Quotulatiousness

February 14, 2019

Even train nerds don’t want “people who know absolutely nothing about rail, high-speed or otherwise, jumping on our bandwagon”

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

John C. Wright shares a communication he received from a train enthusiast:

The comments on your blog post today about the Sickly-Green New Deal were coming thick and fast, so I didn’t really have an opportunity to say anything, but I did want to throw in my two cents.

Along with the other basic reason not to like this whole plan (namely, that it’s lunacy), I am personally frustrated by its emphasis on high-speed rail.

By now you know that I’m a train nerd (and I emphasize “nerd”: by my wife’s estimation, the attendees at a National Model Railroad Association convention are even more undateable than the folks at a typical Comic Con).

It’s precisely for that reason that I am so frustrated by these people: they give rail advocates a bad name.

The last thing we need are people who know absolutely nothing about rail, high-speed or otherwise, jumping on our bandwagon because “trains are neat-o!”

Among other things, this false enthusiasm on the part of the left leads to conservatives opposing trains qua trains, simply because they reason that anything liberals are so fond of must by definition be awful (a reasonable argument, I grant you). It’s a bit like having a crazy stalker woman being obsessed with you. Far from being flattered, you want to get a restraining order.

Now, of course, in MY utopia, railroads would dominate the travel scene, much like they did at the end of World War II, though not to the exclusion of other forms of travel.

(Envision the travel scene as it looked in 1945, but with current technology, and you pretty much have the picture.) People would simply use trains more and other modes less, and we would be able to manage without any more freeways or airports than we had in the late 1940s.

When I imagine this utopia, I run into the same problem anyone who tries to envision a utopia runs into: how does one make people like what you like? Since I would never want to force people to do things against their wishes, I can only overcome this by imagining a utopia where everyone just happens to agree with me about trains (along with anything else I consider important, like belief in God, or that bank tellers should still wear jackets and ties or dresses to work as appropriate).

Because this is obviously impossible, it serves to remind me that utopias can only exist in one’s mind and cannot be brought into reality – and that one should never attempt to do so.

January 30, 2019

The high cost Canadians pay to support our oligopolies

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

In the National Post, Andrew Coyne compares the Liberal and Conservative parties’ respective claims to lower the cost of living for Canadians, and points out some examples that neither party is willing to address:

For example, there is the notorious system of agricultural quotas known as supply management — a price-fixing ring the government not only approves but organizes and enforces, whose effect is to double or even triple the prices of such basic food items as milk, cheese, eggs and chicken. For all their pretended concern for affordability, all parties and every MP, with the sole exception of Maxime Bernier, are publicly, nay fervently in favour of it.

But while the farm cartel gets a lot of ink, there are plenty of other examples. Canadians pay among the highest wireless telephone fees in the world, for starters — maybe even the highest — as study after study has found. The latest report from Tefficient, a European consultancy, found Canada’s carriers take in more revenue per gigabyte of data than their counterparts anywhere else in the world — 23 times more than in Finland.

Similarly, Canadians pay among the highest air fares in the world. The travel website Kiwi. com recently found flights from Canada on a full-service airline cost roughly five times as much per 100 kilometres as flights from the United States. The situation was a little better for domestic flights, where costs were only twice as high as in the U.S. The makers of Hopper, the travel app, note it is typically cheaper to fly from Vancouver to Hawaii than from Vancouver to Regina, though Regina is 3,000 km closer.

Finally, there are Canadian bank fees, also — you guessed it — among the highest in the world, particularly for mutual funds. What is the common thread among these three industries? All are highly concentrated oligopolies: three big wireless carriers, two big airlines and five big banks dominate their respective markets.

Rather than compete as vigorously as they might for Canadian consumers, these quasi-cartels are permitted, in effect, to harvest them. They do so, again, not only with the tolerance but the active participation of the government. Foreigners are effectively precluded from competing in any of them, whether by foreign-ownership restrictions or outright prohibitions on competition — foreign airlines may not fly from one Canadian city to another, for example.

None of the parties currently boasting of their desire to make life more affordable for Canadians proposes to change a line of this, either. Whatever else may be in (artificially) scarce supply, in Canadian politics there’s never any shortage of rank hypocrisy.

January 12, 2019

QotD: Cosmopolitanism and “world citizens”

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

… as I’ve noted before, the idea of being a “citizen of the world” is nonsense. If you get into trouble in a foreign country, it’s the U.S. embassy that’s required to swoop in to bail you out, not “the world.” Don’t get me wrong; there are many fine people abroad, and many of them may help you. But the U.S. government is the only one that has to, and that makes all the difference.

This should be obvious at a time when that cosmopolitan ideology is failing everywhere. Elites somehow got the idea that national loyalties would fade away and be replaced by a gentle globalism. And indeed, some of the old loyalties did fade away. But it turned out that the alternative to nationalism was not globalism, but particularism — the fracturing of polities into angry tribes that passionately loathe each other. And many in those tribes now demand to know why they should let cosmopolitan elites run things, when those elites declare, as a matter of pride, that they feel no greater loyalty to their fellow citizens than they do to strangers far away.

Megan McArdle, “In Defense of Trump’s ‘Day of Patriotic Devotion'”, Bloomberg View, 2017-01-26.

December 20, 2018

Repost – Happy holiday travels!

Filed under: Bureaucracy, Humour — Tags: , , , — Nicholas @ 03:00

H/T to Economicrot. Many many more at the link.

November 28, 2018

The bitter economics of North American passenger railways

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

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

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

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

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

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

[…]

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

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

June 30, 2018

Adventures in Sicilian non-verbal communication

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

At El Reg, Alistair Dabbs recounts some tales from a recent trip to Italy:

This isn’t the first time I have strayed into a Twilight Zone of cross-lingual and intercultural bafflement during this vacation. Throwing caution to the wind a few days earlier, I’d rashly allowed Google Maps to plot a walking route from the centre of Palermo to La Zisa. Why I did this, I cannot say, especially given my poor experience of Google Maps’ walking routes in the past. This is, after all, the app that once directed me to walk through the centre of an unlit Hyde Park at 2am and whose audio inexplicably but routinely barks “Turn left!” when you’re supposed to turn right.

On this occasion, Google Maps decided to take me on a scenic tour of the city’s most impoverished slums. Given that what few pavements existed along the way were knee high in refuse and canine excretia, it was less of a walking route than a wading route. The final 100 metres appeared to be some kind of theme park attraction along the lines of Disney World’s “Pirates of the Caribbean”, except this was “Dope-addled Inbreds of the Mediterranean”.

To access this den of iniquità, I had to pass through one of those pedestrian gates design to stop cyclists from riding through it. It was blocked by a tweenager who’d been trying to ride his bicycle through it and got stuck. The unlikely resolution of such an attempt was emphasised by two obvious challenges: it was an adult bike and the boy was so fat that he looked like an inflatable sofa. Both the bicycle and his body were at least two sizes too big for him.

By waving his arms around, he indicated that I was welcome to pass through the gate. By waving my arms back at him, I indicated that I would certainly do so after he had extricated himself. This attracted some shifty onlookers who helpfully grunted and waved their arms around at both of us until eventually we were all gesticulating like delegates at a semaphore convention.

Fearing an unfortunate outcome from this clash of cultures in unfamiliar territory, I coaxed the fat kid and his bike out of the gate and taught him to play the banjo he was carrying, ending with a spontaneous duet between the two of us. It was only by sheer luck that I’d remembered to pack my bagpipes.

June 27, 2018

Canada’s euphemistically named “High Risk Returnees”

Filed under: Cancon, Middle East, Politics, Religion — Tags: , , , , , , — Nicholas @ 05:00

Judith Bergman on the Canadian government’s kid-gloves approach to dealing with Canadian citizens who return to Canada after volunteering to serve with terrorist organizations:

Canadians who go abroad to commit terrorism – predominantly jihadists, in other words – have a “right to return” according to government documents obtained by Global News. They not only have a right of return, but “… even if a Canadian engaged in terrorist activity abroad, the government must facilitate their return to Canada,” as one document says.

According to the government, there are still around 190 Canadian citizens volunteering as terrorists abroad. The majority are in Syria and Iraq, and 60 have returned. Police are reportedly expecting a new influx of returnees over the next couple of months.

The Canadian government is willing to go to great (and presumably costly) lengths to “facilitate” the return of Canadian jihadists, unlike the UK, for example, which has revoked the citizenship of ISIS fighters so they cannot return. The Canadian government has established a taskforce, the High Risk Returnee Interdepartmental Taskforce, that, according to government documents:

    “… allows us to collectively identify what measures can mitigate the threat these individuals may pose during their return to Canada. This could include sending officers overseas to collect evidence before they depart, or their detention by police upon arrival in Canada.”

Undercover officers may also be used “to engage with the HRT [High Risk Traveler] to collect evidence, or monitor them during their flight home.”

In the sanitizing Orwellian newspeak employed by the Canadian government, the terrorists are not jihadis who left Canada to commit the most heinous crimes, such as torture, rape and murder, while fighting for ISIS in Syria and Iraq, but “High Risk Travelers” and “High Risk Returnees”.

The government is fully aware of the security risk to which it is subjecting Canadians: According to the documents, “HRRs [High Risk Returnees] can pose a significant threat to the national security of Canada”. This fact raises the question of why the government of Canada is keen to facilitate these people’s “right of return” — when presumably the primary obligation of the government is to safeguard the security of law-abiding Canadian citizens.

June 6, 2018

Travelling on British passenger trains

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

Other than preserved steam train passenger trips, the last time I took a train in Britain was during the “Winter of Discontent”, and it was a grim experience indeed. Recently, Malcolm Kenton purchased a First Class BritRail Pass and did some extensive travels on many of the passenger services (averaging over 250 miles per day over 12 days). He said he understands why the British complain about on-time arrivals, but compared to American passenger trains, he clearly felt he was in a railway wonderland:

10:00 PM on a Tuesday, May 15, at London’s magnificent Paddington Station. At right, a Great Western Railway
Hitachi dual-mode train has just arrived from points southwest, with a Great Western DMU train across the platform.

Photo by Malcolm Kenton

The Brits have a habit of complaining about their trains. As I experienced, their on-time performance often falls short of Swiss standards (though is excellent by American standards), ticket prices are continually increasing, and service frequencies and span on some lines aren’t what they could be. But it’s hard for someone who’s used to a country where even major cities are served by just one train a day, if that, to knock a system that provides at least three daily frequencies to even the least densely populated lines. If this is what remains after the infamous early 1960s Beeching cuts, which saw the abandonment of many secondary lines, then what existed before must have been absolutely mind-boggling.

[…]

The regular National Rail trains I rode were about evenly split between electric and diesel power. Most of the lines emanating within a 100-mile radius of London are electrified — both the East Coast and West Coast mains boast catenary as far as Edinburgh and Glasgow from London, and several other lines have third-rail power, including the South Western trains between London Waterloo and Weymouth via Southampton, which I rode — the world’s longest continuous third rail-electrified railway at 136 miles, whose electrification was completed in 1988. By contrast, America’s longest electrified railroad is only 57 miles: Metro-North’s Harlem Line from Grand Central Terminal to Southeast, N.Y. Trips of up to 200 miles on electrified lines tend to be covered by Electric Multiple Unit trainsets, while electric locomotive-hauled sets cover longer runs.

Top speeds for expresses on the electrified mains range from 100 to 125 MPH, akin to Regionals on Amtrak’s Northeast Corridor. Older equipment is usually limited to 80 to 90 MPH. On less busy branch lines, speeds top out between 40 and 70 MPH depending on track condition. Some of these lines are dark territory and some still use semaphore signals and manually-operated switch towers (signal boxes in British parlance).

Catenary electrification is working its way westward on the Great Western main line towards Cornwall, but long-distance expresses on this line use either 1990s-built High-Speed Train trainsets powered by diesel locomotives on both ends or two-year-old Hitachi dual-mode (catenary electric and diesel) multiple unit trainsets. Most services on less busy lines, however, are provided by Diesel Multiple Unit trainsets of varying vintages and configurations, often of just one or two cars. ScotRail’s rural services, including the five-hour run Sam and I took from Glasgow to Mallaig, all use DMUs.

Of the ten different branded National Rail services I sampled, I was most impressed with Virgin Trains, Great Western and Chiltern Railways. I took Virgin’s expresses on both the East and West Coast main lines and both offered a comfortable First Class product with hot meals and alcohol included, similar to Acela First Class. Great Western’s First Class seats were the most comfortable and the color schemes and seat arrangements the most attractive, and the food service included sandwiches as well as snacks, coffee, tea, sodas and still or sparkling water. On most trains traveling for more than one hour, there is food and beverage service from a cart. In most cases, First Class passengers get one complimentary snack (such as pretzels, fruit, crisps (potato chips in British parlance), candies, cookies and pastries) and one drink each time the cart passes through the coach.

June 1, 2018

QotD: Travelling with a political campaign

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

One of the constant nightmares of traveling with politicians is the need to keep them in sight at all times. Every presidential campaign has its own fearful litany of horror stories about reporters – and, occasionally, even a key staff member – who thought they had plenty of time to “run across the street for a quick beer” instead of hanging around in the rear of some grim auditorium half-listening to the drone of a long-familiar speech, only to come back in 20 minutes to find the auditorium empty and no sign of the press bus, the candidate or anybody who can tell him where they went. These stories are invariably set in places like Butte, Buffalo or Icepick, Minnesota, on a night in the middle of March. The temperature is always below zero, there is usually a raging blizzard to keep cabs off the street, and just as the victim remembers that he has left his wallet in his overcoat on the press bus, his stomach erupts with a sudden attack of ptomaine poisoning. And then, while crawling around on his knees in some ice-covered alley and racked with fits of projectile vomiting, he is grabbed by vicious cops and whipped on the shins with a night stick, then locked in the drunk tank of the local jail and buggered all night by winos.

These stories abound, and there is just enough truth in them to make most campaign journalists so fearful of a sudden change in the schedule that they will not even go looking for a bathroom until the pain becomes unendurable and at least three reliable people have promised to fetch them back to the fold at the first sign of any movement that could signal an early departure. The closest I ever came to getting left behind was during the California primary in 1972, when I emerged from a bathroom in the Salinas railroad depot and realized that the caboose car of McGovern’s “victory train” was about 100 yards further down the tracks than it had been only three minutes earlier. George was still standing outside on the platform, waving to the crowd, but the train was moving – and as I started my sprint through the crowd, running over women, children, cripples and anything else that couldn’t get out of my way, I thought I saw a big grin on McGovern’s face as the train began picking up speed….… I am still amazed that I caught up with the goddamn thing without blowing every valve in my heart, or even missing the iron ladder when I made my last-second leap and being swept under the train and chopped in half by the wheels.

Ever since then I have not been inclined to take many risks while traveling in strange territory with politicians. Even the very few who might feel a bit guilty about leaving me behind would have to do it anyway, because they are all enslaved by their schedules, and when it comes to a choice between getting to the airport on time or waiting for a journalist who has wandered off to seek booze, they will shrug and race off to the airport.

Hunter S. Thompson, “Fear and Loathing on the Campaign Trail ’76: Third-rate romance, low-rent rendezvous — hanging with Ted Kennedy, Jimmy Carter, and a bottle of Wild Turkey”, Rolling Stone, 1976-06-03.

May 26, 2018

Remy: The Longest Time (TSA Version)

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

ReasonTV
Published on 25 May 2018

Remy prepares summer travelers for groping season.

“The Longest Time” parody written and performed by Remy. Background vocals and Mastering by Ben Karlstrom. Video produced and edited by Austin Bragg.
—–
LYRICS:
Whoa-oo-aa-ooah
For the longest time
If you book a ticket for a flight
Stow your baggage and some of your rights
Travel, you’re hoping
But first you’ll get a groping
And you’ll be waiting for the longest time

My last job? I guess it paid the bills
This pays more for using the same skills
At first we hound you
Then we put our arms around you
And you’ll be waiting for the longest time

Whoa-oo-aa-ooah
For the longest time

Supervisors try to sneak bombs by
Of 100, 80 make it by
I like those chances
I forgot how nice your pants is
I haven’t touched them for the longest time

I had other jobs at the start
I said to myself “just follow your heart”
Now I know the woman that you are
I’ll swab your Magic cards
And you’ll miss your connection…

Who could guess what consequence this brings
We have issues keeping nicer things
Our record’s so bad I think you ought to know this summer
you’ll be waiting for the longest time

Whoa-oo-aa-ooah
For the longest time

May 22, 2018

A variant factor in Chinese economic statistics

Filed under: China, Economics — Tags: , , , — Nicholas @ 03:00

I’ve long been on the record as not trusting Chinese government statistics (some examples here, here here, here, here, here, here, here, here here, here, here, here, here, here, here, and here), but this is a twist I hadn’t previously noticed:

A useful and basic rule of thumb about international economic statistics. Never, but just never, believe nor pay attention to anything about the Chinese economy for the first quarter of the year. No, this isn’t because our inscrutable bretheren dissemble more or less at this time of year, it’s not because their statisticians spend January drunk or hungover (unlike our own), it’s because the Chinese New Year obeys its own little calendar.

The modern Chinese New Year begins on the first new moon between January 21st and February 20th. Earlier calendar systems were more complicated:

Chinese five phases and four seasons calendar, used during the Zhou dynasty (c. 1046 BC-256 BC).
Image by Orienomesh-w, via Wikimedia Commons.

Well, OK, so if this was a western country that really celebrated the New Year (say, Scotland) then everyone would be back at work 48 hours later. However, the Chinese New Year is also the start of the two week holiday. Sorta a mixture between American Thanksgiving (you WILL eat at your mother’s table or a close simulacrum of it) plus a Wakes Week (English industrial towns would shut every single factory so that all could get away to the beach for a week. Well, beach not so much, Skegness maybe). The combination of the two means that near every factory in the country shuts for a couple of weeks as the largest migration in history takes place. All those migrant workers heading back to Mom’s dumplings.

If this all took place at the same time each year then our economic statistics would take account of it just fine with our seasonal adjustments. Just like we do with Christmas. We know very well that hundreds of thousands get hired for temporary jobs packing and delivering just before, get laid off immediately afterwards. We don’t see that reflected in the unemployment numbers because we’re not interested. We want to see trends, not known seasonal variations. So too with output and all that – many European factories do close in that week after Christmas. We don’t measure a drop in GDP then because we know about it therefore ignore it.

So Chinese official economic statistics are even less likely to correspond to reality during the first quarter than at any other time of the year.

April 6, 2018

QotD: Bordertown, USA

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

Welcome to Bordertown, USA. Population: 200 million. Expect occasional temporary population increases from travelers arriving from other countries. Your rights as a US citizen are indeterminate within 100 miles of US borders. They may be respected. They may be ignored. But courts have decided that the “right” to do national security stuff — as useless as most its efforts are — trumps the rights of US citizens.

Tim Cushing, “Wall Street Journal Reporter Hassled At LA Airport; Successfully Prevents DHS From Searching Her Phones”, Techdirt, 2016-07-22.

December 22, 2017

Okay, Etobicoke drivers, now they’re just messing with your heads

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

A recently started reconstruction project of the confusing Six Points interchange will involve closing off existing access ramps and (eventually) replacing them with new ones. During construction, however, things are just insane, as this example shows:

The above map shows what the city calls its “preferred alternate route to access Bloor Street eastbound from Kipling Avenue” due to ramp closures.
Image via BlogTO.

As you can see, it involves three huge loops winding around four corners of the intersection. If the ramp weren’t closed, it would be a simple right turn from Kipling onto Bloor heading East.

“It is often said two wrongs don’t make a right, but three lefts do,” wrote one Redditor in response to the graphic today. “In this case, seven rights make, uh, one right.”

“I don’t care what you say,” wrote another, “that ‘Alternate Route’ looks like so much fun, I might go there just to do it!”

Don’t forget your seatbelt.

December 20, 2017

Repost – Happy holiday travels!

Filed under: Bureaucracy, Humour — Tags: , , , — Nicholas @ 03:00

H/T to Economicrot. Many many more at the link.

December 18, 2017

The Canadian | Mighty Trains

Filed under: Cancon, Railways — Tags: , — Nicholas @ 02:00

Quest TV
Published on 19 Mar 2017

The Canadian is VIA Rail’s iconic passenger train, which travels between Vancouver’s Central Station and Toronto’s Union Station on a three-day, four-night journey. Mighty Trains takes the 4,466km journey, which traverses much of the country, through the Rocky Mountains, Prairies, boreal forest and lakes of Northern Ontario.

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