Quotulatiousness

November 28, 2018

The bitter economics of North American passenger railways

Filed under: Cancon, Economics, History, Railways, USA — Tags: , , , , — Nicholas @ 03:00

Earlier this month, I posted an excerpt from The Romance of the Rails, by Randal O’Toole. It’s a book I haven’t yet read, but based on what I’ve heard, his analysis of the state of US and Canadian passenger rail is both savage and accurate — as in, we’re insane to subsidize long-distance or high-speed rail for the wealthy out of the taxes levied on the poor. Recently, Trains columnist Fred Frailey got a chance to chat with O’Toole about his work:

Amtrak Acela passing through Old Saybrook, CT
Photo by Chasesmith via Wikimedia Commons

That was one of the pleasures of reading your book, to discover you are a lover of trains and railroads, and that you marry this with a contrarian way of thinking. Do you take perverse pleasure in that combination? Oh, not at all. To me, it’s really sad. I wish I could support passenger trains, and I do support them as far as riding them and things like that. But I know enough about government subsidies to know that they reduce overall productivity and usually end up taking from the poor and giving to the rich. The people who are riding the Acela are not people in need of government handouts. The people who are riding light rail and things like that are not the poor, by and large.

What is the future of the long-distance trains? The role they fulfill is giving people access to scenery they can’t see in any other way, and really, it ends up being something for the wealthy. I think the Rocky Mountaineer model is the future of long-distance trains, and if you look at the United States, where can we have a Rocky Mountaineer? Certainly, Oakland to Denver, probably Oakland to Los Angeles, and after that, it gets pretty iffy. They would become cruise trains.

You seem almost as uncharitable towards the short-distance passenger trains. Amtrak does its best to deceive people about how well these trains do, for example, counting state subsidies as “passenger revenues,” in order to make itself eligible for more subsidies. I wouldn’t mind short-distance trains if they worked, but the Cascades, the California service, those trains aren’t really doing anything. A lot of money is spent carrying not that many people.

[…]

Statistics of yours that struck me are that public transit paid 90 percent of operating costs in 1964 from fares and just 32 percent today. Why not try to make the rail part of public transit more viable? You don’t address that in your book. You can’t make it more economically viable, simply because buses are so much better in every respect than rails. If you take the rail lines, and pave them over, and turn them into busways, you’ll be able to move more people, faster and cheaper and with far lower maintenance costs. Even if you could make the rails pay for themselves, since the buses are so much cheaper, why would we bother?

You seem most upset at places like Orlando and Dallas and Nashville, where commuter rail or light rail began but so few seem to ride. It this money thrown to the wind? I think so. Why is it that we allowed steam to change to diesel, sailing ships to steam ships — all these different technological evolutions to take place — but when it came to passenger rail, we said, “Halt, we don’t want more technological change.” The answer is threefold. It’s nostalgia. It’s people who are making money from wasting money, such as contactors — crony capitalism. And it’s accidents of history. The accident of history affecting urban rail transit was in 1973. Governor Francis Sargent of Massachusetts asked Congress to let cities substitute capital investments in transit for interstate highway grants. Congress said yes, but you can’t spend that amount of money on new busses. Instead, cities such as Buffalo, Portland, and San Jose built new rail lines with money from cancelled freeways because they are expensive and could use up those federal dollars. That’s what started the light-rail revolution, not because it was cheap, but because it was expensive.

November 27, 2018

Cutting back on ethanol makes financial and environmental sense

Filed under: Economics, Environment, Government, Health, USA — Tags: , , , , , — Nicholas @ 10:40

Craig Eyermann explains why President Trump’s push to expand the use of ethanol in cars is a bad call for many reasons:

For example, because ethanol packs less energy per gallon than gasoline does, vehicle owners can expect to get even lower fuel mileage from the expansion of E15 fuel (a blend of 15% ethanol with 85% gasoline) under the new mandate to include more ethanol in automotive fuels, which would be 4% to 5% less than they would achieve if they only filled their vehicles with 100% gasoline. Today’s vehicle owners already pay a fuel efficiency penalty of 3% to 4% lower gas mileage from the E10 ethanol-gasoline fuel blend mandated under the older ethanol content rules, where the new rules will require even more fill-ups.

Beyond that, to the extent that it diverts corn from food markets to fuel production, corn-based ethanol production also jacks up the price of food—the corn itself, plus everything that eats corn, like beef cattle. One review of multiple studies found that the U.S. government’s corn-based ethanol mandates added 14% to the cost of agricultural commodity prices from 2005 through 2015.

Last summer, the Environmental Protection Agency also found that burning increasing amounts of ethanol has made America’s air dirtier because it generates more ozone pollution, which contributes to smog formation. Worse, growing the additional corn to make more ethanol has also increased agricultural fertilizer runoff pollution in the nation’s rivers and waterways.

That runoff has been linked to the increased incidence of harmful algal blooms, which have been responsible for contaminating drinking water and contributing to red tide events in coastal regions, where fish and other aquatic organisms have been killed off.

There is a solution to these federal government-generated pollution problems: stop forcing corn-based ethanol to be used in the nation’s fuel supplies. There’s even a case study from Brazil, where the city of Sao Paulo found that its air became cleaner after it switched from ethanol-based fuels to gasoline in the years from 2009 to 2011.

November 26, 2018

You can make a strong case that “nutrition science is not just misguided but actually harmful”

Filed under: Food, Health, Media, Science, USA — Tags: , — Nicholas @ 03:00

Alex Berezow outlines the ferment and upheaval in modern nutrition science reporting:

One day, coffee causes cancer; the next, it cures cancer. One day, wine is good for you; the next it kills you. Given its self-contradictory wishy-washiness, can nutrition science be trusted?

Not at all, say Edward Archer and his co-authors, in a new paper published in Frontiers in Nutrition. They believe nutrition research is so bad that they call our current scientific discourse on the relationship between diet and disease to be “fictional.”

This isn’t the first time that Dr. Archer lobbed a grenade into the field of nutrition. In an article for RealClearScience, he (in)famously called the U.S. dietary guidelines a “scientific fraud” based on “implausible” data that “create[s] fear and uncertainty in American citizens.”

Clearly, Dr. Archer believes that nutrition science is not just misguided but actually harmful. That’s an extraordinary statement that requires extraordinary evidence.

Any nutrition study that’s based on self-reporting depends on the participants to be honest and fully revealing of their food and drink intake. At a time when we’re food-shamed on a daily basis by the government and the media for our “failings”. Even mostly honest reporters are likely to ever-so-slightly under-report their intake of whatever foods are the subject of this week’s “two-minute hate”. One of my favourite examples of blatant under-reporting is that — if you believe the reports — approximately half of all the booze sold in Britain is just poured down the drain:

The only real pitfall in this kind of research is the problem of people under-reporting how much they drink. The amount of alcohol sold in the UK is about twice the amount that people claim to drink, so unless we throw away a huge amount of booze, it is certain that people either forget about how much they drink or they deliberately lie to researchers. In either case, we can assume that the people who say they consume two drinks a day are probably consuming three or four drinks, in which case the amount that you have to drink to assume the same level of risk as a non-drinker is even more than this graph suggests.

H/T to Blazing Cat Fur for the link.

November 25, 2018

QotD: Calvin Coolidge, master of inactivity

Filed under: Government, Quotations, USA — Tags: — Nicholas @ 01:00

When asked to summarize the record of his administration, Coolidge replied, “Perhaps one of the most important accomplishments of my administration has been minding my own business.” The point wasn’t that he was lazy, the point was that it takes work to stop government from doing stupid things. “It is much more important to kill bad bills than to pass good ones,” he once remarked.

When Coolidge said, “When you see ten problems rolling down the road, if you don’t do anything, nine of them will roll into a ditch before they get to you.” Again, the point wasn’t laziness, it was confidence in the ability of society — a.k.a. the people — to figure things out for themselves. For every ten big problems our society faces, nine of them aren’t the government’s problem. Liberals think not only that all ten are the government’s problem, but that ten is an insanely low tally of the big problems the government is supposed to be dealing with. And fewer and fewer conservatives would endorse the Coolidge Ratio.

I’m increasingly convinced we’ll never have another one like him. My point isn’t that we don’t produce people like Coolidge anymore — though that’s more than a little true, too. It’s not that a Coolidge couldn’t get elected today either, though who could argue with that? It’s that even if we somehow produced a Coolidge and got him or her elected, the nature of the state is such that even Coolidge couldn’t really be Coolidge.

Jonah Goldberg, “The Unwisdom of Crowds”, National Review, 2017-01-21.

November 23, 2018

QotD: Inactivist bumper stickers

Filed under: Humour, Politics, Quotations, USA — Tags: — Nicholas @ 01:00

I’ve received several hundred suggestions for inactivist bumper-sticker slogans and, as befits the situation, I’ve been slow to read them. Still, I like some of them quite a bit:

    Visualize me ignoring you.
    How about “let’s not.”
    Don’t honk if you can’t be bothered.
    Don’t Act, NOW!
    If not now, whenever.
    Leave well enough alone
    Slacking: It’s not just for kids.
    YOU Save the Whales!
    Practice Random Acts of Self-Restraint.
    Ask Not.
    Future Site of Political Statement.

And so on.

But there’s a problem. Many readers segued too easily from celebrating inactivism to championing outright sloth. For example, “Practice Random Acts of Self-Restraint” is a fine inactive motto. But “They can have my channel changer when they pry it out of my cold, dead hand,” while very funny is off point. “Don’t Mess With Stasis,” doesn’t quite rhyme but it’s got the right idea. “Think globally, act loafally,” meanwhile, has the wrong idea — except insofar as it mocks people with stupid bumper stickers.

The funny thing is that inactivists are actually very active people. I would bet that — this is a broad generalization-the folks who find inactivism politically appealing probably work harder and are more successful then people who find conventional activism attractive. Inactivists didn’t boycott the Million Mom March simply because they had better things to do. They stayed home because they believe the Million Mom March was a vast, peripatetic parade of propaganda. Inactivists don’t fail to mobilize solely because we’d rather watch a rerun of Matlock than chant for vegetable rights and peace at city hall. We actually don’t believe in vegetable rights. We want our carrots to remain as chattel.

I agree that sloth is funny. And I suppose that’s why so many people want Homer Simpson to become the inactivist spokesperson. I laugh whenever I hear Homer Simpson speak admiringly of Teamsters: “Oh, I always wanted to be a Teamster. So lazy and surly… mind if I relax next to you?” And his campaign slogan when he ran for garbage commissioner was pretty good. “Can’t someone else do it?” The best line from that episode was when he told Springfield voters “Animals are crapping in our houses and we’re picking it up! Did we lose a war?” But still, Homer’s wrong when he tells his kids “You tried your best and you failed miserably. The lesson is: Never try.”

Jonah Goldberg, “Let History Come To You”, National Review, 2002-07-24.

November 21, 2018

Allied War Economy During World War 1 I THE GREAT WAR Special

Filed under: Britain, Economics, France, History, Italy, Military, USA, WW1 — Tags: , — Nicholas @ 04:00

The Great War
Published on 19 Nov 2018

Check Out Supremacy 1914: https://www.supremacy1914.com/index.p…

Financing and supplying the First World War was a huge economic undertaking that influenced the British, French, American and Italian economies profoundly and shaped the global balance of power.

QotD: Occupations and sex differences

Filed under: Business, Economics, Health, Quotations, USA — Tags: , — Nicholas @ 01:00

Sex differences are a distribution, not a hard, bright line. For example, the women’s world record in the hundred-meter dash is slower than the U.S. high school boys’ record. Men on average are faster than women. But the women at the top of the distribution — those Olympians — are still faster than most men. It would be absurd to say that a woman can’t run the hundred meter in 11 seconds, just because most women can’t. It would be equally absurd to say that men are not, on average, faster than women.

So it’s possible that the distribution of nurturing traits is skewed enough that fewer men will be good at the difficult and emotionally taxing job of providing intimate care for sick and needy people. While there are plenty of health care jobs that don’t require so much direct human interaction, they tend to require more training. And the ability to sit in a classroom and absorb material from a textbook is also a human trait that is unevenly and unfairly distributed. It’s not that no men can succeed in transitioning from old-style “manly” jobs to the pink-collar professions, but that fewer men may be able to do so than we’d like to think.

Megan McArdle, “Some Blue-Collar Workers Probably Shouldn’t Do Pink Jobs”, Bloomberg View, 2017-01-06.

November 20, 2018

Remy: The Legend of Stan Lee

Filed under: Government, Liberty, Media, Politics, USA — Tags: , , , — Nicholas @ 04:00

ReasonTV
Published on 19 Nov 2018

Remy recalls a time when experts were claiming “Hitler was a beginner compared to the comic-book industry,” and how Stan Lee took a stand.

Written and Performed by Remy
Video Produced by Meredith and Austin Bragg
Music tracks and background vocals by Ben Karlstrom

Gordon Lightfoot’s “Wreck of the Edmund Fitzgerald“

Filed under: Cancon, History, Media, USA — Tags: , , , , — Nicholas @ 03:00

Mark Steyn devotes a column to the work of Canadian singer/songwriter Gordon Lightfoot, particularly his very well-known ballad on the loss of the Edmund Fitzgerald on Lake Superior in 1975:

Edmund Fitzgerald, 1971
Detail of a photo from Wikimedia Commons

When it comes to trains and boats and planes, Gordon Lightfoot has hymned all three, but it’s the middle mode of transportation that produced the song he’s proudest of:

    The ship was the pride Of the American side
    Coming back from some mill in Wisconsin
    As the big freighters go
    It was bigger than most
    With a crew and good captain well seasoned…

In November 1975 Lightfoot chanced to be reading Newsweek‘s account of the sinking of a Great Lakes freighter in Canadian waters. He’s a slow and painstaking writer, which is one reason he’s given up songwriting – because it takes too much time away from his grandkids. But that day forty-three years ago the story literally struck a chord, and he found himself scribbling away, very quickly:

    The legend lives on From the Chippewa on down
    Of the big lake they called Gitche Gumee
    The lake, it is said Never gives up her dead
    When the skies of November turn gloomy…

“Gitche gumee” is Ojibwe for “great sea” – ie, Lake Superior – as you’ll know if you’ve read your Longfellow, which I’m not sure anyone does these days. Evidently Hiawatha was on the curriculum back east across Lake Huron in young Gordy’s Orillia schoolhouse. The Gitche Gumee reference may be why, when I first heard “The Wreck of the Edmund Fitzgerald“, I assumed its subject had sunk long before the song was written. In fact, it sank on November 10th 1975 – just a few days before Lightfoot wrote the number. When she’d launched in 1958, the Edmund Fitzgerald was the largest ship on the Great Lakes, and, when she passed through the Soo Locks between Lakes Superior and Huron, her size always drew a crowd and her captain was always happy to entertain them with a running commentary over the loudspeakers about her history and many voyages. For seventeen years she ferried taconite ore from Minnesota to the iron works of Detroit, Toledo and the other Great Lakes ports …until one November evening of severe winds and 35-feet waves:

    The wind in the wires
    Made a tattle-tale sound
    And a wave broke over the railin’
    And every man knew
    As the captain did too
    ‘Twas the witch of November come stealin’…

And about seventeen miles from Whitefish Bay the Edmund Fitzgerald sank, with the loss of all 29 lives. It remains the largest ship ever wrecked on the Great Lakes, launched in 1958 to take advantage of the new St Lawrence Seaway (to be opened by the Queen and President Eisenhower on an inaugural voyage by the Royal Yacht Britannia the following year) and specifically constructed to be only a foot less than the maximum length permitted. Edmund Fitzgerald was the then chairman of Northwestern Mutual Life Insurance of Milwaukee, and, as far as I’m aware, the only insurance company executive to be immortalized in a song title. Fifteen thousand people showed up for the ship’s launch at River Rouge, Michigan. It took Mrs Fitzgerald three attempts to shatter the champers against the bow, and then there was a further half-hour’s delay as the shipyard workers tried to loosen the keel blocks. After which the ship flopped into the water, crashed against a pier, and sent up a huge wave to douse the crowd. One spectator promptly had a heart attack and died.

And then came seventeen happy years. Even in the twenty-first century, there is something especially awful and sobering about death at sea: it is in a certain sense a reminder of the fragility of security and modernity. Whenever I’m in, for example, St Pierre et Miquelon, the last remaining territory of French North America, I stop by the monument aux marins disparus, sculpted in 1964 and to which many names have been added in the years since – because a ship put out, and somewhere on the horizon the great primal forces rose up from the depths and snapped it in two like a matchstick.

November 19, 2018

“You call someplace paradise/kiss it goodbye”

Filed under: Environment, USA — Tags: , , , , — Nicholas @ 05:00

The Eagles song “The Last Resort” references a generic paradise, not the California town of that name, yet it fits disturbingly well, as Gerard Vanderleun describes:

Paradise is not a town on some flat land out on the prairies or deep in the desert. Paradise is a series of cleared areas and roads superimposed on an extremely rugged terrain composed of deep, narrow ravines and high and densely wood ridges. The Skyway is fed by hundreds of paved and unpaved roads that twist and turn and rise and dip and then, at their OFFICIAL ends, run deeper still and far off the grid. If you live in Paradise you know there are hundreds of people living back up in those ravines and ridges that would be hard to find before the fire. In those places, the poor are lodged tighter than ticks.

I’ve seen, before the fire this time, people in the outback of Paradise so abidingly poor they were living in trailers from the 70s resting on cinder blocks and at most only two winters away from a pile of rust. These people would have had no warning of a fire, no warning at all. Instead of “sheltering in place” they would have been “incinerated in place.”

In the ravines and forests of Paradise, cell reception was so spotty that AT&T gave me my own personal internet driven cell-phone tower. If those off the grid in Paradise actually owned cell phones they would have been lucky to get an alert. But most of those did not own cell phones, and landlines didn’t run that deep in the woods. When the fire closed over them they would have had no warning. No warning until the trailer melted around them. And then there was, out behind but still close to their trailer, their large propane tank.

November 18, 2018

Ironically, Pabst may be forced to start brewing its own beers

Filed under: Business, USA — Tags: , — Nicholas @ 03:00

I’ve never had a PBR, so maybe all those hipster poseurs really do like the stuff, but their favourite ironic drink may be in danger, as Pabst is suing MillerCoors to force them to keep brewing the stuff for Pabst:

A Wisconsin courtroom was the setting this week for a lawsuit pitting some of the biggest names in watery American beer against each other. The case pits “hipster favorite” Pabst, parent of PBR, against the much larger MillerCoors, which Pabst claims wants “to put it out of business.”

Earlier this year, Pabst sued MillerCoors, alleging MillerCoors has engaged in “breach of contract, breach of anti-competition laws, fraud, and misrepresentation.” The companies’ currently have an agreement in which MillerCoors brews Pabst’s beer brands. That agreement is about to end, and MillerCoors seems ambivalent about renewing the contract. Pabst has asked the Wisconsin court to award it $400 million in damages and to force MillerCoors to renew the contract.

The case, which is being heard in state court in Milwaukee, could decide the future of Pabst’s entire portfolio of beers, from PBR to Old Milwaukee, Lone Star, Old Style, Colt 45, Natty Bo, Rainier, Schlitz, Olympia, Stroh’s, Schaefer, Schmidt’s, Pearl, and Blatz.

MillerCoors brews Pabst’s beers under a 1999 contract—a type of agreement known in the industry as contract brewing—that is set to expire in 2020. That contract contemplated two potential five-year renewals. MillerCoors argues the company should be free to determine whether to renew the contract, while Pabst alleges “that the two need to find a solution together if Pabst wants to continue the agreement.” Pabst also insists MillerCoors has a good-faith obligation to negotiate a renewal.

MillerCoors hasn’t foreclosed on continuing its partnership with Pabst. For example, it’s considered selling its Irwindale, California, facility to Pabst, or continuing to brew Pabst’s beers there at a much higher cost.

Pabst insists the only way the company can continue to exist is if MillerCoors, which is owned by Molson Coors, continues to produce its beers under contract at a cost Pabst finds fair. That may be true. Pabst doesn’t brew beer, and AB InBev, which owns industry leader Budweiser and which is likely the only other brewer large enough to produce the full Pabst line, forswears the contract-brewing model.

As Tim Worstall put it earlier this week: “Basically, and not accurately, Pabst books the advertising space and MillerCoors does everything else. And given that it’s the brand bit of brewing that makes the money, not the brewing bit, why would you continue such an arrangement if you didn’t have to?”

As Iowahawk put it, “Oh cripes when will I ever learn not to trigger the Beer Snobs”:

November 17, 2018

Modern houses are not flexible

Filed under: Cancon, USA — Tags: , , , — Nicholas @ 03:00

Kate Wagner, of McMansion Hell fame, discusses the pressures that have combined to create the modern western house and why they are not as flexible in use as we really need:

Houses are a particular paradox. We expect them to serve as long-term, if not permanent, shelter — the word “mortgage” even has the prefix mort, death, implying that the house will live longer than we will — but we also expect them to shift in response to our needs and desires. As Christopher Alexander writes in his treatise The Timeless Way of Building, “You want to be able to mess around with it and progressively change it to bring it into an adapted state with yourself, your family, the climate … to reflect the variety of human situations.”

That is exactly what we want — and we’ve gone about it in exactly the wrong way. We’ve ended up with overstuffed houses that attempt to anticipate every direction our lives could go, when what we need are flexible houses that can adapt to the lives we’re actually living.

But flexibility rarely comes up, as [Stewart] Brand points out in his book [How Buildings Learn], in the fevered brouhaha of building and architectural consumption. And if we’re going to rethink how flexible our houses are, we need to do so at the level of our structures and the way they are built.

[…]

Of course, the premier example of a house designed for stuff is the McMansion, which, as I have argued at length elsewhere, is designed from the inside out. The reason it looks the way it does is because of the increasingly long laundry list of amenities (movie theaters, game rooms) needed to accumulate the highest selling value and an over-preparedness for the maximum possible accumulation of both people (grand parties) and stuff (grand pianos). This comes at the expense of structure, skin, and services. The structure becomes wildly convoluted, having to accommodate both ceilings of towering heights and others half that size, often within the same volume. Because of this, the rooflines are particularly complex, featuring several different pitches and shapes, and the walls are peppered with large great-room windows (a selling feature!), and other windows on any given elevation consist of many different sizes and shapes.

The skin — which often features many different types of cladding — and the roof are, due to their complexity, more prone to vulnerabilities, such as leaks. Because of the equally complex internal space plan, often following the trend of more and more open floorplans and large internal volumes, services like heating and cooling have to combat irregular volumes and energy leakage through features like massive picture windows. Rooms are programmed for specific activities: craft rooms, man caves, movie theaters. This is a kind of architectural stockpiling, devoting space to hobbies that could easily be performed in other parts of the house, out of a strange fear of not having enough space.

November 15, 2018

“… like watching a spontaneous Humanitarian Olympics rise up out of the town itself”

Filed under: Business, Liberty, USA — Tags: , , — Nicholas @ 06:00

Gerard Vanderleun is one of the refugees from the Camp fire that burned out all of the town of Paradise, California. He’s staying in Chico, fortunately with a roof over his head, unlike many of his fellow Paradisians who lost literally everything but what they were wearing:

In the 24-Hour Walgreens Pharmacy on East Avenue, the pharmacists have been working overlapping shifts since the fire swept over Paradise last Thursday. These people and their back up staff work seemingly rock solid for hours on end. They fill and file and dispense medications which people from Paradise do not have with them. This is a demanding and thankless and exhausting task. And yet — I am the witness — they have been doing this without letup. Many have come in from surrounding towns, from Redding, to help and to keep the medications needed by a town of 30,000 displaced into a city of 80,000. Yes, the Walgreens pharmacists are leaving it all on the field.

Today, after the banking holiday of Monday, there was what can only be described as a run on the banks. Not a hostile or panicked run on the banks but just an overwhelming number of people needing to get their money straight in one way or another… such as “My ATM Card and My ID were melted in my wallet when my pants burst into flame.” Please understand that today in Chico that is a reasonable statement. And the bankers all showed up looking cool and formal and professional and competent and moved the vast lines of people through with all hands on deck and cleared up a myriad of money crises. One banker I spoke with came up from Santa Rosa on his day off to help the team. He was a sharp dressed man. He and the other bankers were leaving it all on the field.

They all were leaving it all on the field everywhere in Chico. From Penny’s in the Mall to the Birkenstocks Store downtown on Broadway. In big jobs, and in small jobs, there was a long train of people working at the top of their game no matter what their game was. It has been days of this now in Chico; days of there being no big jobs or small jobs but only the unremitting effort the people to help their fellow citizens no matter what.

And since none of the Acronym Agencies have really shown up yet, this has all been done without any real government organization. Instead, it has been like watching a spontaneous Humanitarian Olympics rise up out of the town itself; and once started it has become as self-organizing and self-sustaining as the fire itself. Today as I moved around Chico I saw a town, untouched itself by the flames, rise up to restore and rebuild the lives of their fellow citizens of Paradise; lives that the fire had stolen. And by the end of the day, you could feel, palpably feel, that Chico knew it would win. Chico was leaving it all on the field.

Tomorrow? Chico will do the same.

The Romance of the Rails

Filed under: Cancon, History, Railways, USA — Tags: , , — Nicholas @ 05:00

Randal O’Toole’s new book on North American railways goes straight to my “wish list”. He’s also a long-time fan of railways, but has been forced to admit that attempts to bring back the golden age of rail are wasted effort because railways — especially US and Canadian lines — are built to carry bulk freight efficiently and economically but attempts to also carry large numbers of passengers quickly cannot be successful without building entirely separate (high-speed) lines. This is from the introduction to The Romance of the Rails [PDF]:

Amtrak’s
Eastbound Empire Builder crossing Two Medicine Trestle at East Glacier MT on 20 July 2011.
Photo by Steve Wilson via Wikimedia Commons.

Early in my career, I joined the National Association of Railroad Passengers (NARP) and supported more funding for Amtrak. Later, I realized Amtrak was poorly managed and supported Amtrak reform. More recently, along with NARP founder Anthony Haswell — who is sometimes called the Father of Amtrak — I became completely disillusioned with the idea of government-run trains and have argued for abolishing the heavily subsidized federal passenger rail corporation.

My attitudes toward urban transit have also undergone a transition. In 1972, as an undergraduate student, I wrote a paper for the Oregon Student Public Interest Research Group (OSPIRG) advocating low-cost transit improvements in Portland aimed at attracting people out of their automobiles and reducing air pollution. When the director of OSPIRG later became general manager of TriMet, Portland’s transit agency, he implemented some of those improvements, and transit ridership surged. To be honest, I didn’t propose rail transit reform in 1972 simply because I didn’t think there was much chance of that happening. However, I later became more skeptical of rail transit when Portland built an expensive light-rail line, followed by more lines that were even more expensive.

That skepticism has led some people to call me “anti-transit” and “anti-passenger train.” But I’m not. If someone could design a rail system that attracted riders and efficiently moved them from place to place, I’d be the first to endorse it. As this book will show, however, this is no more likely to happen than the freight railroads converting back to steam power. The next technology replacement will not be people trading in their cars for high-speed trains and light rail. Rather, it will be people trading in their human-driven cars for increasingly autonomous cars that drive themselves.

The short answer to the question of why passenger trains and streetcars have been replaced by planes, cars, and buses is that rails are more expensive and less flexible than the alternatives. To understand why, the first 10 chapters of this book will delve deep into the history of rail to show how passenger rail transportation once worked, who it worked for, and what has changed so that it no longer works today. This history demonstrates why statements such as, “High-speed trains have faster downtown-to-downtown times than flying” or “Light rail provides an alternative to congested roads going to work” are not relevant. Chapter 11 discusses the question of why passenger rail seems to work in Europe and Asia but not in North America.

Chapters 12 through 17 will each focus on a different kind of passenger rail, from streetcars to high-speed rail. Finally, Chapter 18 will demonstrate why we love trains, but also why we can’t expect them to do for us what they did in the 19th century.

Passenger rail was once an important part of our history, but today it represents a drag on our economy. I still love passenger trains, but I don’t think other people should have to subsidize my hobby.

Colt Model 639: MACVSOG’s Vietnam Carbine

Filed under: Asia, History, Military, Technology, USA, Weapons — Tags: , , , — Nicholas @ 02:00

Forgotten Weapons
Published on 24 Oct 2018

http://www.forgottenweapons.com/colt-…

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The Colt Model 639 was the export version of the Colt Model 629, which was type classified by the US military as the XM177E2 and issued to MACVSOG special operations units in 1967 and 1968. Improved from the Model 609 carbine, the 629/639 has an 11.5 inch barrel and an interesting small muzzle device (“moderator”) which served to change the signature of its firing to sound much more like an AK-type rifle than an M16. The device does that job well – at least until it had been fired extensively, which slowly fills up the (non-disassemblable) unit with carbon and powder residue, substantially reducing its effectiveness. It has a full-fence lower, standard carbine buffer and spring, and a two position aluminum collapsing stock. It is the iconic weapon of US special forces in Vietnam.

Only about 100 of the Model 639 were made in the early 1970s, and many of those were sent back to Colt in 1975 under a recall. At that time, the ATF decided to classify the muzzle device as a silencer, prompting Colt to recall the guns and remove and destroy the devices. Some owners, however, kept their carbines and instead registered the muzzle devices, allowing them legally remain on the guns.

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