When it comes to building a comfortable bungalow, Jim Higgins has got the inside track.

The retired transport manager, 60, has one of the most unique houses in Britain… because it is built around a real railway carriage.

The property in Ashton, Cornwall, is a fully functioning house but bizarrely has the fully restored 130-year-old Great Western Railway car within its walls.

Mr Higgins, 64, originally from Buckinghamshire took over the property from his former father-law Charles Allen who was forced to build it around the railway carriage because bizarre planning regulations meant the train could not be moved.

Mr Higgins said: ‘The railway carriage was lived in by a local woman Elizabeth Richards from 1930.

The claim that it would be cheaper for Greece to send every rail passenger to their destination by taxi was most recently made in the book Boomerang by Michael Lewis, the Moneyball author.

But it was first made by Stefanos Manos, the former Greek finance minister, in 1992. Manos used the railway system to illustrate what he saw as gross public sector waste.

“I was in favour of the Maastricht Treaty and was supposed to defend it in Parliament,” says Manos, now heading his own party, Drasi.

“I said we should drastically reduce the size of the public sector and its expenditure. And I gave as an example the railway where there were exorbitant wage bills compared to the revenue of the country.”

He says it was an off-the-cuff remark but about right.

“I knew the number of passengers and I made a brief estimate of what it would cost to send them from Athens to the north of Greece and I decided it was quite obvious it would be cheaper to send them there by taxi rather than train.”

It’s not quite true now: two passengers would have to share each taxi. If you got three passengers into each taxi, the government would be saving money.

When it comes to rail traffic, Chicago is America’s speed bump.

Shippers complain that a load of freight can make its way from Los Angeles to Chicago in 48 hours, then take 30 hours to travel across the city. A recent trainload of sulfur took some 27 hours to pass through Chicago — an average speed of 1.13 miles per hour, or about a quarter the pace of many electric wheelchairs.

With freight volume in the United States expected to grow by more than 80 percent in the next 20 years, delays are projected to only get worse.

The underlying reasons for this sprawling traffic jam are complex, involving history, economics and a nation’s disinclination to improve its roads, bridges, and rails.

Six of the nation’s seven biggest railroads pass through the city, a testament to Chicago’s economic might when the rail lines were laid from the 1800s on. Today, a quarter of all rail traffic in the nation touches Chicago. Nearly half of what is known as intermodal rail traffic, the big steel boxes that can be carried aboard ships, trains or trucks, roll by, or through, this city.

A man who was taking pictures near a train track in Illinois was confronted by a sheriff’s deputy who informed him that he was breaking the law, so therefore he had no choice but to report the photographer to Homeland Security.

The photographer, who describes himself as a disabled war veteran and former state worker, was left wondering if the deputy had any legal basis for adding him to a terrorist watch list.

[. . .]

RustyBug, who never states which sheriff’s department harassed him, said the deputy told him it was against the law to shoot within 550 feet from train tracks, which is complete hogwash.

RustyBug said he really wasn’t buying it, but he wasn’t sure either, which shows us the importance of knowing the law when it comes to photography because too many cops don’t know the law.

Click to see full size image at RR Picture Archives

Click to see full size image at RR Picture Archives

Click to see full size image at RR Picture Archives

Click to see full size image at RR Picture Archives

And a fan video on the 100th anniversary of her arrival in Carson City:

I visited the Nevada State Railroad Museum in Carson City for the Centennial Celebration of the V&T #22 McKeen Motor Car. The #22 was delivered to Virginia & Truckee Railroad in Carson City 100 years ago to this day.The restoration had been going on for about 10 years, and this is the official unveiling of the last and only running example.

H/T to John McCluskey for the links. Also, as “Robert the N.” pointed out, it’s only Steampunk in appearance as even back in 1911 it had a gasoline prime mover not a steam engine.

Of course, as is typical, the Republic article had absolutely no information on costs or revenues, as for some reason the media has adopted an attitude that such things don’t matter for rail projects — all that matters is finding a few people to interview who “like it.” So I attempted to run some numbers based on some guesses from other similar rail lines, and made an educated guess that it had revenues of about $1.8 million and operating costs of at least $20 million, excluding capital charges. I got a lot of grief for making up numbers — surely it could not be that bad. Hang on for a few paragraphs, because we are going to see that its actually worse.

The equipment used in the New Mexico Railrunner operation looks remarkably similar to what GO Transit runs in the GTA:

Click to see original image at Coyote Blog

Anyway, I got interested in checking back on the line to see how it was doing. I actually respected them somewhat for not running mid-day trains that would lose money, but my guess is that only running a few trains a day made the initial capital costs of the line unsustainable. After all, high fixed cost projects like rail require that one run the hell out of them to cover the original capital costs.

As it turns out, I no longer have to guess at revenues and expenses, they now seem to have crept into the public domain. Here is a recent article from the Albuquerque Journal. Initially, my eye was attracted to an excerpt that said the line was $4 million in the black.

[. . .]

Now it looks like taxes are covering over half the rail’s costs. But this implies that perhaps $10 million might be coming from users, right? Nope, keep reading all the way down to paragraph 11

The Rail Runner collects about $3.2 million a year in fares and has an annual operating budget of about $23.6 million. That does not include about $41.7 million a year in debt service on the bonds — a figure that include eventual balloon payments.

So it turns out that I was actually pretty close, particularly since my guess was four years ago and they have had some ridership increases and fare increases since.

At the end of the day, riders are paying $3.2 million of the total $65.3 million annual cost. Again, I repeat my reaction from four years ago to hearing that riders really loved the train. Of course they do — taxpayers (read: non-riders) are subsidizing 95.1% of the service they get. I wonder if they paid the full cost of the train ride — ie if their ticket prices were increased 20x — how they would feel about the service?

If all of that wasn’t enough, the financing arrangement has a nasty sting in the tail: in the mid 2020′s, the state will owe two separate payments of over $200 million. Enjoy the subsidized rides now, folks … the payment comes due just in time for your kids to face as they graduate.

Once I saw merely bridges, tunnels and stations, and mostly I didn’t even notice these, so busy was I rushing to get over or through them. Now, I see a delicate ecosystem of rivets, cleats, plates, gussets, joggles, spans, arches, ribs of attenuated iron and steel.

Scholars can already study railway archives in repositories all over the country, but Network Rail has just put part of its beautiful archive of Victorian and Edwardian infrastructure diagrams on the web. This amounts to an invitation to anyone, anywhere, to contemplate such images out of sheer curiosity and love of beauty. They give us plans of the high-level bridge at Newcastle upon Tyne, with its columns trailing down the screen like tall sepia waterfalls, and Bristol’s neo-gothic Temple Meads station, in ethereal ink outline. The Forth bridge of 1890 appears side on, elongated and webby as if someone had pulled a string cat’s cradle as far as it would go. Its vertical columns climb visibly week by week; target dates are marked at each level, like the tracking of a child’s growth against a wall.

Maidenhead bridge, designed in brick by Isambard Kingdom Brunel in 1839, has two middle arches spanning the river in great cheetah leaps. They were lower and broader than anything previously constructed in brick, and the Great Western Railway’s directors feared the bridge would collapse: they insisted on the bridge’s temporary timber supports remaining even after it opened. Annoyed, Brunel secretly lowered the supports a bit so they did not actually support anything.

(All links in the original article.)

About 15,000 people are killed each year while crossing the tracks on India’s mammoth railway network, according to a government safety panel that recommended more bridges and overpasses should be built as a matter of urgency.

Most of the deaths occur at unmanned railroad crossings, the panel said in a report. About 6,000 people die on Mumbai’s crowded suburban rail network alone, it said.

Another 1,000 people die when they fall from crowded coaches, when trains collide or coaches derail.

[. . .]

The committee blamed railway authorities for the “grim picture”, saying there were lax safety standards and poor management.

It said local managers were not given adequate power to make crucial decisions and that safety regulations were also breached because of severe manpower shortages.

It does seem odd that one of the world’s most populous countries — once known for chronic over-staffing of government and government-owned organizations — has “manpower shortages” in this critical area.

Update, 5 February: Mike P. Moffatt at Worthwhile Canadian Initiative debunks some of the media coverage of the closure:

After the U.S.-Canada Free Trade Agreement, GM Diesel closed their La Grange, Illinois plant and consolidated their production to the London plant, though kept the head office, research, design, and manufacturing of some components in La Grange. EMD London was a direct beneficiary of the U.S.-Canada Free Trade agreement, something I have yet to hear in the media. The domestic locomotive market, by itself, would not have supported the level of production we have seen over the last two decades.

In 2005, GM Diesel sold the Electro-Motive Division (including the GM Diesel plant in London and the head office in La Grange) to a couple of U.S. private equity firms, who re-named it Electro-Motive Diesel. In 2010, those firms sold EMD to Caterpillar.

[. . .]

We need to keep in mind that:

1. EMD has always been a U.S. corporation.
2. The intellectual property from research and design, etc. was from the head office in La Grange, Illinois.

So that leaves “know-how” which Cohn mentions in a follow-up paragraph. On Twitter, Colby Cosh asked: “Cohn talks about “know-how” but (a) know-how isn’t IP and (b) Cat doesn’t seem to have much use for the workers who have it, do they?” Caterpillar, however, did send a number of employees from London to their new plant in Muncie, IN, to train newly hired workers. I am Facebook friends with an EMD worker and I remember him objecting loudly to this last fall. But did Caterpillar really buy EMD so that it could obtain the talents of a dozen guys to teach advanced welding techniques?

There are a lot of narratives to this story, many of them unpleasant. A narrative about a U.S. company buying Canadian IP at 15 cents on the dollar does not pass the sniff test, however.

Update the second, 7 February: Andrew Coyne gets his inconvenient, yucky facts in our lovely flag-waving, anti-capitalist nationalistic fantasy:

EMD never received any subsidies from the federal government; certainly not since Caterpillar bought it. Indeed, looking through the hundreds of pages of “grants and contribution” in the Public Accounts, it may be the only company in the country that didn’t. The Harper visit to which Olive refers was to promote a tax break for the purchasers of locomotives, not the manufacturers. The visit occurred in 2008, two years before the Caterpillar purchase.

It’s not clear how the foreign investment laws could have been invoked to cover a purchase of an American company by another American company, or if they could, why this should be the pretext for “demanding job guarantees.” Presumably if it is wrong for a firm to close a plant or lay off workers, it is just as wrong whether it has recently been the object of a foreign takeover bid or not. Perhaps you will say we should bar all companies from closing a plant. Okay: why would they ever open one? If workers, once hired, cannot ever be laid off, why would they ever be hired?

Of course, there’s always Olive’s suggestion of a punitive tariff, through which the cost of keeping jobs in London locomotive plants could be shared by consumers and businesses across the country. (You’re welcome.) This would recreate the system of foreign branch plants that existed in the days before free trade, small factories producing exclusively for the domestic market. Rather than lament at foreigners stealing our jobs and technology, the nationalists could once again lament at being tenants in our own land.

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?