Practical Engineering
Published Jan 16, 2024Let’s dive into the engineering and construction of the Channel Tunnel on its 30th anniversary.
It is a challenging endeavor to put any tunnel below the sea, and this monumental project faced some monumental hurdles. From complex cretaceous geology, to managing air pressure, water pressure, and even financial pressure, there are so many technical details I think are so interesting about this project.
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April 21, 2024
How The Channel Tunnel Works
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April 15, 2024
The MOST INCOMPETENT Railroad You’ve Ever Seen!
Southern Plains Railfan
Published Jan 6, 2024In today’s video, we recount the time Penn Central let nearly all of Maine’s potato harvest rot in Selkirk yard; ruining thousands of lives and nearly taking down other railroads in the process.
Merch Shop: http://okieprint.com/SPR/shop/home
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April 1, 2024
How Railroad Crossings Work
Practical Engineering
Published Jan 2, 2024How do they know when a train is on the way?
Despite the hazard they pose, trains have to coexist with our other forms of transportation. Next time you pull up to a crossbuck, take a moment to appreciate the sometimes simple, sometimes high-tech, but always quite reliable ways that grade crossings keep us safe.
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March 11, 2024
Why Railroads Don’t Need Expansion Joints
Practical Engineering
Published Dec 5, 2023A friendly overview of thermal effects on railways.
Errata: At 9:00, the left column of calculations is incorrectly labeled “SI.” It should be imperial. Whoops!
Just as all materials have a mostly linear relationship between temperature change and length change, all materials also have a similar relationship between stress and change in length (often called strain). And this is part of the secret to continuous welded rail: restrained thermal expansion. You can overcome one with the other.
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February 16, 2024
What remains of the “first” steam powered passenger railway line?
Bee Here Now
Published 23 Oct 2023The Stockton-Darlington Railway wasn’t the first time steam locomotives had been used to pull people, but it was the first time they had been used to pull passengers over any distance worth talking about. In 1825 that day came when a line running all the way from the coal pits in the hills around County Durham to the River Tees at Stockton was opened officially. This was an experiment, a practice, a great endeavour by local businessmen and engineers, such as the famous George Stephenson, who astounded crowds of onlookers with the introduction of Locomotion 1 halfway along the line, which began pulling people towards Darlington and then the docks at Stockton.
This was a day that would not only transform human transportation forever, but accelerate the industrial revolution to a blistering pace.
In this video I want to look at what remains of that line — not the bit still in use between the two towns, but the bit out in the coalfields. And I want to see how those early trailblazers tackled the rolling hills, with horses and stationary steam engines to create a true amalgamation of old-world and new-world technologies.
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February 13, 2024
GO Transit – North America’s BEST Commuter Rail Network
Lonestar Trip Reports
Published Nov 11, 2023Hello and Welcome to Oshawa, Ontario! Today we’re riding with GO Transit, Toronto’s commuter rail provider, from here down to Toronto Union Station.
Trip Information
Train Number: GO Lakeshore East 9015
Locomotive: MPI MP36PH-3C 609
Departure Time: 10:10am
Arrival Time: 11:11am
Journey Time: 1hr 1min
Price: $10.00Thanks for watching and I hope you enjoyed!
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February 10, 2024
QotD: When Manchuria became Manchukuo
Back around the turn of the 20th century, the Russians decided to build a railroad across Siberia, the better to (among other things) supply their spiffy new naval base at Port Arthur, on the strategic Liaodong Peninsula (linking up with their Chinese Eastern Railway). This pissed off the Japanese, who claimed the Peninsula by right of conquest in the First Sino-Japanese War. Unpleasantness ensued.
Further unpleasantness ensued in the wake of World War I, when both Imperial Russia and Republican China collapsed. The Japanese had a big railroad project of their own going in the Kwantung Leased Territory, which was threatened by the chaos. Moreover, the big Japanese railroad project had grown — as Japanese industrial concerns tend to do — into a ginormous, all-encompassing combine known as Mantetsu.
So far, so recondite, I suppose, but stop me if this part sounds familiar: Mantetsu was so big, and so shady, that it was all but impossible to tell where “the guys running Mantetsu” ended and “the Japanese government” began. And it gets better: Thanks to the Japanese Empire’s distinctive (to put it mildly, and kindly) administrative structure, it was equally hard to tell where “the Japanese government” ended and “the Japanese military” began. Even better — by which I mean much, much worse, but again feel free to stop me when this sounds familiar — “the Japanese military” was itself composed of several wildly different, mutually hostile chains of command, all competing with each other for political power, economic access, and glory. Best of all — by which, again, I mean worst — since Mantetsu was so big, and so wired-in to every level of the Japanese government, it basically got its own army, which was effectively separate even from the Army High Command back in Tokyo.
Here again, the granular details are insanely complex, and I’m not qualified to walk you through them, but the upshot is: Thanks to all of the above, plus the active enmity of the rapidly-rearming Soviet Union and the rapidly-accelerating chaos of the Warlord Period in China, Japan’s foreign policy ended up being dictated by the Kwantung Army, with almost no reference to even the High Command, let alone the civilian politicians, back in Tokyo. A particular warlord giving the Mantetsu Board of Directors — or, you know, whoever — grief? No problem — boom! Oh, that didn’t solve the problem, and now the politicians are dragging their feet? Might as well blow up a different part of your own railway, seize a whole bunch of territory on that flimsy pretext, and set up a puppet government to give you cover …
I don’t expect y’all to follow all the links right away, so trust me on this: Nobody involved in any of that stuff ranked higher than colonel. Indeed, the guy most “responsible” — if that’s really the word — for all of this stuff was a staff pogue, also a colonel, named Kanji Ishiwara. He and another staff pogue, Seishiro Itagaki, who was head of the Kwantung Army’s intelligence section, orchestrated the Japanese invasion of China, and while it’s oversimplifying things a bit too much to say those two clowns started World War II in the Pacific, I’m not stopping you from saying it.
From there, events took on a logic of their own. The rest of the Army was soon committed to the war in North China, which rapidly became the war in all the rest of China. The Navy, not wanting to let the Army hog all the glory, had gotten in on the war a few years prior to the Marco Polo Bridge, and soon enough they were causing all kinds of international grief on their own account. Put simply, but not unfairly, you had the Navy chasing the Army, and the Army chasing itself, all across China, with the civilian politicians lagging way behind in the rear, desperately trying to catch up, or even just figure out what the hell was going on …
Severian, “Lessons from Manchuria”, Rotten Chestnuts, 2021-04-21.
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February 8, 2024
North American newspaper economics
Tim Worstall discusses some of the issues ailing Canadian and American newspapers which are not easily solvable (government subsidies, as attempted in Canada, just turn the recipients into an underpaid PR branch of the governing party … not a good look in a democratic nation):
So, as a little corrective, a quick jaunt through what actually ails American journalism. The concentration is upon the big newspapers because that’s where the problem is worst. The conclusion is that it’s gonna get a lot, lot, lot, worse too. Because the industry is facing a base economic problem that it’s not willing to actually face up to. Or, at least, all the journalists writing about it aren’t — there’s the occasional sign that some of the business side of the equation grasp it.
[…]
Before Y2K American newspapers were segmented along geographic lines. The size of the country, the lack of a long distance passenger railroad network, meant that this was just so. If you’re printing a daily paper then you’ve got to deliver it daily. On the day it’s meant to refer to as well. If Chicago is 1,100 miles (no, I’ve not looked it up but that’s within an order of magnitude of being right, which is better than many newspapers manage with numbers) from New Orleans then the same newspaper is going to find it difficult to print and deliver to both markets. Add in the fact that trains take a week to traverse that distance, passenger trains – anyone who has ever travelled Amtrak will say it feels that long at least — included.
You could not and therefore did not have national newspaper (USA Today, with satellite printing plants, was an attempt to deal with this and slightly earlier than our cut off date but doesn’t change the basic story) distributions. What you had was a series of local and regional monopolies. Each one centred on a large population centre and serving the area around it that could be reasonably reached by truck overnight. Chicago and Cincinnati, not 1,100 miles away from each other, did have entirely different newspapers.
By contrast, and just as an example, the British newspaper market was national from pre-WWI. We simply did have overnight at worst passenger rail that covered the country. Partly it’s a much, much, smaller place, partly the passenger rail system was just different. So, printing overnight (and some maintained separate Scottish editions and plants) meant that those papers that came off the press in London at 8pm were on sale in Glasgow at 8 am, those that came off the press in London at 4 am were on sale in London at 8am. That’s not exact but it’s a good enough pencil sketch.
Cincinnati newspaper(s) served Cincinnati. Chicago, Chicago and New Orleans the area of New Orleans. There simply wasn’t a “national press” in the US in that British sense.
OK. But this also meant that American newspapers were much more like a monopoly in their local area than anything else. Network effects still exist even before computer networks after all. The most important of which was the classifieds.
As with Facebook, we’re all on Facebook because everyone else is on Facebook. So, if we’re to join a social network we’re going to be on Facebook where everyone else is — except those three hipsters who are where it isn’t cool yet. This applies to classifieds sections. Folk advertise in the one with the most readers, the widest market. Readers buy the one with the most ads in it, the widest market. You advertise the bronzed baby shoes, unused, where there are the most people looking for bronzed baby shoes, unused.
So, the dominant paper will suck up the classifieds in any particular market. Classifieds, fairly obviously back in the days of prams, cheap used cars, waiters’ jobs and so on being geographically based.
No, this is important. A useful pencil sketch of American newspaper revenues pre-Y2K was that subscriptions produced some one third of revenues. They also, around and about, covered print costs and distribution. They were, roughly you understand, about a face wash in fact.
Display ads produced another one third and classifieds the final one third. Classifieds were also wildly profitable — no expensive journalists to pay, no bureaux, just a few women waiting to get married on the end of the phone line.
February 4, 2024
QotD: American railroads and the Interstate Commerce Commission
Randy Holcombe, Liberty in Peril: Democracy and Power in American History, (2019).
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January 31, 2024
The ghost of Beeching haunts model railways?
In The Critic, Richard Bratby notes the solemn departure of the very last model railway train in Britain, at least based on recent reporting on the hobby:
“Platelayers hut and coal train” by Phil_Parker is licensed under CC BY 2.0 
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The last model train has departed, and in the attics and spare bedrooms of Britain, closure notices the size of thumbnails are being glued to cardboard stations. OO gauge track is being torn up; weeds made from lichen and flock shoot up where once there were busy miniature main lines. It’s Beeching all over again, just tiny. And in a desolate parade, once-cherished model locos trundle off to 4mm scale scrapyards, to stand lifeless and forgotten until, like their real-life forebears, they are broken up to be recycled as … oh, I don’t know. iPhones. Xboxes. Something modern, anyway. Something cool.
Well, I read it in the Telegraph, so it must be true. “Death of the Model Railway” proclaimed the headline last weekend, and the same story duly popped up all over the media, usually with some variant of “running out of steam”, or “going off the rails”. I was a bit late coming to the news because it was Saturday and I’d spent the afternoon building a model goods wagon from a plywood kit. I’d just added the lettering, and it came as a jolt to learn that the hobby no longer existed. Gingerly, I poked at the varnish I’d just applied — damn, still sticky, and now there was a socking great out-of-scale thumbprint spoiling the look of the thing. That seemed real enough.
But why did those headlines seem so familiar — and ring so false? True, 2024 has begun badly in the railway modelling world. Last week the organisers of the annual Warley National Model Railway Exhibition — a giant show held at the NEC in Birmingham, and a highlight of the hobby’s annual calendar — called it quits. A few days previously, the venerable model railway shop Hattons had announced that it was closing down after 78 years. Taken together, you can see why a journo from outside this particular subculture might link unrelated events into a bigger, juicier story. And let’s face it, a dig at railway enthusiasts is always good for a laugh, isn’t it?
I won’t deny that both events stung me. As a kid in the 80s I used to visit Hattons at its original Liverpool location. Even then, it felt old-school: a gloomy, musty terraced shop, piled to the ceiling with boxes and display cases. But a Saturday visit was like entering Aladdin’s cave and we’d always leave with some new treasure, wrapped in brown paper. Hattons has long since moved to newer, brighter premises and refocused on its mail-order business. I realise with a pang of shame that I’ve never used either.
As for the Warley Exhibition; well, I was there with my dad in November. It’s a regular father and son fixture a few weeks before Christmas, and if we’re honest we probably look forward to it rather more. It was rammed — 80-odd layouts (please, never “train sets”) from the UK, Europe and America, with crowds jostling four deep, and trade stands offering everything from antique clockwork models to the latest digital tech. My 12-year old eyes would have popped out of my head at the quantity and quality of products available. One stall was using airport-stye scanners to produce miniaturised replicas of its customers, so they could ride their model trains in person. If this is a hobby in decline, I’m not seeing it.
I’m going to stick my neck out here: correlation does not imply causation, and railway modelling is actually thriving. What the headlines describe is a collision of two familiar, but separate, 21st century trends the death of the high street, and the decline of old-style social clubs. Hattons never went bust: it read the runes and decided to get out in good order. As for Warley; well, if anything, the Exhibition seems to have been a victim of its own success. Like many leisure pursuits, railway modelling in the 20th century revolved around clubs, with all the paraphernalia of committees and tea rotas. People don’t do that quite so much nowadays.
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January 29, 2024
QotD: Amtrak’s improvements
No, Amtrak is in good shape. The cars have been rebuilt, the blankets no longer draw blood when they come in contact with human skin, the tracks are smoother, and the Pit of Hazy Death — the snack car — is now smoke-free.
That means it’s not packed with throaty-voiced semi-toothed drifters who emit a Pompeii-sized cloud of ash every time they start in on one of those up-from-the-ankles 20-minute hacking fits. And somehow — don’t ask me how — the general aromatic profile of the train is no longer “feet, with a top note of septic tank.” The train actually smelled good. Bravo, Amtrak.
James Lileks, “A windy narrative of a trip to Chicago”, Minneapolis Star-Tribune, 2004-12-19.
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January 26, 2024
Which Is Easier To Pull? (Railcars vs. Road Cars)
Practical Engineering
Published Nov 7, 2023A lot of the engineering decisions that get made in railroading have to do with energy. How does the rolling resistance of a 20-ton freight railcar compare to my little grocery hauler?
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January 22, 2024
Nationalization of British Railways: What Went Wrong?
Railways Explained
Published 22 Oct 2023In today’s video we continue uncovering the story of railway development in Great Britain, as part of a special trilogy marking the Railways Explained’s achievement of 100,000 subscribers!
This is actually the second video in series, and it covers a period from the aftermath of World War II to the momentous era of rail privatization, which was quite challenging period for British railways, full of ups and downs, but it is mostly marked by the formidable challenges.
We talked about the pivotal moments, such as the birth of British Railways, the ambitious Modernisation Plan, the influential Beeching Report, structural reforms, and the eventual transition to rail privatization, which all defined the British railways during this transformative period.
This insightful journey through time illuminates the intricacies and milestones of a railway system that has left an indelible mark on the United Kingdom’s transportation history.
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January 7, 2024
Every Type of Railcar Explained in 15 Minutes
Practical Engineering
Published 19 Sept 2023How many of these cars have you spotted before?
Trains are one of the most fascinating engineered systems in the world, and they’re out there, right in the open for anyone to have a look! Once you start paying attention, it’s pretty satisfying to look for all the different types of railcars that show up on the tracks.
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December 19, 2023
Overthinking Thomas the Tank Engine: What Actually Is Thomas?
Jago Hazzard
Published 13 Aug 2023Peep peep!
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