Overly Sarcastic Productions
Published on 9 Jul 2019O Chicago, a city near and dear to my heart. And not just because I have a healthy respect for pizza that’s functionally pie.
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In early December 1967, the New York Central finally had to give up on their famous passenger train, the 20th Century Limited between New York City and Chicago. Kevin Keefe tells the sad story:
The streamlined steam locomotive New York Central Hudson No.5344 “Commodore Vanderbilt”, as it left Chicago’s LaSalle Street station pulling the 20th Century Limited.
Photo via Wikimedia
I don’t know what I was doing on the afternoon of December 3, 1967, but I know where I should have been: on the platform of Union Station in South Bend, Ind., awaiting the passage of the last westbound edition of New York Central’s legendary 20th Century Limited. That’s right, it’s been 50 years since NYC pulled the plug on what was generally considered the “world’s most famous train.” The final runs of trains 25 and 26 were unceremonious, as depicted in various photos that ran in the March 1968 issue of Trains. But “unceremonious” doesn’t begin to do justice to the westbound edition: it arrived in Chicago’s La Salle Street Station hours late due to a freight derailment the night before in eastern Ohio. Just looking at these sad images from December 2-3, 1967, you can image how relieved NYC and its president, Al Perlman, must have been to be done with the train once and for all.
The economics that drove NYC’s decision were brutal. As author Fred Frailey reported in his terrific book Twilight of the Great Trains, the Century’s traditional patrons deserted the train. “On May 20, 1967,” wrote Frailey, “the westbound Century carried but 18 people in coach, 34 in the sleepercoach (budget sleeper) and 40 in sleeping cars; its eastbound counterpart had 31 in coach, 42 in sleepercoach and 20 in the sleepers. In other words, you could have seated almost everyone in one seating in the twin-unit dining car.”
Editor David P. Morgan understood the passenger-train economics that drove Perlman to kill the Century, but in that March ’68 issue of Trains he couldn’t suppress his disgust at NYC’s cavalier behavior for the last runs: “Such a train deserved better than the noiseless euthanasia it received. Kansas doodlebugs have been lopped off with as much ceremony.”
The most poignant images of that day are images of both trains 25 and 26 pausing alongside a wet platform at Buffalo’s Central Terminal, their two observation cars that night, Wingate Brook and Hickory Creek, headed in opposite directions to die forever.
Photos of the 20th Century Limited on the final run at the link.
One of several videos from other passengers on the flight:
Some reactions from around the net to a United Airlines initiative to treat their customers like unruly prison inmates:
Southwest changes slogan in wake of #United pic.twitter.com/fnNf5NtRo2
— Jordan (@jordansammy) April 11, 2017
The world is rightly abuzz over an awful incident yesterday in which a man was beaten and dragged off a plane by police at Chicago’s O’Hare airport for the crime of wanting to use the seat he’s paid for on a United Airline flight getting ready to leave for Louisville.
The man claimed to be a doctor who had patients to see the next morning, explaining why he neither took an initial offer made to everyone on the plane to accept $400 and a hotel room for the night in exchange for voluntarily giving up his seat nor wanted to obey a straight-up order to leave, in an attempt on United’s part to clear four seats for its own employees on the full flight.
No one considered even the $800 that was offered after everyone had boarded enough for the inconvenience, so United picked four seats and just ordered those in them to vacate. But the one man in question was not interested in obeying. (Buzzfeed reports, based on tweets from other passengers, that the bloodied man did eventually return to the plane.)
While United’s customer service policies in this case are clearly heinous and absurd, let’s not forget to also cast blame on the police officers who actually committed the brutality on United’s behalf. NPR reports that the cops attacking the man “appear to be wearing the uniforms of Chicago aviation police.”
However violent and unreasonable the incident might appear to us mere ignorant peasants, the CEO assures his minions that beatings of this sort are totally within normal procedural guidelines:
The head of United Airlines said in an email to his employees Monday that the security guards who violently dragged a passenger from his seat were following “established procedures for dealing with situations like this,” according to a tweet by CNBC reporter Steve Kopack.
“As you will read, the situation was unfortunately compounded when one of the passengers we politely asked to deplane refused and it became necessary to contact the Chicago Aviation Security Officers to help. Our employees followed established procedures for dealing with situations like this,” wrote Oscar Munoz, CEO of United Airlines.
Munoz’s message to staff comes amid public scrutiny after a passenger refused to relinquish his seat on an overbooked plane and was violently dragged off the plane by three security officers.
Surfaced videos of the incident have since gone viral.
Headline: passenger beaten, abused by United Airlines
Me: how could he tell— David Burge (@iowahawkblog) April 10, 2017
Some of my favorites include environmental building requirements tied to government contract approval. The LEED certification is such a joke. There are a ton of “real” categories, like motion detecting lights, solar / thermal filtering windows, CO2 neutral engineering. But if you can’t get enough of that, you can also squeeze in with points for “environmental education”. For instance, a display in the lobby discussing the three solar panels on the roof, or with a pretty diagram of the building’s heat pump system. You can end up getting a platinum LEED certification and still have the highest energy consumption density in the city of Chicago, as it turns out.
The proprietor of the Finem Respice blog, quoted by Warren Meyer, “Diesel Emissions Cheating, Regulation, and the Crony State”, Coyote Blog, 2017-01-14.
Tim Harford discusses high speed trading and its potential problems:
“High-frequency trading” is a rich environment of algorithms, of predators and prey, all trying to make money by trading financial products at tremendous speed. But the basic proposition is simple to state. When the price of a share rises in New York, the price of related contracts will rise in Chicago just as soon as the news arrives. But if everyone else gets the news on the regular cable, and you’re renting space on the faster cable, you can see into everyone else’s future by (say) 0.7 milliseconds, plenty of time to buy soon-to-rise assets and then, less than a thousandth of a second later, to sell them again.
You don’t have to be a socialist to find this kind of thing discomfiting. There are three concerns. The first is that scarce resources are being spent on high-speed connections that have no social value in what is at best a zero-sum game. The second is that high-frequency traders may be making money at the expense of fundamental investors. The third problem is that such trading appears to introduce systemic risks. The “flash crash” of May 2010 is still poorly understood, which should ring alarm bells — especially since the need for speed means most high-frequency algorithms are simple and therefore stupid.
What, then, should be done? Rather than trying to slow down the algorithms, why not slow down the market? Most financial exchange markets run continuously, effectively assuming that traders can react instantaneously, withdrawing out-of-date offers and replacing them with up-to-the-picosecond prices. It’s this flawed premise — that all trades could be instantaneous — that means that no matter how fast the computers get, there will always be an incentive to go faster still.
A simple way for an exchange to improve matters would be to run an auction once a second, batching together all the offers to buy and sell that have been submitted during that second. Unsuccessful bids and asks would be published and would remain on the books for the next auction, unless withdrawn. One auction a second ought to be enough for anyone; it would deliver a stream of well-behaved data to regulators — currently unable to figure out what is going on — and it is plenty of time for a computer to weigh its options.
Steve Chapman on a recent proposal that will penalize the non-violent for violence in their community:
For urban politicians, gun control is like the bar in Cheers — a place of refuge they can seek out whenever things aren’t going well. Things aren’t going well on the crime front in Chicago, with homicides up 25 percent this year. So what else can our elected leaders do but promise action against guns?
Action against the possession and use of guns by violent felons would be a good idea, but the proposal offered by Cook County Board President Toni Preckwinkle is something else: a penalty on nonviolent citizens who bear no blame for the carnage.
Preckwinkle suggested a tax on sales of firearms and ammunition, with the goal of defraying the costs that gunshots create for the county hospital and jail. Her spokesperson couldn’t say what the tax rate would be or how much revenue it would yield but said the fee would be “consistent with our commitment to pursuing violence reduction in the city and in the county.”
[. . .]
The levy was dubbed a “violence tax,” which is exactly what it isn’t. It would not target criminals who have malice in mind, but would fall entirely on the law-abiding.
Anyone convicted of a felony, after all, is ineligible for an Illinois Firearm Owner’s Card, which is legally required to buy guns or bullets. Under federal law, felons are barred from owning guns. So ex-con gang members would not pay the tax, because they make all their purchases in the illegal market. It would hit only those gun owners who have used their firearms responsibly.
Writing at Marginal Revolution, Alex Tabarrok wonders “Why haven’t the $500 bills been picked up?”:
High speed rail, especially California’s project, looks to me to be monorail economics, a costly boondoggle whose appeal lies not in rational calculation […] but in the desire of some politicians (and voters) to feel visionary and sexy. In theory, CA HSR might work but the inevitable reviews, delays, lawsuits and special interest payoffs make the prospects of a beneficial project look dim, demosclerosis kills.
Slow speed rail, however, i.e. freight transport, isn’t sexy but Warren Buffett is investing in rail and maybe we should as well. In particular, there are basic infrastructure projects with potentially high payoffs. Congestion in Chicago, for example, is so bad that freight passing through Chicago often slows down to less than the pace of an electric wheel chair. Improvements are sometimes as simple as replacing 19th century technology with 20th century (not even 21st century!) technology. Even today, for example:
…engineers at some points have to get out of their cabins, walk the length of the train back to the switch — a mile or more — operate the switch, and then trudge back to their place at the head of the train before setting out again.
In a useful article Phillip Longman points out that there are choke points on the Eastern Seaboard which severely reduce the potential for rail:
…railroads can capture only 2 percent of the container traffic traveling up and down the eastern seaboard because of obscure choke points, such as the Howard Street Tunnel in downtown Baltimore. The tunnel is too small to allow double-stack container trains through, and so antiquated it’s been listed on the National Register of Historic Places since 1973. When it shut down in 2001 due to a fire, trains had to divert as far as Cincinnati to get around it. Owner CSX has big plans for capturing more truck traffic from I-95, and for creating room for more passenger trains as well, but can’t do any of this until it finds the financing to fix or bypass this tunnel and make other infrastructure improvements down the line.
Chicago is where rail traffic goes to get delayed:
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.
This is very amusing, unless you’re a taxpayer:
The latest in lunacy in high-speed rail lunacy: at Joel Kotkin’s newgeography.com Wendell Cox reports that the U.S. Transportation Department is dangling money before the government of Iowa seeking matching funds from the state for a high-speed rail line from Iowa City to Chicago. The “high-speed” trains would average 45 miles per hour and take five hours to reach Chicago from Iowa City. One might wonder how big the market for this service is, since Iowa City and Johnson County have only 130,882 people; add in adjoining Linn County (Cedar Rapids) and you’re only up to 342,108 — not really enough, one would think, to supply enough riders to cover operating costs much less construction costs.
The federal government must be getting desperate to find some state willing to take this deal . . .
Chicago is contemplating one of the more effective ones:
Breaking down communities by creating incentives for friends and neighbors to betray one another is a much more effective tool in developed nations with less salient cultural cleavages a ruler can exploit. Creating distrust in society increases the public’s demand for government and reduces our ability to create (market and non-market) voluntary institutions to compete with government. If we think our neighbors are out to get us, we’re less likely to want to deal with them on a voluntary basis and more likely to demand they be controlled by government. Destroying community is good for government.
The Chicago city government seems to have realized this. It is considering a “Tax Whistleblower Program” which would pay people to rat on “tax cheats.” Grassers will most likely be paid a percentage of back taxes collected. The city officials are claiming that it’s “just another way of bringing people into compliance.” No doubt it will be an effective one too, since community can be a fragile thing.
All it takes is one neighbourhood busybody being financially rewarded for squealing on the guy down the street. Everything tends to snowball as trust evaporates and everyone starts to view their neighbours as potential threats.
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