I’ve updated my earlier post on the labour dispute at London’s EMC plant now that the current owners have announced the closure of the facility.
February 3, 2012
January 27, 2012
Is VIA Rail an unaffordable luxury?
It hurts me to admit that long-distance passenger rail is an expensive relic of the past, and Canada’s government-owned passenger rail corporation is little more than a drain on the budget. I’m a railway fan: I founded a railway historical society, for crying out loud. I love trains, although I rarely get to use them myself. The freight railway business is doing well and it should continue to do so, as it’s generally much more economical for long-haul bulk cargo than any other option. But unlike in Europe, where population density allows passenger railways to remain a key part of the transportation network, distances and population distribution mean passenger railways can only operate profitably in a few areas (Windsor-Toronto-Montreal-Quebec City, and Boston-New York-Washington, for example).
Lorne Gunter says that recent reports about the federal government looking to sell off some or all of VIA Rail make lots of sense:
Bloomberg reported last week that the federal Tory government is quietly contemplating privatizing some or all of VIA Rail. Good. It’s about time, just as it was about time in 1991 when the Tories under Brian Mulroney thought about selling off VIA, or in 2000 when the Chretien Liberals considered it, or 2003 (Liberals again) or 2009 — the first time the current crop of Tories mulled it over.
It’s easy to imagine that every few years, Transport Canada bureaucrats return to the cabinet drawer marked “Keeping the Minister Preoccupied,” extract the file labelled “Secret Plans to Privatize VIA,” blow off the cobwebs and hand it to their latest boss. Then they sit back and wait for the predictable outcry from assorted special interests and from those few central Canadians who do actually use the train regularly.
Most years, VIA spends nearly twice as much as it makes. In 2010, for instance, VIA’s expenses were $536 million, while its revenues were just $274 million. That left a deficit of $262 million that had to be made up by Ottawa. Put another way, for every dollar VIA charges passengers for tickets, taxpayers put in 96 cents.
Shortly after we got married, Elizabeth and I took the train from Toronto to Halifax and had a great time: it was a very enjoyable trip, and we thought of the train ride as part of the vacation, not just a means of transportation. I’ve always wanted to ride The Canadian all the way to Vancouver, but at no point in the last thirty years have I simultaneously had the time available for the trip (four days on the train in each direction) and the money (right now, with a big seat sale going on it’d cost $2,137 for coach seats or $5,253 if we took a cabin). If that’s only half of what the trip would cost at market rates, there’s no way the service could support itself.
So the annual VIA subsidy amounts to an income transfer from people in most of the country who never use a passenger train to people in the central core of the country who prefer to take the train rather than drive their cars from Toronto to Montreal, but wouldn’t do so if they had to pay anywhere close to the full fare for their trips.
Every time I write about the absurdity of keeping VIA rolling, I get letters from people who insist they prefer the train to flying, driving or taking the bus or who believe trains have a lighter environmental impact or who say they can’t afford other modes. Fine, but why is it taxpayers’ duty to split the cost of your unprofitable preferences with you, 50/50?
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January 26, 2012
The fate of London’s diesel locomotive plant
In the Toronto Star, Martin Regg Cohn (who claims he “is not an anti-globalization crusader”) does his level best to put forward a case for massive government intervention in a labour dispute between Caterpillar and the Canadian Auto Workers:
At the old locomotive plant now owned by U.S.-based multinational Caterpillar Inc., the Canadian Auto Workers union is not even on strike. The CAW has been locked out since New Year’s Day because it refused to sign its own death warrant by agreeing to slash wages in half for most workers from $34 an hour to $16.50.
When a powerful multinational negotiates in bad faith, it becomes a story that governments in Queen’s Park and Ottawa can no longer wash their hands of. To put it in language that resonates with Premier Dalton McGuinty: When a bully tries to humiliate people, you can’t just watch in silence.
When high-paying skilled local jobs can be shredded at the whim of a combative multinational giant, it dramatically undermines all the upbeat rhetoric we hear from McGuinty and Prime Minister Stephen Harper about Canada’s global appeal. It sends a signal that Ontario is not so much open for business as it is closed for unions.
We jump directly from Caterpillar’s demand for wage reductions to an assertion that the company is negotiating in bad faith (I guess, from the union’s point of view, anything other than a wage increase is proof). No indication whether the company’s demand is economically justifed — if sales of the plant’s railway locomotives are as bad as the wage offer implies, then the next step will be closing the plant — just straight over to bad-mouthing the company.
And, of course, it’s merely objective reporting to use pejorative descriptors when discussing the eeeeevil multinational firm. Not content merely to malign the company, he then calls on the Premier to support the union to the hilt:
So what can our anti-bullying premier do?
If I were McGuinty, I would ask myself a simple question: What would Bill Davis do?
The former Tory premier of Ontario wasn’t perfect, but he was always plugged in. He took labour seriously, listened closely to business and wooed foreign investors (remember Renault?). He knew how to leverage the power of the premier’s office to stand up for Ontario’s greater interests.
A phone call to Caterpillar’s corporate braintrust would show that Ontario’s premier is no pushover. If that didn’t work, a phone call to Harper — who is still trying to live down the tax breaks he gave the locomotive factory’s former owners a few years ago — might find a receptive ear.
And finally we get to a good point: the foolishness of governments in giving special tax breaks to certain industries or companies. If it’s in the company’s best interests to locate in your jurisdiction, they’ll probably do it. If you have to bribe them with tax breaks, low-interest or interest-free loans, or other special incentives, then once the incentive runs its course, the company has no further requirement to stay in your location.
Update: In the National Post, Kelly McParland has some suggestions for union leaders:
1. A lot of people (the membership figures suggest it’s the vast majority) think unions are concerned solely with their own members and couldn’t give a bird’s turd for anyone or anything else, including other working stiffs, members of other unions, the fortunes of the company they work for or the customers they deal with. When you display a total lack of interest in others, they generally adopt the same attitude towards you.
[. . .]
4. Union politics might consider moving out of the stone age. The world evolves over time, but unions persist in peddling the same trite bromides as if it’s still the dawn of the industrial revolution. The “us against them” mentality; the pretense that all employers exist to exploit workers and can never be trusted; the assumption that every contract must be succeeded by an even richer one no matter the health of the industry, the economy or the company; the fealty to leftwing political parties — all are symptoms of an exhausted, outdated perspective that has barely changed since “modern technology” meant the telephone.
If unions really want to save themselves, they might take a lesson from the market economy. If no one buys what you’re selling, it’s not because they buyers aren’t bright enough. It’s because people see no value in your product.
Update, 3 February: The plant is being closed. Here’s the official announcement:
Progress Rail Services has announced that it will close Electro-Motive Canada’s (EMC) locomotive production operations in London, Ontario.
Assembly of locomotives will be shifted from the London facility to the company’s other assembly plants in North and South America, which will ensure that delivery schedules are not impacted by the closing of the London facility.
All facilities within EMC, EMD and Progress Rail Services must achieve competitive costs, quality and operating flexibility to compete and win in the global marketplace, and expectations at the London plant were no different.
The collective agreement and cost structure of the London operation did not position EMC to be flexible and cost competitive in the global marketplace, placing the plant at a competitive disadvantage. While the company’s final offer addressed those competitive disadvantages, the gulf between the company and the union was too wide to resolve and as such, market conditions dictate that the company take this step.
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January 14, 2012
How much is your time worth?
In an article about the recently approved high speed train link between London and Birmingham, Tim Harford points out a few oddities in the calculations that supposedly show how beneficial the new railway connection will be:
But it’s not just about forecasts — it’s about the value of time saved because of a faster journey, right?
That’s true. The high-speed link would save about 40 minutes on a journey from London to Birmingham. How much that is worth is an interesting question.
If you have a morning meeting it might mean an extra 40 minutes in bed.
It might indeed, which is priceless. HS2 Ltd told me that they use numbers from the Department for Transport. The DfT apparently values leisure time at about £6 an hour — this, intriguingly, implies that the UK government’s official position is that anyone under the age of 21 is wasting their time earning the young person’s minimum wage and would be wise to chillax in front of the Nintendo.
What about business travel?
Well, business travel is valued at £50 an hour. Unless the business travel in question is commuting, in which case it’s £7 an hour.
What?
Doesn’t make a bit of sense to me, either. Perhaps the idea is that commuting is eating into your leisure time, which is almost valueless apparently, whereas business travel is eating into your employer’s time, which is precious indeed. Complain to the DfT if you don’t like it.
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December 10, 2011
QotD: G.K. Chesterton on waiting for a train
[. . .] And most of the inconveniences that make men swear or women cry are really sentimental or imaginative inconveniences — things altogether of the mind. For instance, we often hear grown-up people complaining of having to hang about a railway station and wait for a train. Did you ever hear a small boy complain of having to hang about a railway station and wait for a train? No; for to him to be inside a railway station is to be inside a cavern of wonder and a palace of poetical pleasures. Because to him the red light and the green light on the signal are like a new sun and a new moon. Because to him when the wooden arm of the signal falls down suddenly, it is as if a great king had thrown down his staff as a signal and started a shrieking tournament of trains. I myself am of little boys’ habit in this matter. They also serve who only stand and wait for the two fifteen. Their meditations may be full of rich and fruitful things. Many of the most purple hours of my life have been passed at Clapham Junction, which is now, I suppose, under water. I have been there in many moods so fixed and mystical that the water might well have come up to my waist before I noticed it particularly. But in the case of all such annoyances, as I have said, everything depends upon the emotional point of view. You can safely apply the test to almost every one of the things that are currently talked of as the typical nuisance of daily life.
G.K. Chesterton, “On running after one’s hat” (1908), republished in Quotidiana, 2007-12-10.
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November 1, 2011
Long Island Rail Road: “The scandal isn’t what’s illegal — but what’s legal“
Nicole Gelinas points out that the Long Island Rail Road (LIRR) pension scam is only part of the problem:
Last week, the feds indicted 11 Long Island Rail Road retirees and their alleged associates in a “massive fraud scheme” to steal a billion dollars through fake disability claims. But the bigger outrage is that for decades the LIRR has held state taxpayers and riders hostage — thanks to outdated Washington labor laws.
The first inkling of the scandal came in 2008, when a press report noted that nearly every LIRR worker retired early, getting an MTA pension and a federal benefit. Looking into the anomaly, federal prosecutors unearthed evidence that at least two doctors and other “facilitators” had for years signed off on fake injuries and ailments so that workers could take their pensions.
[. . .]
The state’s fear of an LIRR strike helps drive up the railroad’s costs. Last year, the Empire Center reported, the average LIRR worker pulled in $84,850 — not including benefits.
That’s more than anywhere at the MTA except headquarters — and 23 percent more than subway and bus workers make. Seven of the top 10 people who made more in overtime than they did in regular wages hailed from the LIRR — including one conductor who tripled his $75,390 salary. Plus, workers pay nothing for health benefits.
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August 30, 2011
A different kind of flash mob: classical music at a Copenhagen train station
H/T to Penn Jillette for the link.
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August 28, 2011
ESR on railway sounds
Eric S. Raymond now lives close to a very busy railway line:
My house is located less than a hundred feet from the Main Line, the principal passenger-rail artery out of Philadelphia to the west — Harrisburg, Pittsburgh, and ultimately Chicago and points west. Two dozen times a day passenger trains come bucketing by, but they’re barely a murmur through the dense secondary-growth woods between my back fence and the railroad right-of-way.
The loud ones are the night trains, the big heavy freights they route through when all the passenger cars are put to bed. They come through here rumbling like muted thunder in the still dark, long blasts of airhorns falling away like the mournful cries of vast creatures in a rusty ocean. Some people would find the noise intrusive, but I don’t; it comforts me.
[. . .]
This is my first house so near a railroad track, but I think I will always prefer that now. And I expect I’ll always keep at least one balky antique clock where I can hear it sound. The well-lived life may be full of large ideas and emotions and struggles to build something that will last, but the little details also matter.
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June 30, 2011
xkcd: The first rule of model train layouts
Jon sent me a link to this xkcd strip, which still amuses me:
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June 20, 2011
Where map collections and railway fans intersect
An interview with the author of Railway Maps of the World:
At its peak, there were 92,449 kilometres of rail lines criss-crossing Canada from coast to coast. That was in 1976. Today, almost half the lines have been destroyed, dug-up, or abandoned — only 49,422 km remain in operation. Worldwide, the numbers are just as grim: from a high of 2,500,000 km in 1920, the Golden Age of rail travel, to 1,370,782 km now. Yet, there are still those who prefer the charm of the train to its air or auto brethren. Mark Ovenden is one such man. Ovenden, who enjoyed unexpected success with his 2007 book Transit Maps of the World, has recently released Railway Maps of the World. It is a celebration of beautiful maps, he says, but also a reminder of what we’ve lost. He spoke to the Post’s Mark Medley from his home in Paris.
Although the absolute reduction in rail lines in Canada is quite true, the railway companies could not earn a profit today if they’d kept all of those lines in operation. Some of the lines were abandoned as sources of traffic declined, either through depletion of the resource or improvements to road transportation. Some of the lines were abandoned once passenger traffic dropped below operating costs. Technological improvements in both locomotives and in control and signalling equipment allowed better use of the tracks, allowing redundant lines to be taken out of service.
Railways have to pay taxes on their right-of-way, so once a length of track becomes uneconomic, it will very quickly be taken out of service so that the railway doesn’t pay for maintenance of unused routes and can sell the land. For all the “romance of the rails”, railways are businesses which have to earn profits to continue operating.
Q: What does it say, then, that we were able to turn our back on railways so easily?
A: It’s a very complex and a very sad picture on many levels, from which luckily only in the last five, 10, 15 years we’re beginning to turn the corner. When you look at the influence and the power of the oil companies, and the whole automotive industry, they really were responsible — they saw it as a very deliberate policy to run down the railway services, and buy up things like streetcars and run them down again. The oil companies have blood on their hands, really. They were the ones who forced the railways to shut. They were the ones that had the tracks torn up. Under their influence people were forced to buy cars.
*cough*Bullshit*cough*
This is a lively combination of wishful thinking and conspiracy theorizing. It also nicely conflates the real business of the railways in North America — massive amounts of freight traffic — with a much smaller and unprofitable side-line — passenger service. Few railways ever earned much of their revenues from passenger traffic, which is why most modern subways, streetcars, and light rail systems are in the public sector. The railways can be built to maximize freight traffic (and therefore profit) or they can be built to maximize passenger traffic. Only organizations that do not have to earn a profit can justify concentrating on passenger service.
In the 1920s, automobiles changed from being super-expensive, finicky toys for the rich to being affordable to middle class and even some working class famlies and far more reliable (so you didn’t need to have a dedicated driver/mechanic for each vehicle). Unlike trains, where you could only go where the rails went and only when the train was going in that direction, a car allowed you to go anywhere there was a road, whenever you wanted.
It is difficult for us to grasp just how liberating this was for millions of Americans and Canadians — we’re so used to being able to go where we want at any time that we rarely even think about what it was like before the heyday of the car. Passenger trains had that kind of transformative effect in Europe, but less so in North America, where moving freight was always the primary purpose for building railways (setting aside the Union Pacific and the Canadian Pacific, as the construction of both were more influenced by government policy than profit-seeking).
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June 12, 2011
Montreal model railway loses out to real railway
Canadian National, which owns the building hosting Montreal Model Railway Club — claimed to be “Canada’s largest fully operational model railway” — is terminating the club’s lease because they can get higher rent for the building:
In a warehouse in Montreal’s historic Griffintown neighbourhood, model train enthusiasts have spent 38 years engaging in a labour of love.
Inch by inch, they’ve constructed what is believed to be Canada’s largest fully operational model railway.
More than 300 people have participated over the years, devoting thousands of hours to building life-like models across an eye-popping, detail-laden, 1,493-metre masterpiece.
And it’s about to be detroyed.
The reason for the imminent dismantling is not without irony: the make-believe trains are about to be forced away by a real train company, dealing with real-life issues like rising property costs.
Canadian National owns the 9,000-square-foot warehouse space and wants to lease it out at a higher rent, starting next year. It warned the model-train association five years ago that its time was up.
The club’s website is http://www.canadacentral.org/Reseau_EN.htm.
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May 27, 2011
Swedish subway stations or hallucinatory flashbacks to a 1975 shopping mall?
Andrew Coyne linked to this set of photos of Swedish subway stations saying “Good LØRD. Who was their designer, Willy Wonka?”
I shared the link with Jon, my former virtual landlord, who responded:
Tonight’s nightmares are going to leave a mark.
I can only imagine what the flashbacks must be like for you, though. I suspect that these stations look remarkably like Sherway Gardens did to you and your friend after you guys went drinkin’ at the Steak’n'Burger.
If there is a 1970′s-era Sherway Gardens in Hell, this is what it looks like.
I had a similar reaction to the photos . . . strikingly ugly where they’re not just flat-out disturbing. But what else could we expect from publicly funded artists selected by public transit officials?
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April 21, 2011
Exploring an abandoned underground mail railway line
The Royal Mail system had a dedicated subway line of their own. It was eventually abandoned, but not destroyed, as some trespassers were able to discover:
Construction of the tunnels began on February 1915, from a series of shaft located along the route. The tunnels were primarily dug in clay using the Greathead shield system, although the connecting tunnels in and around the stations were mined by hand. Construction was suspended due to the outbreak of WW1, but was allowed to continue until completion for safety reasons. Further setbacks halted the construction of the stations during 1917 due to the shortage of labour and materials.
It wasn’t until June 1924, that workers began laying the track using 1000 tons of running rail and 160 tons of conductor rail. The remaining electrical installation took place in 1925 with the section between Paddington and the West Central District Office being ready for training. The line was eventually finished in 1927 with the first letter through the system running on February 1928.
In 1954, due to problems with access at the Western District Office and the Western Central District Office plans were drawn up to construct a new Western District Office at Rathbone Place. This meant the construction of a diversion to the line to the station which was completed in 1958, although the station was not opened until the 3rd August, 1965.
H/T to Cory Doctorow for the link.
April 3, 2011
King Edward II restored
. . . to the rails, not the throne:
The King Edward II steam engine was first used by Great Western Railway in the 1930s, pulling trains between London Paddington and the west of England.
However, it had been left to rot in a scrapyard in Barry, Wales, until it was saved for preservation by the Great Western Society.
No 6023 King Edward II is one of only three surviving locomotives of its class, built by GWR in 1930 for taking express trains over the steep banks of South Devon.
It’s always nice to see successful restoration efforts by private groups and individuals, although this particular one drew this comment from “jackcade”:
King Edward II? The fireman better make sure he doesn’t let his poker get too hot or someone might get hurt.
Photo from the restoration website, showing the engine right after repainting:
H/T to Elizabeth for the link.
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March 30, 2011
At least they got his name right, maybe
A very detailed apology from Britain’s The Sun newspaper:
IN an article published on The Sun website on January 27 under the headline ‘Gollum joker killed in live rail horror’ we incorrectly stated that Julian Brooker, 23, of Brighton, was blown 15ft into the air after accidentally touching a live railway line.
His parents have asked us to make clear he was not turned into a fireball, was not obsessed with the number 23 and didn’t go drinking on that date every month.
Julian’s mother did not say, during or after the inquest, her son often got on all fours creeping around their house pretending to be Gollum.
Also, quotes from a witness should have been attributed to Gemma Costin not Eva Natasha. We apologise for the distress this has caused Julian’s family and friends.
Bold in the original post.
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