Published on 27 Nov 2016
Although it is 2016, and most mills closed in the 80’s, there are still many items still preserved in and around the Pittsburgh area. Here is just a small sampling.
April 20, 2017
March 22, 2017
Published on 21 Mar 2017
Without trains, the modern armies of World War 1 were not able to move their troops en masse. Without trains, the soldiers at the front didn’t have food or ammunition and without trains, the soldiers wouldn’t make it to the nearest hospital. Trains were the backbone of the new, industrialised war of the 20th century.
March 8, 2017
Published on 19 Jul 2013
James May looks at why trains can’t go uphill
February 19, 2017
Published on 18 Feb 2017
It’s time for another episode of Out Of The Ether – Indy reads the best and most insightful comments of recent weeks. This week we talk about French railway guns and the physical and mental requirements of World War 1 pilots.
February 17, 2017
David Warren remembers when the government tampered with the free market to “save an industry” in Kingston:
Once upon a time, many years ago, I scrapped into one of these “no-brainer” political deals. The remains of the locomotive manufacturing business in Kingston, Ontario — whose century-old products I had glimpsed, still on the rails in India — were now on the block. A monster German corporation was offering to buy them, for the very purpose of competing, in Canada, with a (hugely subsidized, monopolist) Canadian corporation. The government stepped in, to “save” a Canadian industry, retroactively change the ground rules, and kick in more subsidies so that the Canadian monopolists, based in Montreal, could take over instead. This was accompanied by nationalist rhetoric, and Kingston was thrilled. Critics like me were unofficially deflected with bigoted anti-German blather held over from the last World War.
But I knew exactly what was going to happen. The local works, which would have been expanded by the foreign owner, were soon closed by the new Canadian owner, after studies had been commissioned to “prove” it was uneconomic. The latter’s last possible domestic competitor was thus snuffed out. The locals, whose lives had been for generations part of a proud Kingston enterprise, had been suckered. The politicians had told them it was little Canada versus big Germany. In reality, it was pretty little Kingston versus big ugly Montreal.
That is how the world works, with politics, so that whenever I hear of a big new national no-brainer scheme, my first thought is, which innocents are getting mooshed today?
Published on 9 Feb 2015
In the run up to the 100 yr anniversary of the end of the First World War Michael Portillo travels across France and Belgium to find out the history of raiways of the past and present….
February 16, 2017
Published on 14 Feb 2017
BBC News report on 60163 Tornado’s run on the Settle to Carlisle line this morning, the first Steam Loco to do the service run in nearly 50 years.
H/T to Jim Guthrie for the link.
January 21, 2017
[In] 1815, George Stephenson, a humble, self-taught engine-wright with an impenetrable Geordie accent (to which he probably gave the name), put together all the key inventions that — at last — made steam locomotion practicable: the smooth wheels, counter-intuitively less likely to slip if heavily laden; the steam-blast into the chimney to accelerate the draught over the coals; the vertical cylinders connecting directly with the wheels; the connecting rods between the wheels. A year later came his redesign of rails themselves, then later his multi-tubular boiler.
As his biographer, Samuel Smiles, put it:
“Thus, in the year 1815, Mr Stephenson, by dint of patient and persevering labour … had succeeded in manufacturing an engine which … as a mechanical contrivance, contained the germ of all that has since been effected. It may in fact be regarded as the type of the present locomotive engine.”
Suddenly the movement of goods and people fast and cheaply over long distances became possible for the first time.
Not content with that, in 1815 Stephenson also invented the miner’s safety lamp (though snobbish London grandees, unable to conceive that such a humble man could have done so, gave and have continued to this day to give the credit to Sir Humphry Davy). The year of Waterloo was an annus mirabilis of the industrial revolution, putting Britain on course to dominate and transform the world, whether we beat Boney or not. Steam, followed by its offspring internal combustion and electricity, would catapult humankind into prosperity.
Incidentally, there is a tenuous connection between Napoleon and Stephenson. If Bonaparte’s conquests and the corn laws had not driven up the price of corn, then horse feed would have been cheaper and the coal owners who employed Stephenson would not have risked so much money in letting him build a machine to try to find a less expensive way to pull wagons of coals from the pithead in Killingworth to the staithes on the Tyne.
Matt Ridley, “Waterloo or railways”, Matt Ridley Online, 2015-06-18.
January 7, 2017
Published on 28 Dec 2016
James May is back in his shed, reassembling a Hornby (or is it) train set
December 13, 2016
The two big Canadian railway corporations have taken full advantage of the weak internal financial controls at Metrolinx:
For much of the past two decades Canadian National Railway Co. has been credited with revolutionizing the North American railroad industry.
The company’s former chief executive E. Hunter Harrison’s theory of “precision railroading” — a data-driven focus on charging customers a premium for superior on-time performance — made him an industry icon and his shareholders very happy.
But in railroading, as in life, how you get there matters.
Acting on a tip, the Southern Investigative Reporting Foundation began investigating Canadian National in the fall of 2014. Here’s what our reporting uncovered:
- For over 15 years Canadian National earned hundreds of millions of dollars in profit by marking up rail construction costs up more than 900 percent to a public-sector client.
- Canadian National regularly engaged in questionable business practices like charging internal capital maintenance and expansion projects to the same taxpayer-funded client and billing millions of dollars for work that was never done.
- A just-released auditor general investigation suggested a series of reforms that will reduce these profits.
- For years, train yard personnel, under intense pressure from management, have intentionally misreported on-time performance, helping it boost revenues by hundreds of millions of dollars.
Long before the Ontario auditor general’s office began its investigation, Canadian National was using Metrolinx as an automated teller machine, albeit one with no deposits required. Over 15 years executive teams have come and gone at Canadian National but the one constant has been the river of profit that its Toronto construction unit has been able to reliably wring from Metrolinx.
Determining how much Canadian National has billed Metrolinx over the past two decades is difficult but since 2010, adding up four separate land sales, the Lakeshore West construction discussed below and ongoing maintenance contracts it’s at least $1.1 billion, the majority of which likely went straight to operating income. In other words, Metrolinx’s long-running failure to properly scrutinize Canadian National emboldened it to charge prices so high that many of the construction and maintenance contracts amounted to almost pure profit.
The most audacious episode occurred from 2004 to 2008 when Canadian National’s construction managers developed a billing scheme that reaped hundreds of millions of dollars in profits and benefits by wildly inflating the cost of construction, according to documents obtained by the Southern Investigative Reporting Foundation and attached to ongoing litigation.
The project involved a track expansion project that Canadian National performed for Metrolinx’s Lakeshore West line, on a route that stretched about 40 miles from Hamilton, Ontario, to Toronto’s Union Station. The work was completed in 2012.
Windfall profits and bonus payouts weren’t the half of it. In numerous instances Canadian National billed Metrolinx for work that Canadian National did for its own capital maintenance and expansion projects, saving itself many millions of dollars in expenses.
From 2004 to 2008, Canadian National did track construction work for Metrolinx on a 4.5-mile stretch between the Burlington and Hamilton stations, referred to by Canadian National as Lakeshore West/West. On a separate stretch of the same track in late 2009, crews began adding track to the 9.1-mile stretch from the Port Credit station to Kerr Street, or the Lakeshore West/East line. (The Ontario auditor general’s annual report discussed an unnamed 9-mile track extension that cost $95 million to construct “on the Lakeshore West corridor” but did not identify the project’s location or its date of completion.)
The Lakeshore West/West project’s cost is unclear.
Based on this email, Metrolinx had originally approved a construction price tag of $45 million, but in short order the project’s chief engineer Daryl Barnett, in a bid to reduce costs, noted the price tag had quickly ballooned past $70 million. Metrolinx’s spokeswoman Aikins did not answer repeated questions on the matter but the Southern Investigative Reporting Foundation obtained an April 2015 internal audit Metrolinx conducted at the auditor general’s request that put the final tab for Canadian National’s 2004 to 2008 work on that stretch at “over $200 million.”
August 21, 2016
Published on 16 Aug 2016
Trains, well, just aren’t that great in America. Here’s why.
July 1, 2016
Virginia Postrel says the state’s high speed rail boondoggle may finally run out of chances:
California’s high-speed rail project increasingly looks like an expensive social science experiment to test just how long interest groups can keep money flowing to a doomed endeavor before elected officials finally decide to cancel it. What combination of sweet-sounding scenarios, streamlined mockups, ever-changing and mind-numbing technical detail, and audacious spin will keep the dream alive?
Sold to the public in 2008 as a visionary plan to whisk riders along at 220 miles an hour, making the trip from San Francisco to Los Angeles in a little over two and a half hours, the project promised to attract most of the necessary billions from private investors, to operate without ongoing subsidies and to charge fares low enough to make it competitive with cheap flights. With those assurances, 53.7 percent of voters said yes to a $9.95 billion bond referendum to get the project started. But the assurances were at best wishful thinking, at worst an elaborate con.
The total construction cost estimate has now more than doubled to $68 billion from the original $33 billion, despite trims in the routes planned. The first, easiest-to-build, segment of the system — the “train to nowhere” through a relatively empty stretch of the Central Valley — is running at least four years behind schedule and still hasn’t acquired all the needed land. Predicted ticket prices to travel from LA to the Bay have shot from $50 to more than $80. State funding is running short. Last month’s cap-and-trade auction for greenhouse gases, expected to provide $150 million for the train, yielded a mere $2.5 million. And no investors are lining up to fill the $43 billion construction-budget gap.
May 13, 2016
The US rail system, unlike nearly every other system in the world, was built (mostly) by private individuals with private capital. It is operated privately, and runs without taxpayer subsidies. And, it is by far the greatest rail system in the world. It has by far the cheapest rates in the world (1/2 of China’s, 1/8 of Germany’s). But here is the real key: it is almost all freight.
As a percentage, far more freight moves in the US by rail (vs. truck) than almost any other country in the world. Europe and Japan are not even close. Specifically, about 40% of US freight moves by rail, vs. just 10% or so in Europe and less than 5% in Japan. As a result, far more of European and Japanese freight jams up the highways in trucks than in the United States. For example, the percentage of freight that hits the roads in Japan is nearly double that of the US.
You see, passenger rail is sexy and pretty and visible. You can build grand stations and entertain visiting dignitaries on your high-speed trains. This is why statist governments have invested so much in passenger rail — not to be more efficient, but to awe their citizens and foreign observers.
But there is little efficiency improvement in moving passengers by rail vs. other modes. Most of the energy consumed goes into hauling not the passengers themselves, but the weight of increasingly plush rail cars. Trains have to be really, really full all the time to make for a net energy savings for high-speed rail vs. cars or even planes, and they seldom are full. I had a lovely trip on the high speed rail last summer between London and Paris and back through the Chunnel — especially nice because my son and I had the rail car entirely to ourselves both ways.
The real rail efficiency comes from moving freight. As compared to passenger rail, more of the total energy budget is used moving the actual freight rather than the cars themselves. Freight is far more efficient to move by rail than by road, but only the US moves a substantial amount of its freight by rail. One reason for this is that freight and high-speed passenger traffic have a variety of problems sharing the same rails, so systems that are optimized for one tend to struggle serving the other.
Freight is boring and un-sexy. Its not a government function in the US. So intellectuals tend to ignore it, even though it is the far more important, from an energy and environmental standpoint, portion of transport to put on the rails.
March 1, 2016
This is a sign of growing maturity on the part of the United States. Many of these super-tall building projects make little economic sense, but are completed to validate the prestige of emerging nations, like teenage boys comparing penis sizes. Grown men are beyond that behavior, just as are grown-up nations. I discussed this in the context of rail a while back at Forbes. In that case, it seems everyone thinks the US is behind in rail, because it does not have sexy bullet trains. But in fact we have a far more developed freight network than any other country, and shift of transport to rail makes a much larger positive economic and environmental impact for cargo than for rail. It comes down to what you care about — prestige or actual performance. Again choosing performance over prestige is a sign of maturity.**
The US had a phase just like China’s, when we were emerging as a world economic and political power, and had a first generation of successful business pioneers who were unsure how to put their stamp on the world. So they competed at building tall buildings. Many of the tallest were not even private efforts. The Empire State Building was a crony enterprise from start to finish, and ended up sitting empty for years. The World Trade Center project (WTC) was a complete government boondoggle, built by a public agency at the behest of the Rockefeller family, who wanted to protect its investments in lower Manhattan. That building also sat nearly empty for years. By the way, the Ken Burns New York documentary series added a special extra episode at the end after 9/11 on the history of the WTC and really digs in to the awful crony and bureaucratic history of that project. Though Burns likely did not think of it that way, it could as easily be a documentary of public choice theory. His coverage earlier in that series of Robert Moses (featuring a lot of Robert Caro) is also excellent.
** I have always wondered if you could take this model further, and predict that once-great nations in decline (at least in decline relative to their earlier position) might not re-engage with such prestige projects, much like an aging male seeking out the young second wife and buying a Porche.
Warren Meyer, “This is a GOOD Sign for the United States”, Coyote Blog, 2015-01-15.
February 26, 2016
CBC News reports on a possible re-introduction of RDC service between London and Sarnia:
Dozens of additional passenger train runs should be operating in southern Ontario later this year as Via Rail Canada continues its push to increase the frequency of trips in and out of London, Ont.
Proponents of increased passenger rail service got a glimpse of the company’s expansion plans when Via tested a couple rebuilt diesel cars near Chatham.
Testing out the diesel cars sends a signal of Via’s progress, according to Terry Johnson, president of the Southwestern Ontario Transportation Alliance.
The alliance has been advocating for increased passenger service for years.
“What we hear when we talk to people about what they would like to see done to make passenger service more attractive to use, frequency is a big factor,” Johnson told CBC News.
Via Rail confirmed its plan to add dozens of trips in the region, including four extra round trips between Sarnia and London and several others trips out of Windsor.
More details from the VIA Rail website:
The RDC fleet is being improved to ensure reliable service and upgrade interior comfort.
Structural upgrades include engine, transmission, heating, ventilation and air conditioning (HVAC) systems and refrigeration system replacements. Our goal is to achieve substantial fuel savings, while extending the life of our trains with new parts.
The trains will also feature fully-rebuilt diesel engines that meet Euro II emission standards and fully-rebuilt air brakes. There will be new cabs at one end of each RDC with new operator controls, and new LED lighting. A new camera system will record the operator’s track view from the cab, enhancing safety and minimizing wait time if a delay-causing incident occurs, allowing VIA to deliver passengers as quickly as possible.
New wheelchair lifts are now available on either side of the cars, allowing passengers to embark or unload at any station, regardless of which side the track is on.
In addition, we’ll be adding a modern touch to interiors with features designed for passenger comfort, including improved accessibility for passengers with special mobility needs. RDC train seats will be treated to new foam and reupholstered in bright new fabrics. As well the cars will feature new toilets with environmentally-friendly retention systems in redesigned, accessible washrooms.
Earlier this week, Hunter Holmes caught a pair of RDC units being test-run on the Chatham subdivision:
Published on 21 Feb 2016
Filmed: February 20, 2016
Chatham Ontario, Canada
On February 20, 2016 two VIA Rail RDC’s were brought to Chatham Ontario to test crossing response to the units and provide a feasibility study of future operations. The units are rare enough being two of only a handful of RDC’s still in revenue service anywhere they are also far from home. Hopefully we see more of these units in the future.