Quotulatiousness

November 8, 2019

Brendan O’Neill on the “Battle of Canning Town”

Filed under: Britain, Environment, Politics — Tags: , , , — Nicholas @ 05:00

This piece is derived from a speech he gave on November 3rd at the Battle of Ideas festival in London:

One of my favourite political events this year was the Battle of Canning Town. This was the moment when Extinction Rebellion decided to send its painfully middle-class agitators to a working-class part of East London early in the morning to lecture and inconvenience people who just wanted to get to work. What could go wrong?

Quite a lot, it turned out. There were many wonderful moments. The two posh greens who climbed on top of a Tube train at Canning Town were mocked and eventually dragged down. A commuter can be heard branding one of the protesters a “ponytail weirdo”. Elsewhere on the Tube system that day, commuters pointed out that the London Underground is run on electricity and is therefore pretty eco-friendly. “Are you that fucking stupid?”, one asked a smug-looking couple of XR agitators. “No wonder you can’t get jobs …”

But the best moment came during the Battle of Canning Town, during that clash between working people and eco-elitists, when one of the commuters shouted at the protesters: “The world is not coming to an end!” I thought that was brilliant. This woman was just trying to get to her job and yet she found herself having to act as the voice of reason against the new hysteria. And she rose to the occasion wonderfully. She said what many of us know to be true: humankind does not face extinction.

The reason I admire the Battle of Canning Town is that it represented a potential turning point in modern green politics. It was really the first time in a long time that eco-hysteria was subjected to public judgement, to democratic rebuke, to the rational scepticism of the people. For far too long green ideology has been insulated from public challenge and public debate and this has allowed it to become increasingly eccentric and even unhinged. The Battle of Canning Town represented a reasoned, bottom-up pushback against the protected hysteria of modern environmentalism.

This is the thing I find most fascinating about Extinction Rebellion: its very name is a lie. Those two words themselves are untrue. Humankind does not face extinction, and all reasonable people know this. We know that there is nothing in the IPCC reports – which themselves are often over-the-top – to justify XR’s harebrained claims that we have 12 years to save the planet, and if we fail billions of people will die. They’ve just made this up.

As for the second word – “rebellion” – this is a lie, too. Extinction Rebellion is not a rebellion. Rather, its ideology and misanthropy are entirely in keeping with the outlook of mainstream politics and popular culture. From the educational sphere to Hollywood’s output, from the political elite to the worlds of advertising and publishing, the ahistorical, anti-human idea that mankind is destroying the planet and will be punished by Weather of Mass Destruction for having done so is entirely accepted, and increasingly unquestionable, in fact.

October 30, 2019

Defending the work of Dr. Beeching

Filed under: Britain, Economics, Government, Railways — Tags: , , , , — Nicholas @ 09:20

Ever the contrarian, Tim Worstall responds to an article calling for the “Beeching Axe” cuts to the British passenger railway network in the 1960s to be reversed:

The British Railways Board’s publication The Reshaping of British Railways, Part 1: Report, Beeching’s first report, which famously recommended the closure of many uneconomic British railway lines. Many of the closures were implemented. This copy is displayed at the National Railway Museum in York beside a copy of the National Union of Railwaymen’s published response, The Mis-shaping of British Railways, Part 1: Retort.
Photo by RobertG via Wikimedia Commons.

For background, as the “Beeching Axe” is far less well-known today than it used to be, here’s Wikipedia’s introduction:

The Beeching cuts (also Beeching Axe) were a reduction of route network and restructuring of the railways in Great Britain, according to a plan outlined in two reports, The Reshaping of British Railways (1963) and The Development of the Major Railway Trunk Routes (1965), written by Dr Richard Beeching and published by the British Railways Board.

The first report identified 2,363 stations and 5,000 miles (8,000 km) of railway line for closure, 55% of stations and 30% of route miles, with an objective of stemming the large losses being incurred during a period of increasing competition from road transport and reducing the rail subsidies necessary to keep the network running; the second identified a small number of major routes for significant investment. The 1963 report also recommended some less well-publicised changes, including a switch to containerisation for rail freight.

Protests resulted in the saving of some stations and lines, but the majority were closed as planned, and Beeching’s name remains associated with the mass closure of railways and the loss of many local services in the period that followed. A few of these routes have since reopened; some short sections have been preserved as heritage railways, while others have been incorporated into the National Cycle Network or used for road schemes; others now are lost to construction, have reverted to farmland, or remain derelict.

Worstall says:

[Dr. Richard] Beeching is one of the most universally hated figures in British politics, yet I have no doubt that he was that rare creature, someone working for the state who actually got things about right.

What Dr Richard Beeching mostly did was a cold, analytical report into the railways and recommended cutting large chunks of it that no-one was using. This was done because the railways were losing a fortune every year. And he mostly got it right. He assumed that we would replace trains with buses, which isn’t a bad idea at all. […]

One of the reasons I think Beeching ended up more right than he thought was the arrival of the car. Yes, cars can be environmentally damaging, cause deaths and so forth. Personally, I lean towards the bus or train as a preference. But you can’t ignore the upsides of cars.

The biggest problems with trains are connection time, flexibility and that there’s no market in there. Rail is quite poor at doing their one job: getting a train from A to B. You’d think after 150 years, they’d have it going pretty good, but crew not turning up, signal failures, electrical failures, doors not closing properly. industrial action are not that rare. The problems are certainly more common than if you drive a Toyota Corolla on the motorway to work. Your driver will turn up (because it’s you), the doors will close, the car will run pretty much perfectly. You also have no connection time in that Corolla. You turn off one road straight onto another. You can also go when you please. Middle of the night, middle of the day.

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.

October 20, 2019

Disruptive, theatrical “protests” are coming to the end of their usefulness

Filed under: Britain, Environment, Politics — Tags: , , , — Nicholas @ 03:00

As I’ve said in comments on a few posts at other sites, the people who stage “protests” that block access to roads, railway stations, public buildings, and hospitals depend on the reactions of the people being mild, civilized, calm, and peaceful. But the more often these sorts of antics are performed, the thinner that veneer of civilization gets worn. At some point, and sooner than the organizers may realize, the veneer is gone and instead of peaceful commuters you’re disrupting, it’s a mob … and mobs don’t obey civilized rules like “thou shalt not kill”:

Those two were lucky that there was still some restraint being felt by the commuters. But it’s a clear warning sign that may not be attended to:

Extinction Rebellion, though it professes to be anti-Establishment, embodies the left-liberal values of the current Establishment hegemony.

That]s why rarely, if ever, will you hear anyone in government criticising Extinction Rebellion’s ideology, only its methods.

Then again, as one Conservative Brexiteer once told me, you can only fight a war on so many fronts. “Of course I know the whole climate change thing is bollocks,” he said – or words to that effect. “But I can only marshal my forces for one major battle at a time and that battle right now is Brexit.”

That’s how politicians have to think, it’s the nature of politics. Even the great Donald Trump has to play by these rules: look, for example, at how he has chickened out of having a red-team/blue-team scientific debate on global warming.

Happily, though, ordinary people are not constrained by such rules. There comes a point where they simply say to themselves:

    “Sod this for a game of soldiers. I really don’t care whether what I’m about to do is wise or expedient or even legal, come to that. I’m just sick to the back teeth of what’s happening to my country. It’s wrong. It feels wrong. And if the system that is supposed to look after the interests of decent, law-abiding, productive citizens will no long protect the interests of decent, law-abiding, productive citizens then I guess I’ll have to take the law into my own hands.”

Which is exactly what happened at Canning Town Station in the East of London this week.

For months, on and off, Extinction Rebellion activists have been playing havoc with the lives of ordinary people who thought the law was supposed to protect them and their livelihoods from the kind of direct action that Extinction Rebellion and its apologists keep reassuring us is peaceful and in our best interests.

Grudging tolerance has gradually given way to a simmering sense of injustice: “How can it be”, ordinary folk have started to wonder, “that these privileged wanktards with their pointless degrees in Environmental Sciences and Advanced Poi are free to build pyramids at Oxford Circus and block Westminster Bridge when if I tried it I’d get myself chucked in jail?”

That simmering sense of injustice is now erupting into acts of rebellion — real rebellion, not Extinction Rebellion’s state-protected faux-rebellion — like the one in Canning Town Station.

Something very similar is happening with people’s feelings about Brexit: “How can it be right that we live in democracy which refuses to honour a popular vote? Surely honouring a popular vote is the most basic requirement. And if it doesn’t do that, then democracy has failed and we need to start looking at other ways of making our feelings known.”

October 7, 2019

The History of The London Underground

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

Real Engineering
Published on 29 Dec 2017

Patreon:
https://www.patreon.com/user?u=282505…

July 24, 2019

Summer Stupidity: COPENHAGEN (City Review!)

Filed under: Europe, Food, Humour — Tags: , , , — Nicholas @ 06:00

Overly Sarcastic Productions
Published on 23 Jul 2019

It’s Copenhagen time! Hop on your bike and ride around one of Europe’s fanciest cities.

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July 10, 2019

Summer Stupidity: CHICAGO (City Review!)

Filed under: Food, Humour, USA — Tags: , , , — Nicholas @ 06:00

Overly Sarcastic Productions
Published on 9 Jul 2019

O 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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June 26, 2019

Summer Stupidity: LONDON (City Review!)

Filed under: Architecture, Britain, Food, History, Humour — Tags: , , , , — Nicholas @ 04:00

Overly Sarcastic Productions
Published on 25 Jun 2019

For more summer fun, we’re heading to London! Let us know what other fun side-content you’d like to see. We’ll see you with more long-form content on Friday!

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June 19, 2019

Summer Stupidity: NEW YORK (City Review!)

Filed under: Food, Humour, USA — Tags: , , , — Nicholas @ 04:00

Overly Sarcastic Productions
Published on 18 Jun 2019

Welcome to summer break! We’re beta-testing a new kind of video to punctuate our REAL weekly Friday content on lazy summer Tuesdays. Let us know if this brand of fast-talking stupidity is something you’d potentially like to see more of! As always, regular content returns Friday.

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April 12, 2019

Premier Ford “could go down in history as the premier who landed downtown Torontonians their white whale subway”

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

Chris Selley finds himself surprised at how sane Doug Ford’s GTA subway-and-light-rail expansion plans sound:

Click map to embiggenate

I’ll say this much at least about Premier Doug Ford’s big $28.5 billion transit announcement on Wednesday morning ($11.2 billion if you only count provincial money): I never thought I would see him so enthusiastically tout a much-needed transit line to and through enemy territory in downtown Toronto. Faint praise, perhaps, but when Ford said he wanted to upload Toronto’s subways to the province, I never imagined a plan even half this superficially sane.

Crowding on the Yonge line at Bloor Street presents “a clear health and safety problem,” Ford told reporters in Etobicoke, “and without action it is only going to get worse.” Thus his number-one transit priority is the same as everyone else’s: the Downtown Relief Line, which the PC government has wisely redubbed the Ontario Line.

The most basic and essential piece of that line, which Toronto city staff are already working on, would connect City Hall with Pape station on Danforth. Passengers who live in the east end and work downtown could thus avoid the bottleneck at Yonge and Bloor, relieving the alarming rush hour situation on platforms there and — assuming new TTC signalling technology works as promised — freeing up southbound capacity for folks from York Region: Ford vows to extend the Yonge line to Richmond Hill (cost: $5.6 billion).

The order here matters more than the timeline (2027, supposedly). It is undisputed that the DRL has to happen before the extension. That’s basic knowledge. But Ford is capable of ignoring or fouling up very basic knowledge when stumping for subways. This is a man who nearly promised Pickering one. On Wednesday, he sounded remarkably well briefed.

Ford’s Ontario Line wouldn’t stop at Danforth and City Hall, either. In the east it would head north across the Don Valley, through Thorncliffe Park and up to Eglinton. This idea is nearly as old as the DRL itself. And it would jog southwest from downtown to Ontario Place — a novelty, but again, not crazy. Total cost for the line: an at least semi-plausible $11.2 billion.

April 11, 2019

Ontario government unveils massive subway and light rail expansion for the GTA

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

Doug Ford has always been a fan of subways, but now that he’s the Premier of Ontario, he’s getting to indulge his subway fetish in a vast expansion to heavy and light rail transit in and around Toronto:

Click map to embiggenate

The plans include:

  • An expanded downtown relief line, now to be called the Ontario line, running from Ontario Place on the lakeshore through downtown along Queen Street then crossing the Bloor-Danforth subway line at Pape station and running north to the Ontario Science Centre on the Eglinton Crosstown LRT line. This line is optimistically to be ready for opening by 2027.
  • The existing Sheppard Line will be extended east from Don Mills to McCowan, where it will intersect with the planned Scarborough subway extension (now to include three stops, not just the one originally announced, and to be completed by 2030).
  • The Yonge-University line will be extended north from current terminus at Finch to the Richmond Hill Centre with a hoped-for completion date soon after the Ontario line.
  • The Eglinton Crosstown line will be extended west to Pearson airport, with a target completion date of 2031.
  • New light rail lines will be created between Finch West on the Yonge-University subway to Humber College, and along Hurontario Street in Mississauga from Port Credit on the lakeshore to Steeles Avenue in Brampton.

To accomplish all of this will require financial contributions from the City of Toronto, York Region, and the federal government, as the province is only funding just over one third ($11.2 billion) of the estimated $28 billion price tag.

Of course, it’s a Doug Ford plan, so none of the usual suspects in Toronto are happy about any of it.

February 27, 2019

Toronto’s transit cheat epidemic

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

I knew the Toronto Transit Commission (TTC) had an issue with fare evasion, but I had no idea it was as prevalent as this:

Anyone who has ever sat through a Toronto Transportation Commission meeting has likely heard anecdotal evidence that fare evasion on the transit system is utterly rampant, if not a mockery of Western civilization itself. Traditionally, such people tended to be treated as harmless cranks. TTC staff would placate them with various internal audits conducted over the years that found roughly two-per-cent fare loss. As recently as 2017, the TTC was claiming just 1.8 per cent of passengers on streetcars — where it’s easiest not to pay — weren’t ponying up.

Well, so much for that. In a convincing report issued last week based on 136 hours of in-person observation and 38 hours of security footage, city auditor-general Beverly Romeo-Beehler estimates fare evasion rates at 15.2 per cent on streetcars, 5.1 per cent on buses and 3.7 per cent on subways, for a total weighted average of 5.4 per cent— around $61 million a year, plus roughly $3.4 million thanks to malfunctioning Presto card equipment owned by Metrolinx.

To put that in perspective, last year’s average 3.2-per-cent fare increase was projected to add $17 million to TTC coffers. If the AG is right, commuters are paying something like 12 cents per trip to subsidize free riders. And the problems underlying the issue are nothing short of jaw-dropping. For one thing, the auditor-general’s team observed scores of adults — and precisely zero children — using child Presto cards to ride for free.

January 8, 2019

A typical commute

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

I had to go into Toronto on Monday, and the address was near Queen and Yonge, so I could take the GO train most of the way (which means I could at least get some reading done during the train trip). Getting there wasn’t as easy as I’d hoped, as the traffic on the 401 was slow-to-stopped as I got on, but the sliproad to the next exit was moving even slower than the main highway. Once we got past the turnoff, the speed increased up to slow-but-steady for a few kilometres. Up ahead, there were flashing red and blue lights. I figured there was an accident, so I switched lanes away from what appeared to be the accident site. But it wasn’t an accident, at least not by most definitions. In the eastbound lanes, there were what appeared to be a full dozen police vehicles, surrounding a black car that looked like it’d pinballed against the concrete lane dividers a few times before coming to a stop. Just as I was passing the epicentre, I saw a police officer escorting a handcuffed man from the vehicle toward one of the police cars.

With that delay, we’d pretty much missed the chance to catch the original GO train we’d planned on, but there was another scheduled to arrive about fifteen minutes later which we could still catch.

The platform at Oshawa GO station. The parking situation is insane at Oshawa, so I usually drive one stop west and park at Whitby GO instead.
Photo by Anthony Easton via Wikimedia Commons

Nearing the end of our journey, the lights in the car went out and the train coasted to a stop right in the yard throat of Toronto’s Union Station. For several minutes, there was no information from the conductor — sorry, the “Customer Service Ambassador” — but then he announced that we all needed to move along the train “in the opposite direction the train is travelling” to car number 2xxx. We all got up and shuffled through the train passing through several bilevel cars until we started to smell smoke … the conductor had sent us in the wrong direction and we’d been walking toward the fire, not away from it. We could also see some grey smoke being blown toward us from the locomotive end of the train, so it didn’t take much to persuade everyone that we needed to walk to the front of the train instead.

There seemed to be a lot of sirens approaching the train, as the emergency services were dispatched, and no other trains could get into or out of the east end of Union Station for over an hour while we sat in the slowly cooling control car at the west end of the train. Eventually, they were able to get a crew to bring out another train for us to transfer into and they took us the kilometer or so into Union, ninety minutes late.

blogTO had a few photos of the end of the train we couldn’t see:

Image of locomotive fire posted by blogTO.

After those two incidents, I was wondering if the universe was trying to tell us we shouldn’t have gone into Toronto after all…

September 3, 2018

Planes, Trains, and… Actually, just Trains

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

Knowing Better
Published on 18 Sep 2016

The railroad has affected your life more than you may have realized. From starting the mail order business to creating some of America’s greatest landmarks, see how this simple transportation system shaped the country we live in today.

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Why Trains Suck in America – Wendover Productions – https://youtu.be/mbEfzuCLoAQ

Photo Credits –
American Waterways/Canals are edits of images I used to teach in 2011 – The originals were from Wikicommons and have long since been removed or updated. No Copyright Information can be found.
The Three Proposed Railroad Routes are edits of images I used to teach in 2013 – The originals were from Wikicommons and have long since been removed or updated. No Copyright Information can be found.

I don’t normally add comments about the daily 2:00am videos, but there are a couple of things in this video that I think needed to be addressed. First, he rather casually skips over the vast increase in American railway building even before the enabling legislation for the transcontinental lines, and misses a great opportunity to explain how important they were in determining the outcome of the American Civil War. Second, and rather more irritatingly, he blithely asserts the common myth about the “Big Oil” conspiracy to buy up and shut down municipal light rail (streetcars, interurban railways, and radials). The various streetcar systems had almost all been economically shaky since the Great Depression (many had to be taken over by the municipalities involved to keep them out of bankruptcy), and the huge increase in private car ownership after World War 2 was the coup de grâce that finished off most of the rest. During the same time, bus routes were encroaching on the streetcar’s territory and had the huge advantage of not being tied to rails (allowing relatively easy re-routing without huge construction costs).

I’ve posted about High Speed Railways a few times before.

May 7, 2018

Study: climate change skeptics behave in a more environmentally friendly manner than believers

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

In common with some similar observed phenomena, people who like to signal their climate change beliefs are actually less likely to act in environmentally beneficial ways than declared climate skeptics. At Pacific Standard, Tom Jacobs details the findings of a recent study:

Do our behaviors really reflect our beliefs? New research suggests that, when it comes to climate change, the answer is no. And that goes for both skeptics and believers.

Participants in a year-long study who doubted the scientific consensus on the issue “opposed policy solutions,” but at the same time, they “were most likely to report engaging in individual-level, pro-environmental behaviors,” writes a research team led by University of Michigan psychologist Michael Hall.

Conversely, those who expressed the greatest belief in, and concern about, the warming environment “were most supportive of government climate policies, but least likely to report individual-level actions.”

Sorry, I didn’t have time to recycle — I was busy watching a documentary about the crumbling Antarctic ice shelf.

The study, published in the Journal of Environmental Psychology, followed more than 400 Americans for a full year. On seven occasions — roughly once every eight weeks — participants revealed their climate change beliefs, and their level of support for policies such as gasoline taxes and fuel economy standards.

They also noted how frequently they engaged in four environmentally friendly behaviors: recycling, using public transportation, buying “green” products, and using reusable shopping bags.

The researchers found participants broke down into three groups, which they labeled “skeptical,” “cautiously worried,” and “highly concerned.” While policy preferences of group members tracked with their beliefs, their behaviors largely did not: Skeptics reported using public transportation, buying eco-friendly products, and using reusable bags more often than those in the other two categories.

April 22, 2018

How to begin solving the common problems of big cities

Vladimir “Zeev” Vinokurov is writing about Australian cities in particular, but the same general analysis applies to many Canadian, American, and British urban areas as well:

… our economy and population are growing, and the resulting congestion is costing us thousands of dollars per year individually, and billions to the economy. It isolates us from family, friends and work. But cities can still grow without getting us stuck in traffic, missing increasingly overcrowded and delayed trains, or left unable to afford property. All this is happening because workplaces are too far from residents living in the suburbs, which effectively funnels residents into the inner city for work. It must change.

First, we must unwind planning laws that prevent offices, homes and apartments from being constructed alongside each other and throughout the city. These laws also raise housing prices by hundreds of thousands of dollars. Second, instead of banning cars, charge commuters for using congested roads and trains. Third, stop supporting taxpayer funded ‘road to nowhere’ infrastructure projects. These reforms will cut congestion, grow the economy, cut living costs and reconnect us to family, friends and local communities.

Planning laws cause congestion and social isolation by preventing people from building apartments and commercial offices throughout our city. As a result, rents and property prices become dearer because not enough housing is built to accommodate demand from population growth. Indeed, Reserve Bank economists estimate that planning laws increase average property prices by hundreds of thousands of dollars. This drives residents into the outer suburbs to look for cheaper housing, even as they commute into the inner city for work. If more people lived close-by to their workplaces, commutes would be shorter.

We need multiple CBDs, not just one. Unwinding planning laws that prevent commercial growth outside the CBD will cut housing costs and rents, cut congestion and promote tightly knit, thriving urban communities.

Congestion also occurs because we pay for using roads and public transport with thousands of dollars of time every year, rather than money. Congested public roads or trains cost us no more money to use in peak times, and busier routes cost no more to use than empty ones. As a result, the Grattan Institute think tank estimates that the average Melbournian’s commute to the city is twice as long in peak time. By contrast, Sydney’s trains are less congested, but are used more widely compared to Melbourne’s because its tickets are dearer in rush hour. Congestion charges that reflect market demand for infrastructure will also encourage businesses to open in commercial districts outside the CBD. Reconnecting local commuters with local workplaces will save us time and money overall.

Congestion charges are also a fairer and cheaper way of funding infrastructure projects compared to taxes like fuel tax or stamp duty. Scrapping these two taxes could save property purchasers tens of thousands of dollars or more, and reduce petrol bills by at least a third. If we pay for congested roads and trains with money rather than time and taxes, we may end up paying less.

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