Quotulatiousness

May 10, 2023

From Thomas Szasz to Jordan Neely – how noble ideals can lead to terrible results

At Samizdata, Natalie Solent remembers how her early discovery of Ideology and Insanity by Thomas Szasz helped to shape her philosophical views in a generally libertarian direction. On the other hand, as the death of Jordan Neely shows, one of the long-term results of Szasz’s denunciation of the institutionalization of the mentally ill has been a vast increase in violence, vandalism, and anti-social behaviour in urban areas:

    Szasz believed that if we accept that “mental illness” is a euphemism for behaviors that are disapproved of, then the state has no right to force psychiatric “treatment” on these individuals

Great stuff. I think Szasz still has much to teach us… but I suppose by now you have all heard of the killing of Jordan Neely on a New York subway train?

I have linked to the Wikipedia account for convenience, but I do not trust Wikipedia. There are very few media outlets I do trust on subjects like this. The magazine USA Today initially called Neely a “beloved subway performer”. USA Today has changed the article since, but I saw it when it still had the original wording. The article was right to say that Jordan Neely was a human being with a tragic past, but he was not beloved by users of the New York subway. Back in 2013, a Reddit post on /r/nyc warned passengers, “Try to stay away from the Michael Jackson impersonator if you see him … Just avoid the guy at all costs, try not to look at him at all. Stay safe.” That was Neely. By the time of his death, he had been arrested more than forty times, including for crimes of violence.

There are thousands of Americans like Neely who still live as he lived, exercising the right Thomas Szasz helped gain them to be mentally ill (or whatever you want to call it) drug addicts living on the subways and roadside verges of America. It is not going well for them or for others. A viral graph shows the declining proportion of Americans held in mental hospitals and the rising proportion of Americans held in prisons forming a neat “X” over the course of the twentieth century. Liberals in the U.S. sense have a prodigious capacity to not see inconvenient facts, but even they are being forced to notice that the presence of the crazies and junkies is causing their beloved public spaces and public facilities to become dirty, frightening places to which much of the public only goes when it must.

There is a libertarian solution of course: fewer public spaces. This would increase, not decrease, the number of places where the public could happily go. Junkies and crazies are much less of a problem in shopping malls, because the owners still retain some power to eject them. I feel no shame in saying that a further benefit would be that said junkies and crazies would be under more pressure to seek treatment if the state no longer facilitated them sleeping on the sidewalks and the subway trains.

Unfortunately for everyone, this solution is politically impossible in the current climate. Even in the miraculous event that the public transport systems and the streets of New York, San Francisco and Chicago were privatised tomorrow, anti-discrimination law would ensure that practically no one could be excluded.

Thomas Szasz had a noble ideal. Sadly, the way it combined with the dominant ideals of our time has produced very bad results. I know what should and could be done to make things better in a sane society, but the US in 2023 is not that society. So what can be done?

May 4, 2023

Why British train enthusiasts hate this man – Dr. Beeching’s Railway Axe

Train of Thought
Published 27 Jan 2023

In today’s video, we take a look at one Doctor Richard Beeching, the man who ripped up a third of Britain’s railways with nothing but a pen and paper.

(more…)

January 30, 2023

Crime on Toronto’s public transit system is merely a symptom of a wider social problem

As posted the other day, Matt Gurney’s dispiriting experiences on an ordinary ride on the TTC are perhaps leading indicators of much wider issues in all of western society:

“Toronto subway new train” by BeyondDC is licensed under CC BY-NC-ND 2.0 .

Caveats abound. Toronto is, relatively speaking, still a safe city. The TTC moves many millions of people a week; a large percentage of whom are not being knifed, shot or burnt alive. And so on. We at The Line also suspect that whatever is happening in Toronto isn’t happening only in Toronto, but Toronto’s scale (and the huge scope of the TTC specifically) might be gathering in one place a series of incidents that would be reported as unconnected random crimes in any other city. A few muggings in Montreal or Winnipeg above the usual baseline for such crimes won’t fit the media’s love of patterns as much as a similar number of incidents on a streetcar or subway line.

Fair enough, duly noted, and all that jazz.

But what is happening out there?

Your Line editors have theories, and we’ve never hesitated to share them before: we think the pandemic has driven a portion of the population bonkers. We’d go further and say that we think it has left all of us, every last one, less stable, less patient, less calm and less empathetic. For the vast majority of us, this will manifest itself in many unpleasant but ultimately harmless ways. We’ll be more short-tempered. Less jovial at a party. Less patient with strangers, or even with loved ones. Maybe a bit more reclusive.

But what about the relatively small majority of us that were, pre-2020, already on the edge of deeper, more serious problems? What about those who were already experiencing mental-health issues, or living on the edge of real, grinding poverty?

It’s not like the overall societal situation has really improved, right? COVID-19 itself killed tens of thousands, and took a physical toll on many more, but we all suffered the stress and fear not just of the plague, but of the steps taken to mitigate it. (Lockdowns may have been necessary early in the pandemic, but they were never fun or easy, and that societal bill may be coming due.) Since COVID began to abate, rather than a chance to chill out, we’ve had convoys, a war, renewed plausible risk of nuclear war, and now a punishing period of inflation and interest-rate hikes that are putting many into real financial distress. We are coping with all of this while still processing our COVID-era stress and anxiety.

The timing isn’t great, is what we’re saying.

And on the other side of the coin, basically all our societal institutions that we’d turn to to cope with these issues — hospitals, social services, homeless shelters, police forces, private charities, even personal or family support networks — are fried. Just maxed out. We have financial, supply chain and, most critically, human-resource deficits everywhere. The people we have left on the job are exhausted and at their wits’ end.

This leaves us, on balance, less able to handle challenges than we were in 2020, due to literal exhaustion of both institutions and individuals. Meanwhile, against the backdrop of this erosion of our capacity, our challenges have all gotten worse!

It’s not hard to do the mental math on this, friends. It seems to us that in 2020, the policy of Canadian governments from coast to coast to coast, and at every level, was to basically keep a lid on problems like crime, homelessness, housing prices and shortages, mental health and health-care system dysfunction, and probably others we could add. One politician might put a bit more emphasis on some of these issues than others, in line with their partisan priors, but overall, the pre-2020 status quo in Canada was pretty good, and our political class, writ large, basically self-identified as guardians of that status quo, while maybe tinkering a bit at the margins (and declaring themselves progressive heroes for the trouble of the tinkering).

But then COVID-19 happens, and all our problems get worse. And all our ways of dealing with those problems get less effective. It doesn’t have to be by much. Just enough to bend all those flatlined (or maybe slightly improving) trendlines down. Instead of homelessness being kind of frozen in place in the big cities, it starts getting worse, bit at a time, month after month. The mental-health-care and homeless shelter systems that weren’t really doing a great job in 2020, but were more or less keeping big crises at a manageable level, started seeing a few more people fall through the cracks each month, month after month. Those people are just gone, baby, gone.

The health-care system that used to function well enough to keep people reasonably content, if not happy, locks up, and waitlists balloon, and soon we can’t even get kids needed surgeries on time.

The housing shortage goes insane, and prices somehow survive the pandemic basically untouched.

The court system locks up, meaning more and more violent criminals get bail and then re-offend, even killing cops when they should be behind bars.

None of these swings were dramatic. They were all just enough to set us on a course to this, a moment in time where the problems have had years to compound themselves and are now compounding each other.

Here’s the rub, folks. The Line doesn’t believe or accept that any of the problems we face today, alone or in combination, are automatically fatal. We can fix them all. But we need leaders, including both elected officials and bureaucrats, who fundamentally see themselves as problem fixers, and who understand right down deep in their bones that that is what their jobs are, and that they are no longer what they’ve been able to be for generations: hands-off middle managers of stable prosperity.

January 27, 2023

Post-pandemic travelling on the TTC: ride the Red Rocket … cautiously

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

Matt Gurney posted a series of tweets about his recent subway experiences in Toronto:

I rode the TTC three times today. Once to downtown from my home in midtown. Once within downtown to a different place. And then home from downtown.

On two of those three rides, there was someone having a very obvious mental-health crisis on the vehicle with us.

The first one was a young man who clapped his hands over his ears and shrieked incoherently at random intervals. And then he got off.

The second, an older man sat in a chair and screamed nonsense constantly for ten stops. Maybe more. That’s just when I got off.

I’m working on a bigger piece for later so I’ll save any complex thoughts and big conclusions for then. But there was something interesting I noticed today. I’m a regular TTC rider. Not daily but frequent. And for the first time today, I’m noticing gallows humour and planning.

“Good luck to everyone,” cracked one guy. There was laughter. Everyone knew what he meant.

But I’m also seeing little groups of strangers agreeing to each keep watch on one direction or another. Sometimes also joking about it.

None of this is funny, but my gut tells me that if Torotonians are now so thoroughly convinced that riding the TTC is so risky that it’s worth a dark joke, any politician who reacts to the next unprovoked attack or murder with a proposal for a national summit is gonna get smoked.

I like the TTC. I have great access to it. It’s super convenient and affordable. It’s a huge asset for me. I have token cufflinks. I’m a fan, is what I’m saying.

I’m now at the point where I’d think twice before taking my kids on it. And we used to ride it just to kill the time.

My son used to stand on the couch in our living room looking out the window counting buses as they went by, loudly shouting to announce each one. Getting to go on a bus or subway or a streetcar was an event for him. My daughter, maybe a bit less excited. Still loved it.

Ah man.

Anyway. I hope tomorrow is better.

Update: You might think the increased concern over using the TTC might be merely a bit of confirmation bias informed by recent reporting, but apparently the situation is serious enough that Toronto Police will be stepping up their presence on the system.

December 15, 2022

“Intense staring” aka the “Toxic Male Gaze” on the London Underground

Filed under: Britain, Health — Tags: , , , , — Nicholas @ 03:00

Jennie Cummings-Knight on a recent publicity campaign to discourage male passengers on the London Underground from “intense staring”:

“London underground” by @Doug88888 is licensed under CC BY-NC-SA 2.0 .

… there might be reasons that a man stares intensely without sexual intent. For example, he could have autism and not really understand his behaviour might be considered as “staring”. Or he might be short sighted, or daydreaming about his holiday. Moreover, London Transport trains are used by people of all kinds from all over the world, including ordinary people from countries where staring is not seen as threatening e.g. in Spain. Indeed people in the UK are relatively comfortable with eye-contact, though those from outside London might not be aware that in the confined spaces of the London Underground “tube” trains, people tend to be unusually sensitive to eye contact. Although London Transport’s idea may be well intentioned, it doesn’t seem to take these individual and cultural differences into account. Perhaps its main effect will be to make women excessively worried about being stared at, and make men excessively worried about being jailed for accidentally looking at a woman in the “wrong” way.

But there are many layers to this issue. Speaking as a woman, I am always fascinated by the double standards exhibited by women with respect to male behaviour. We are only interested in being looked at by men if we find the said man or men to be attractive to us. This means that we can be potentially offended by the gaze of any man who falls into the following short list:

  • Men we don’t know
  • Men who we don’t find attractive
  • Men who we feel are “punching above their weight” with regard to giving us their attention in this way

At the same time, the curious paradox is that, in spite of our assertions that we don’t need male attention (see the Toy Story 4 Bo Beep character, developed by feminist writers) and that we want to be taken seriously as we pursue our careers, we still take a lot of trouble to look attractive to men. This behaviour can start very young and persist into later adulthood. Teenage girls growing up in the 2000s are still hitching up their skirt waistbands as they come out of school on an afternoon. Teenage girls clubbing at the weekend still dress as provocatively as possible (if the ones I see on late night trains on a regular basis are anything to go by). Why dress in this way if we don’t want to be looked at?

I would suggest that the need to be seen by the male is deeply wired in the subconscious of most women. Sadly, girls as young as 9 years old are worrying about the shape of their intimate private parts. The fact is that women are having more cosmetic procedures than ever before in order to look the most attractive that they can. Men are having more cosmetic procedures too, but not to the same degree. Women who are only attracted to women seem, in my experience, to be less concerned with their physical attractiveness per se and more concerned with dressing in a way that fits in with lesbian group culture.

If we truly believe that we are liberated females, how is it that we are still so obsessed with having the perfect body/and or face? Where does this female need “to be seen” come from? On one level, what they do not realise is that they are looking for “ideal shapes” imagined at least in part, by the porn industry. On another level, if we look at evolutionary history, we see that male and female roles are rooted in survival behaviours appropriate to a hunter/gatherer society, and to the safe nurturing of children. The men were the hunters looking out for prey, and women were tied closer to the homestead because of child rearing. The more inward “yin” role for women, arising from their nurturing role and the physicality of the growth of the baby inside the woman’s body, followed by the nourishment in the early months from her body for the baby, has resulted in women being especially responsive to touch.

Men on the other hand, tend to be more visually aroused, and have an inborn, primeval need to look outwards (the outward thrusting nature of “yang”) which includes looking at the female. In the same way, the need to look around the field when hunting results in looking at whatever is in their peripheral vision. It is simply not possible for a man to stop looking at women unless he goes against this instinctive behaviour and keeps his eyes to the ground. If he does this, he may then also miss other visual cues which give him important information about dangers around and in front of him. 

September 23, 2022

Is This Atlanta Streetcar “The Worst Transit Project of All Time”?

Filed under: Economics, Government, Railways, USA — Tags: , , , , , — Nicholas @ 04:00

ReasonTV
Published 22 Sep 2022

Transit ridership, especially rail, has collapsed post-pandemic, but the Atlanta BeltLine Coalition says now is the time to take federal dollars and build a $2.5 billion streetcar.

Full text and links: https://reason.com/video/2022/09/22/i…


Twenty-three years ago, Atlanta-native and architecture and urban planning student Ryan Gravel had an experience that opened his mind to what urban living could be.

“My senior year I spent abroad in Paris and lived without a car for a year and traveled by train everywhere,” says Gravel. “And within a month of arriving, I had lost 15 pounds. I was in the best shape of my life because I was walking everywhere, and the role of the physical city was made clear to me in a way it really had never been before.”

For his Georgia Tech master’s thesis, Gravel sketched out a plan to make Atlanta more like Paris. He proposed redeveloping the land along the city’s historic rail lines to create a 22-mile loop called the Atlanta BeltLine. He proposed turning the city’s abandoned industrial areas and single-family home neighborhoods into business districts and walking trails. And he proposed connecting downtown to the rest of the city all with a new train running along the entire Atlanta BeltLine.

“I never imagined we would actually do it,” says Gravel.

But they did — for the most part. Cathy Woolard, who was president of the Atlanta City Council, read Gravel’s thesis and decided to use it as a blueprint to remake much of the city. Today, the Atlanta BeltLine is a walking and biking trail, parts of which are bordered by retail and condos.

But one piece of Gravel’s grand vision didn’t get built: The train.

Today, Gravel runs a co-working and event space along the BeltLine, which also serves as a gathering place for urbanists interested in making Atlanta less dependent on cars. He says that the train line is essential for improving city life.

“In those early days, when we built the movement behind the [BeltLine] project, it was around transit,” says Gravel.

The three COVID relief bills set aside $69 billion in federal funding for local transit agencies to operate and add to their transportation systems, meaning that Atlanta might finally get its train—with many American taxpayers who will never step foot on it picking up much of the tab.

Many American cities have used federal money in the past to build rail transit lines that suffer from dismal ridership, that are expensive to maintain, and that are a major drain on their budgets.
(more…)

August 15, 2022

Look at Life – Goodbye, Picadilly (1967)

Filed under: Britain, History — Tags: , , , — Nicholas @ 02:00

nostalgoteket
Published 1 Sep 2011

U.K. Newsreel. A look at the Piccadilly Circus of the Swinging Sixties! A lot of what is shown here no longer exists as it was soon “modernized” to meet the demands of a changing world. Also a look at underground Piccadilly to see sights that few people have ever seen.

(more…)

May 12, 2022

Look at Life — Turn of the Wheel (1964)

Filed under: Britain, History, Railways — Tags: , , , , , — Nicholas @ 02:00

Classic Vehicle Channel
Published 29 Jan 2021

This film, part of the Look At Life series explores the various ways folk put old disused items of transport back into use. Fascinating archive of engines and rolling stock being cut up for scrap and factory footage of the “new” diesel locomotives being assembled. We take a glimpse into the lives of people upcyling railway memorabilia, steam wagons and rollers and there’s great footage of a Wynns Pacific transporting a steam locomotive to a museum.

April 7, 2022

Look at Life – Taxi Taxi – The Knowledge (1960)

Filed under: Britain, History — Tags: , , , , — Nicholas @ 02:00

KPICS
Published 10 Mar 2014

The London Taxi industry in 1960.

March 29, 2022

Abandoned: How The Beeching Report Decimated Britain’s Railways | Timeline

Timeline – World History Documentaries
Published 15 May 2019

Travel journalist Simon Calder takes a journey from across the south of England — by bike, rail and car. In this documentary film, Simon explores the legacy of the Beeching railway cuts. He examines the arguments for reopening some of the branch lines axed in the 1960s.

It’s like Netflix for history … Sign up to History Hit, the world’s best history documentary service, at a huge discount using the code ‘TIMELINE‘ —ᐳ http://bit.ly/3a7ambu

You can find more from us on:

https://www.instagram.com/timelineWH

This channel is part of the History Hit Network. Any queries, please contact owned-enquiries@littledotstudios.com

June 1, 2021

Undoing Dr. Beeching’s cuts

Filed under: Britain, Economics, Government, Railways — Tags: , , , , — Nicholas @ 03:00

In The Critic, Brice Stratford looks at the British government’s “nationalization if necessary, but not necessarily nationalization” scheme to once again reform Britain’s passenger railway network:

Astonishing scenes this week, whereby the Tory government announces a White Paper to re-nationalise the railways. The union bosses and Guardianistas who have called for such policy for decades immediately decided that actually it’s a terrible idea, or that this doesn’t count as re-nationalising because it’s the Conservatives doing it, or that calling the new entity “Great British Railways” just because it will run Great Britain’s railways is so offensive that the entire project should be called off. It’s all very tribal, and very silly, and very 2021, alas.

Of course, the Department for Transport (DfT) is still afraid of admitting that this is in fact renationalisation, as to do so would be to rile up certain elements of the Right, and to admit what we all know: that their generations-long experiment in railway privatisation has been a failure. Today we have a service which is overpriced, unreliable, and generally an unpleasant and ineffective experience from start to finish.

The postwar Labour government included railway nationalization in its many, many reforms to the economic life of Britain and in 1948 the remaining railway systems were unified as British Railways. By the 1960s, the system was losing money at a high rate of speed, so Dr. Beeching was called upon to recommend how to put the railway if not into profit then at least into a much more acceptable rate of loss:

Maps originally from Losing Track by Kerry Hamilton and Stephen Potter (1985), by way of Is Your Journey Really Necessary?, 2012-12-31.
https://isyourjourneyreallynecessary.wordpress.com/2012/12/31/nice-work-if-you-can-get-there/
Click map to enlarge.

The aim of the Beeching cuts, which followed on from a pair of reports written by Dr Richard Beeching in 1963 and 1965 for the British Railway Board (of which he was Chair), was to turn the loss-making British railways network into a profitable enterprise. Prioritising this profitability over all else, he proposed axing about a third of Britain’s then 7000 railway stations, removing passenger service from around 5000 route miles, and cutting 70,000 jobs over three years. The moves were highly controversial, and though they certainly saved money, the social consequences were extensive and the scars remain visible today.

As a consequence of the cuts, Britain became over-reliant on car travel, and over the 1970s and 80s town planners gutted the experientially human-scale city centres in service of this newly favoured road transport. We still very much feel the consequences of the Beeching axe today, whereby a rail journey between neighbouring cities is often only possible by zigzagging up to London and back down again, and public transport between rural communities is limited to one bus service every hour or two in the morning and mid-afternoon, which crawls along at a testudinian pace, further isolating and atrophying the scattered settlements that once were happy, thriving homes.

January 26, 2021

£760m to connect Bicester and Bletchley? That’s … very spendy

Filed under: Britain, Economics, Railways — Tags: , , — Nicholas @ 03:00

At the Continental Telegraph, Tim Worstall looks at the economic case for building the East-West railway line — in “reverse Beeching” style — to connect Oxford and Cambridge:

The cash from the Department of Transport will be used to lay track along a disused railway line between Bicester and Bletchley, in Buckinghamshire, with services beginning in 2025.

Excuse me? £760m to link Bicester and Bletchley? Other than the fact that that is £50m/mile, which should be the cost of rail lines made from crushed Faberge eggs and unicorn hair, how many people want to travel between Bicester and Bletchley by train? That’s roughly £10K/person in those small towns. OK,that then extends to Oxford, but that allows around 30,000 more people to go by train to Oxford. Which is not a particularly busy commuter metropolis anyway.

The aim is to complete the whole project by the end of the decade, according to the government minister overseeing it.

2 miles per year? Are they going to use canals and horses like Brunel?

[…]

Elsewhere, the new railway will shorten journey times between routes outside of London. Travellers from Oxford for example, will no longer have take a train into the capital and back out again to reach Milton Keynes, but could travel there via Bicester.

Again, what’s the demand for this? How many people want to do this, and would it be cheaper to just hire some chauffeurs to drive each passenger in a Ferrari from Bicester to where they want in Milton Keynes? I doubt it will be any quicker than a car because this only gets you to Bletchley, and then you have to get off a train to get to Milton Keynes, and then get where you want in Milton Keynes.

This used to be an active railway corridor before the Beeching cuts in the 1960s, which slashed a lot of uneconomic branch lines from British Rail’s network. If the land wasn’t sold off, then it’s just a matter of re-laying the track and ensuring that any existing bridges, embankments and drainage culverts are still capable of handling the renewed rail traffic. It seems unlikely that the mere engineering aspects of the project would require several hundred million pounds to complete, so perhaps there are some land issues that need to be re-acquired to allow the railway to become active again.

Here’s the route in question on Google Maps.

December 17, 2020

QotD: Light rail systems are almost always an upper middle class boondoggle

What we can see here is exactly what Randall O’Toole of Cato has been saying for years — that light rail projects tend to actually hurt total transit use as they scavenge resources from other modes, like buses. This is because light rail costs so much more to move a passenger, both in terms of capital investment and operating cost, so $X shifted from buses to rail reduces total system capacity and ridership substantially. We have seen this in Phoenix, as light rail costs have forced closing or reduced services in a number of bus routes, with obvious results in the ridership numbers.

[…]

The problem with light rail (and the reason it is popular with government officials) is that it is an upper middle class boondoggle. There can be no higher use of transit than to provide mobility to poorer people who can’t afford reliable automobiles. Buses fulfill this goal better than any mode of transit. They are flexible and can reach into many corners of the city. The problem with buses, from the perspective of government officials, is that upper middle class people don’t like to ride on them. They like trains. So the government builds hugely expensive trains for these influential, wealthier voters. Since the trains are so expensive, the government can only build a few routes, so those routes end up being down upper middle class commuting corridors. As the costs mount for the trains, the bus routes that serve the poor and their dispersed commuting destinations are steadily cut.

Warren Meyer, “Phoenix Light Rail Fail, 2019 Update”, Coyote Blog, 2019-11-13.

November 21, 2020

Schwebebahn: Why Wuppertal’s Trains Are Much Cooler Than Yours

Filed under: Economics, Germany, History, Railways — Tags: , , — Nicholas @ 02:00

The Tim Traveller
Published 12 Apr 2018

Wuppertal has possibly the world’s most badass public transport: a 120-year-old swingin’ suspension railway. But the question is: why? When everyone else was busy building trams and undergrounds, what made Wuppertal say “NOPE”, and build this instead?

***
Tom Scott Video:
https://www.youtube.com/watch?v=F4KZL…

Kaiserwagen photo:
By Own work – JuergenG, CC BY-SA 3.0, https://commons.wikimedia.org/w/index…

From the comments:

The Tim Traveller
10 months ago
Hi all – just a quick note on this video: I think a few people are mishearing me at 0:43 where I say this is “the world’s oldest suspension railway… it’s also one of the world’s only suspension railways”. I did not call it “the world’s only suspension railway” — there are others, including one not too far away from here at Düsseldorf Airport, another in Memphis, US, and some more in Japan. TLDR: it’s the oldest one but not the only one. Thank you for your attention 🙂

October 8, 2020

Fallen Flag — The Pacific Electric Railway

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

This month’s Classic Trains featured fallen flag is southern California’s iconic Pacific Electric Railway Company, whose streetcars, interurbans, and buses served the vast area in and around Los Angeles and San Bernardino from 1901 until the passenger services were sold off in 1953. The electric service was converted to bus and the last electric rail line was discontinued in 1961. At its peak in the 1920s the “Red Cars” service was said to be the largest electric railway system in the entire world.

G. Mac Sebree covers the origins of the line in the late nineteenth century:

The story begins in 1895, when a line was completed from Los Angeles to Pasadena; a mere 10 years later, the system was virtually complete. To a great degree, PE was the brainchild of Henry Huntington, nephew of one of the Central Pacific’s “Big Four,” Collis P. Huntington. An active real-estate promoter, Henry needed the Big Red Cars and the transportation they provided to help sell lots and homes in the hinterlands.

His uncle’s Southern Pacific took control of the PE in 1911 in a deal that left the Los Angeles Railway, the narrow-gauge intracity system, in the nephew’s hands. The PE was built to standard gauge, and SP saw a brilliant future in freight for the interurban.

Pacific Electric route map.
Original data from http://sharemap.org/public/Los_Angeles_Pacific_Electric_Railways_(Red_Cars) via Wikimedia Commons.

Interurbans were not considered Class I railroads (or any other class — they were not “steam railroads”), but from the very start, PE was big business. The California Railroad Commission said the property was worth $100 million in Depression dollars. Atypically for an interurban, the system served as a gathering network for carload freight shipments from citrus groves, manufacturing plants, oil refineries, warehouses, and the harbor at San Pedro. The three line-haul railroads serving southern California — Santa Fe, Union Pacific, and especially SP — depended on the Pacific Electric to some degree.

Yet in its heyday, PE carried huge numbers of passengers. As late as 1953, 50 percent of its revenue came from riders — but absolutely none of its profit. An all-time list shows that PE operated 143 distinct passenger routes. Despite the so-called “Great Merger of 1911,” in which local and interurban services were supposedly separated, the heaviest PE passenger lines largely served the L.A. urban area. An example was the street-running L.A.–Hollywood–Beverly Hills line, in which two-car trains rumbled down Hollywood Boulevard at 10-minute intervals.

At one time or another, PE single-truck Birney cars plied local lines in Pasadena, Long Beach, Santa Monica, Redlands, Santa Ana, and San Pedro, although the 1920s were not far along before management sought to sell off or abandon these albatrosses.

After World War 2, the writing was on the wall for the Red Cars, as urban expansion and greatly increased car ownership cut at the economic basis for rail passenger service in southern California, especially as the new freeways were built.

After the war, though, things went downhill rapidly. As soon as buses were available, Pacific Electric began wholesale rail passenger-service abandonments. The new freeways were regarded as the rapid transit of the future. PE President Oscar Smith saw one possibility for saving rail service — if the state would pay. Just before the war, a short section of freeway between Hollywood and the San Fernando Valley had been built, with the PE tracks relocated to the center of the new highway.

Why not replicate this all over the basin? The PE would cooperate, but public officials turned a deaf ear, and that was that. Freight service, meanwhile, prospered, but by the mid-1950s, PE began replacing its electric locomotives and box motors with diesels (a few steam locomotives also had been used during the war). Over the years, PE rostered about 100 electric locomotives and at least 75 box motors — big business, indeed.

In 1953, PE sold its passenger service (four rail lines out of the 6th and Main station, two out of Subway Terminal, and many bus lines) to Metropolitan Coach Lines. The Metropolitan Transit Authority, first formed in 1951, bought MCL on March 3, 1958, and the end for electric passenger service came in 1961. SP continued the freight work with diesels, and merged PE away on August 13, 1965. Today under the Union Pacific shield, a good bit of the old PE freight lines remain in service, unique survivors, busier than ever.

A veteran Pacific Electric “Big Red Car” already lettered for successor Metropolitan Coach Lines in the 1950s.
Photo by Voogd075 via Wikimedia Commons.

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