles, and does not mention a six mile detour. It does me no good to be told that it is three miles if you walk. I might as well be told it is one mile as the crow flies. I do not fly like a crow, and I am not walking either. I must know that it is nine miles for a motor car, and also, if that is the case, that six of them are ruts and puddles. I call the pedestrian a nuisance who tells me it is three miles and think evil of the aviator who told me it was one mile. Both of them are talking about the space they have to cover, not the space I must cover.
In the drawing of boundary lines absurd complications have arisen through failure to conceive the practical geography of a region. Under some general formula like self-determination statesmen have at various times drawn lines on maps, which, when surveyed on the spot, ran through the middle of a factory, down the center of a village street, diagonally across the nave of a church, or between the kitchen and bedroom of a peasant's cottage. There have been frontiers in a grazing country which separated pasture from water, pasture from market, and in an industrial country, railheads from railroad. On the colored ethnic map the line was ethnically just, that is to say, just in the world of that ethnic map.
