Quotulatiousness

February 13, 2023

It’s open season for balloons over North America

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

In The Line, yet another incursion into NORAD air space, and no, this isn’t a re-post from last week:

Holy jumpin’ Jeepers, folks, we’ve got more balloons!

On Friday, the Americans shot down another unidentified flying object — gulp — off the coast of Alaska. By Saturday, NORAD was reporting yet another one, this time over Canadian territory. NORAD jets scrambled, and an American F-22 destroyed the object over Yukon. Canadian military teams are now en route to recover the wreck and find out what the hell we are shooting at.

This was an exciting enough little pick-me-up on Saturday, but it wasn’t done. Later that night, another air defence emergency was declared over Montana, and American F-15 jets were scrambled out of Oregon to intercept an object that had been detected on radar. They were not able to find anything, and as of press time, NORAD has said only that they will continue to monitor the situation.

A few points we’d make about a truly bizarre series of stories.

The first is that there’s nothing wrong or particularly embarrassing about an American plane defending Canadian air space. NORAD is a joint bi-national command. Missions are tasked to the first available aircraft. That might sometimes mean a Canadian jet defending U.S. territory. It’s happened! On Saturday, the object was closer to American bases in Alaska than the nearest CF-18 base in Alberta. There probably is a conversation worth having about whether Canada should maintain a small alert force of jets further north, better able to respond in the future. That’s expensive and logistically complicated, but may still be worth considering. For now, the system functioned as intended. So we say, quite sincerely, thanks, America. We appreciate the help.

That being said, we do think this is a useful reminder that the long and repeated delays by Canada to both replace the aging CF-18 jets and modernize NORAD with new sensors and capabilities were reckless and dumb. It was obvious that the CF-18s needed replacing when Stephen Harper took office, but we only got that underway in recent months. NORAD, for its part, functions well as an institution but needs upgraded technology. That project also should have begun many years ago. In both cases, we delayed because we didn’t want to spend the money and because defence projects in this country are almost always politically fraught. The Russian invasion of Ukraine and now the weird series of aerial intruders is a useful reminder that neglecting your own defences is never a good idea. We are realists about Canada’s ability to field a massive military, but our geography, in so many ways a blessing, does impose a few costs back on us. It’s not easy to patrol and police such massive territories, especially with a relatively small and concentrated population. But we have to do it. It’s what being a country means. Too often, we haven’t. We hope that changes. With the NORAD modernization announced and the F-35s ordered, perhaps we’re finally making right some of these failures. We hope so. But we are jaded, friends. We admit that.

Our final point is an appeal to calm. We don’t really know what the hell is happening with all these aerial intruders either, but there could easily be a pretty mundane explanation. Radar sets have programmable software filters that are intended to avoid cluttering up the scopes with too much information. Without these filters, clouds, snow storms and birds can cause returns that may look like planes and missiles. One way of filtering out such clutter is by establishing a minimum speed for flagging an object. Balloons are likely normally below that minimum. Your Line editors suspect that part of what is happening right now is that we’ve adjusted those filters, and are suddenly seeing things that were already there all along.

Is that better, or worse? We don’t know. We can make that argument either way. In any case, that may be what’s happening.

Or hell, maybe it’s aliens, and Canada and the U.S. just declared war on a more sophisticated race that travelled across the vastness of the stars only to end their journey by being murdered by Justin Trudeau and Joe Biden. We doubt it, to be honest. But it’s been a weird few years already, no?

February 7, 2023

Big Sky fascism, according to the New York Times

Filed under: China, Media, Politics, USA — Tags: , , , — Nicholas @ 03:00

In The Free Press, Walter Kirn expresses dismay to discover that he’s been living in a “quasi-fascist” state for 30 years and didn’t even notice until the Grey Lady informed him about it recently:

Just a few weeks back, I sat down with my morning coffee, opened up the paper and learned that I now live in a quasi-fascist state. It said so in the paper.

The paper wasn’t a local publication but one from a couple thousand miles away, the New York Times, whose glossy Sunday magazine included a lengthy, illustrated feature with the five-alarm headline How Montana Took a Hard Right Turn Toward Christian Nationalism. To illustrate the state’s alleged swerve toward neo-fascist theocratic rule — a dire development I’d somehow missed — the story included a scary gothic photo, heavily filtered to bring out its dark tones, of a ghostly white cross on a bare hillside reflected in a passing rearview mirror. It also included, of course, a Yellowstone reference and Kevin Costner’s name — right up top, where the search engines would see them.

Since moving to small-town Montana from New York City over 30 years ago, I’d lived through at least a couple of cycles of ominous national coverage of my state. Without going into the details, let me assure you that this article was bunk, as exaggerated as the photo.

But fiction is fact where Montana is concerned, particularly on the country’s coasts, where tales are told about the country’s interior that the country’s interior lacks the clout to counter, much as our guns lack the range to bring down aircraft. Despite our legendary swagger, Montanans are largely helpless against the country’s more powerful forces. The missiles on our prairies aren’t missiles we asked for, just missiles that formidable others wished to plant here. They make us a target, but we don’t control them.

Do I sound defensive? Perhaps I am.

I live in a state with zero big-league sports teams, not a single Fortune 500 corporation, and no national media influence to speak of — unless you count made-up shows about fake ranchers slugging it out in scripted brawls. I’m one of about a million residents, all of whom, no matter their circumstances, are up against the myth-making machines of cities and states of imperial wealth and numbers. And imperial attitudes, dare I say, which emerge in their basic, perennial story about us: those folks from the steppes and mountains are growing restless, including the ones who’ve just moved there to go skiing, who appear to be worse than the ones already living there, who we’ve always found unsettling enough.

When the spy balloon floated across America, the rest of the country got a taste, perhaps, of Montana’s stoic colonial impotence. For days, we could point, but we weren’t allowed to shoot — great-power diplomacy prevented it. Americans may think we’re tough, as Montanans may think they’re tough, but it seems that we’re tough in the way that actors in westerns are: only with the permission of the director, only symbolically. Down went the balloon on Saturday to much applause, but the spectacle was pure cinema by then, like a fistfight on Yellowstone that draws fake blood.

But at least we proud Montanans kept our honor. We spied the lurking villain, we called the sheriff, we warned our neighbors, we did what we could do. I suspect we’ll continue in this role, watchful vigilantes of the skies. There’s trouble afoot – you can feel it everywhere, particularly if you dwell near nuclear missiles, particularly if you live where there’s no cover — and someone has to stand lookout on the hill.

May 6, 2021

Fallen Flag — the Northern Pacific Railway

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

This month’s Classic Trains fallen flag feature is the Northern Pacific Railway by George Drury. The NP was a government-authorized transcontinental line planned to run from a Great Lakes port to the Pacific Northwest. Its founding legislation was passed during the American Civil War but construction of the right of way didn’t begin until 1870 and the line was completed in September, 1883. The railway was granted up to 60 million acres in land grants, but eventually only claimed about 40 million acres (much of this land was already occupied or claimed by various First Nations tribal groups who — of course — were given no choice about having a railway built through their lands and many actively fought against the railway eventually requiring formal US Army protection for the surveying and building crews).

Despite the vast land grants, the costs of building the railway eventually drove Jay Cooke, the original financial backer, into bankruptcy which was one of the major triggers of the financial disaster known as the Panic of 1873. The economic impact was widespread and was known — until the 1930s — as the “Great Depression”, and the US economy took several years to resume growth while other industrialized countries suffered the effects for longer.

NP reorganized by converting the bonds to stock, and the Lake Superior & Mississippi was reorganized as the St. Paul & Duluth. In 1881 control of the NP was purchased by Henry Villard, who also controlled the Oregon Railway & Navigation Co. and the Oregon & California Railroad. On Sept. 8, 1883, NP drove a last spike at Gold Creek, Mont., near Garrison, completing a line from Duluth to Wallula Junction, Wash. Northern Pacific trains continued on the rails of the OR&N to Portland, where NP’s own line to Tacoma resumed (it crossed the Columbia River by ferry from Goble, Ore., to Kalama, Wash.).

Even before completing the line at Gold Creek, NP began constructing a direct line from Pasco, Wash., over the Cascade Range to Tacoma. The Puget Sound area was beginning to grow, and NP wanted to reach it with its own line rather than rely on OR&N. Indeed, soon after the last-spike ceremonies, Villard’s empire collapsed and OR&N became part of Union Pacific (Southern Pacific got the Oregon & California). The Pasco–Tacoma line opened in 1887, with temporary switchbacks carrying trains over Stampede Pass until the opening of Stampede Tunnel in May 1888.

To help populate the railway’s claimed lands, colonization offices were established in northern Europe in the mid-1880s to attract immigrants to settle and farm along the right of way. Many Americans of German or Scandinavian ancestry can trace their roots back to these programs, which generally offered very cheap package deals for transportation to the United States along with parcels of land and other inducements.

Detail from an 1885 Rand McNally publication showing a “Shipper’s Guide To All Points On And Connections To the Northern Pacific Railroad, Its Branches And Connecting Lines”
Original scan from the Norman B. Leventhal Map Center at the BPL via Wikimedia Commons.

In 1901 Northern Pacific and Great Northern gained control of the Chicago, Burlington & Quincy by jointly purchasing approximately 98 percent of its capital stock. That same year James J. Hill and J. P. Morgan formed the Northern Securities Co. as a holding company for NP and Great Northern. The U.S. Supreme Court dissolved Northern Securities in 1904. In 1905 the two roads organized the Spokane, Portland & Seattle, which was completed from Spokane through Pasco to Portland in 1908. GN and NP attempted consolidation in 1927, but the Interstate Commerce Commission made giving up control of the Burlington a requisite for approval, a condition the roads found unacceptable.

In October 1941 NP purchased the property of the Minnesota & International Railway (Brainerd to International Falls, Minn.), which it had controlled for a number of years.

In image, Northern Pacific was the most conservative of the three northern transcontinentals. (Great Northern was a prosperous, well-thought-out railroad; the Milwaukee Road was a brash newcomer.) Bulking large in NP’s freight traffic were wheat and lumber. In the 1920s and 1930s NP suffered from smaller than usual wheat crops and competition from ships for lumber moving to the East Coast. Ship competition decreased during World War II, and postwar prosperity brought an increase in building activity and population growth to the area NP served. NP was the oldest of the northern transcontinentals and had been instrumental in settling the northern plains. It served the populous areas of North Dakota, Montana, and Washington. Its slogan was “Main Street of the Northwest,” and its secondary passenger train of the 1950s and ’60s was the Mainstreeter. Its flagship was the North Coast Limited, launched in 1900.

In 1956 NP and Great Northern again studied merger of the two roads, the Burlington, and the Spokane, Portland & Seattle. In 1960 the directors of both roads approved the merger terms. On March 2, 1970, NP was merged into Burlington Northern along with Great Northern; Chicago, Burlington & Quincy; and Spokane, Portland & Seattle.

September 3, 2020

Fallen Flag — The Great Northern Railway

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

This month’s Classic Trains featured fallen flag is an American railway that definitely deserved to call itself “great”, James J. Hill’s Great Northern Railway. Hill was noteworthy as the only “Robber Baron” of that era who was scrupulous in avoiding government entanglements (including grants, loans, subsidies, and other forms of money-with-political-strings-attached), building his entire railway system using private funds and rational profit-oriented economic decision-making (the other transcontinental lines often over-built to claim higher subsidies or added money-losing branch lines to please powerful politicians). The result was that when economic hard times hit the railway business, his was the only transcontinental that never needed to declare bankruptcy.

In an earlier post, Dane Stuhlsatz summarized the GN’s engineering:

Hill’s line […] was methodically surveyed and built, on the shortest routes possible, with the least gradient possible, and using the best steel and other materials on the market at the time. Rather than political largess, Hill made his decisions based on profit and loss. But, for all the efficiency that Hill built into his line — he was able to transport across the country faster, cheaper, and with less maintenance costs than could the UP and CP — arguably the most important aspect for the viability of his business was the freedom to conduct business untethered by the strings that accompanied government subsidies.

Route map of the Great Northern Railway, circa 1920. Red lines are Great Northern trackage; dotted lines are other railroads.
Map by Elkman via Wikimedia Commons.

George Drury outlines the origins of the railway:

In 1857, the Minnesota & Pacific Railroad was chartered to build a line from Stillwater, Minnesota, on the St. Croix River, through St. Paul and St. Cloud to St. Vincent, in the northwest corner of the state. The company defaulted after completing a roadbed between St. Paul and St. Cloud, Minnesota, and its charter was taken over by the St. Paul & Pacific Railroad, which ran its first train between St. Paul and St. Anthony (now Minneapolis) in 1862.

For financial reasons the railroads were reorganized as the First Division of the St. Paul & Pacific. Both StP&P companies were soon in receivership, and Northern Pacific, with which the StP&P was allied, went bankrupt in the Panic of 1873.

Canadian-born “Robber Baron” James J. Hill (1838-1916) in 1914.

In 1878 James J. Hill and an associate, George Stephen, acquired the two St. Paul & Pacific companies and reorganized them as the St. Paul, Minneapolis & Manitoba Railway (“the Manitoba”). By 1885 the company had 1,470 miles of railroad and extended west to Devils Lake, North Dakota. In 1886 Hill organized the Montana Central Railway to build from Great Falls, Montana, through Helena to Butte, and in 1888 the line was opened, creating in conjunction with the StPM&M a railroad from St. Paul to Butte.

In 1881 Hill took over the 1856 charter of the Minneapolis & St. Cloud Railroad. He first used its franchises to build the Eastern Railway of Minnesota from Hinckley, Minnesota, to Superior, Wisconsin, and Duluth. Its charter was liberal enough that he chose it as the vehicle for his line to the Pacific. He renamed the road the Great Northern Railway; it then leased the Manitoba and assumed its operation.

[…]

Even before completion of the route from St. Paul, the Great Northern opened a line along the shore of Puget Sound between Seattle and Vancouver, British Columbia, in 1891. In the years that followed, Hill pushed a number of lines north across the international boundary into the mining area of southern British Columbia in a running battle with Canadian Pacific. In 1912 GN traded its line along the Fraser River east of Vancouver to Canadian Northern for trackage rights into Winnipeg.

Great Northern gradually withdrew from British Columbia after Hill’s death. In 1909 the Manitoba Great Northern Railway purchased most of the property of the Midland Railway of Manitoba (lines from the U.S. border to Portage la Prairie and to Morden), leaving the Midland, which was jointly controlled by GN and NP, with terminal properties in Winnipeg. The Manitoba Great Northern disposed of its rail lines in 1927. They were later abandoned.

Postcard photo of the Great Northern Railway’s “Empire Builder” streamliner between Everett and Seattle, Washington, circa 1963.
Great Northern Railway postcard via Wikimedia Commons.

The Great Northern and Northern Pacific lines agreed to a merger in 1901 (both lines were controlled by Hill) but the plan was vetoed by the Interstate Commerce Commission. A second attempt in the 1920s after Hill’s death was again turned down by the regulator unless the combined company divested ownership of the Chicago, Burlington & Quincy which was both railways’ connection from Minneapolis to Chicago. It was only on the final attempt in 1970 that the deal gained the government’s grudging approval and the Great Northern, Northern Pacific, and CB&Q merged to form the Burlington Northern.

May 26, 2017

A Brief History of Politicians Body-Slamming Journalists

Filed under: Media, Politics, USA — Tags: , , , , , — Nicholas @ 06:00

Published on 25 May 2017

In the twilight hours of a special election to replace Montana’s lone congressman, Republican hopeful Greg Gianforte reportedly “body slammed” and punched a Guardian reporter after the journalist tried to ferret out an answer about GOP health care plans. In this video Reason TV imagines a world in which other, high profile politicians give into violent impulses when confronted by the press.

Polls opened in Montana less than twenty-four hours after Gianforte’s confrontation with Guardian reporter Ben Jacobs, and his subsequent assault charge. In the event that Mr. Gianforte is elected to Congress there is a reasonable chance he will interact with more journalists in the future, and possibly even have to formulate responses to Republican legislation at some point.

Written by Andrew Heaton, Austin Bragg, and Meredith Bragg
Performed by Andrew Heaton and Austin Bragg
Produced by Meredith Bragg and Austin Bragg

March 5, 2015

Reason.tv – Montana’s Yoga Pants Ban is a Joke (or is it?) Nanny of the Month (Feb ‘15)

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

Published on 4 Mar 2015

They’re busting backyard archery in Minnesota, and massage shops in California, but you’ll find the Nanny of the Month in the Big Sky state where one lawmaker got his undies in a bunch over the Bare as You Dare bike ride and decided to crack down on indecent exposure, including yoga pants! (Especially the extra-naughty beige colored ones.)

But wait, is the whole ban one big joke or is the state representative who proposed it backpedaling in the face of ridicule?

December 31, 2012

Railroads see traffic boom as pipelines are delayed

Filed under: Business, Economics, Railways, USA — Tags: , — Nicholas @ 12:53

The increase in railroad traffic from handling shipments of shale oil is having a very positive effect on the rail companies’ bottom lines:

Energy companies behind the oil boom on the Northern Plains are increasingly turning to an industrial-age workhorse — the locomotive — to move their crude to refineries across the U.S., as plans for new pipelines stall and existing lines can’t keep up with demand.

Delivering oil thousands of miles by rail from the heartland to refineries on the East, West and Gulf coasts costs more, but it can mean increased profits — up to $10 or more a barrel — because of higher oil prices on the coasts. That works out to roughly $700,000 per train.

The parade of mile-long trains carrying hazardous material out of North Dakota and Montana and across the country has experts and federal regulators concerned. Rail transport is less safe than pipelines, they say, and the proliferation of oil trains raises the risk of a major derailment and spill.

Since 2009, the number of train cars carrying crude hauled by major railroads has jumped from about 10,000 a year to a projected 200,000 in 2012. Much of it has been in the Northern Plains’ Bakken crude patch, but companies say oil trains are rolling or will be soon from Texas, Colorado and western Canada.

December 26, 2011

Montana voters angry over “indefinite detention” vote, seek to recall their senators

Filed under: Government, Liberty, USA — Tags: , , , , , — Nicholas @ 11:42

Jonathan Turley has the details:

We have been discussing the disconnect between citizens who have repeatedly opposed continued rollbacks of civil liberties and the Democratic and Republican leadership pushing for such rollbacks, including the recent provision allowing indefinite detention of citizens under the National Defense Authorization Act of 2011 (NDAA). Now Montana citizens have decided to try another approach given the non-responsive attitude of our leaders — they are moving to remove their two Senators from office over their votes in favor of indefinite detention powers.

Montana is one of nine states with recall laws. The other states are Arizona, Colorado, Louisiana, Michigan, Nevada, North Dakota, Oregon, and Wisconsin. Eighteen states have recall laws, but most do not apply to federal officers.

H/T to Radley Balko for the link.

March 4, 2011

Don’t text and drive

Filed under: Randomness — Tags: , — Nicholas @ 08:19

A few images sent along by Dave Carr:

Looks like the guardrail did its job here, keeping the SUV out of the ditch, right? Well, not quite the way the traffic engineer thought it would:

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