Posts Tagged ‘trains’
“If the world’s 223 international undersea cable systems were to suddenly disappear, only a minuscule amount of this traffic would be backed up by satellite, and the Internet would effectively be split between continents”*…
Your correspondent is hitting the road, so (Roughly) Daily will be a good bit more roughly than daily for a bit. Regular service should resume on or around May 6. Meantime, a fascinating– and meaty– piece to hold you…
Josh Dzieza goes deep on an undersung technology and the folks who keep it functioning…
The world’s emails, TikToks, classified memos, bank transfers, satellite surveillance, and FaceTime calls travel on cables that are about as thin as a garden hose. There are about 800,000 miles of these skinny tubes crisscrossing the Earth’s oceans, representing nearly 600 different systems, according to the industry tracking organization TeleGeography. The cables are buried near shore, but for the vast majority of their length, they just sit amid the gray ooze and alien creatures of the ocean floor, the hair-thin strands of glass at their center glowing with lasers encoding the world’s data.
If, hypothetically, all these cables were to simultaneously break, modern civilization would cease to function. The financial system would immediately freeze. Currency trading would stop; stock exchanges would close. Banks and governments would be unable to move funds between countries because the Swift and US interbank systems both rely on submarine cables to settle over $10 trillion in transactions each day. In large swaths of the world, people would discover their credit cards no longer worked and ATMs would dispense no cash. As US Federal Reserve staff director Steve Malphrus said at a 2009 cable security conference, “When communications networks go down, the financial services sector does not grind to a halt. It snaps to a halt.”
Corporations would lose the ability to coordinate overseas manufacturing and logistics. Seemingly local institutions would be paralyzed as outsourced accounting, personnel, and customer service departments went dark. Governments, which rely on the same cables as everyone else for the vast majority of their communications, would be largely cut off from their overseas outposts and each other. Satellites would not be able to pick up even half a percent of the traffic. Contemplating the prospect of a mass cable cut to the UK, then-MP Rishi Sunak concluded, “Short of nuclear or biological warfare, it is difficult to think of a threat that could be more justifiably described as existential.”
Fortunately, there is enough redundancy in the world’s cables to make it nearly impossible for a well-connected country to be cut off, but cable breaks do happen. On average, they happen every other day, about 200 times a year. The reason websites continue to load, bank transfers go through, and civilization persists is because of the thousand or so people living aboard 20-some ships stationed around the world, who race to fix each cable as soon as it breaks…
The internet cables that knit the world together and the people that keep them working: “The Cloud Under the Sea,” from @joshdzieza in @verge. Eminently worth reading in full.
* Nicole Starosielski, The Undersea Network
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As we dive deep, we might send effectively-transmitted birthday greetings to a pioneer of telecommunications, Granville Woods; he was born on this date in 1856. An inventor, he held more than 50 patents, for innovations that ranged from a locomotive steam boiler to an egg incubator. But he is probably best remembered for his Synchronous Multiplex Railway Telegraph, a variation of the induction telegraph that relied on ambient static electricity from existing telegraph lines, allowing railroads to send messages between train stations and moving trains.
He is often referred to as the first African American mechanical and electrical engineer after the Civil War and as “the Black Edison” (sic).
“Investment in infrastructure is a long term requirement for growth and a long term factor that will make growth sustainable”*…
So it’s a problem that infrastructure here in the U.S. is so very expensive. Why is that?
As Congress argues over the size of the infrastructure bill and how to pay for it, very little attention is being devoted to one of the most perplexing problems: Why does it cost so much more to build transportation networks in the US than in the rest of the world? In an interview in early June, Transportation Secretary Pete Buttigieg acknowledged the problem, but he offered no solutions except the need to study it further.
Biden’s original infrastructure proposal included $621 billion for roads, rail, and bridges. His plan is billed not only as an infrastructure plan but one that would help respond to the climate crisis. A big part of that is making it easier for more Americans to travel by mass transit. The Biden plan noted that “America lags its peers — including Canada, the U.K., and Australia — in the on-time and on-budget delivery of infrastructure,” but that understates the problem.
Not only are these projects inordinately expensive, states and localities are not even attempting to build particularly ambitious projects. The US is the sixth-most expensive country in the world to build rapid-rail transit infrastructure like the New York City Subway, the Washington Metro, or the Chicago “L.” And that’s with the nation often avoiding tunneling projects, which are often the most complicated and expensive parts of any new metro line. According to the Transit Costs Project, the five countries with higher costs than the US “are building projects that are more than 80 percent tunneled … [whereas in the US] only 37 percent of the total track length is tunneled.”
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America’s infrastructure cost problem isn’t just confined to transit, it’s also the country’s highways. Research by New York Federal Reserve Bank and Brown University researchers reveals that the cost to construct a “lane mile of interstate increased five-fold” between 1990 and 2008. New construction — widening and building interchanges and building new sections of road altogether — is where the bulk of the problem lies, says one of the researchers, economist Matthew Turner. (The cost of “heavy maintenance” like resurfacing increased as well, but Turner said that’s due almost entirely to the rise in the price of certain paving materials.)
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According to a report by the Brookings Metropolitan Policy Program, the nation’s transit spending “fell by $9.9 billion in inflation-adjusted terms” over the last 10 years. In comparison with similar countries, America spends a relatively small amount of its GDP (1.5 percent) on public infrastructure, while the UK spends 2 percent, France 2.4 percent, and Australia 3.5 percent.
The problem is fundamentally that the US is getting very little for what it builds…
Infrastructure: “Why does it cost so much to build things in America?”- this is why the U.S. can’t have nice things. From @JerusalemDemsas in @voxdotcom. Eminently worth reading in full.
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As we lay the foundation, we might recall that it was on this date in 1886– the anniversary of the date in 1864 the Abraham Lincoln set aside Yosemite Valley as a preserve— that Congress recognized and established by law (24 Stat. L.103), the Division of Forestry in the Department of Agriculture. Created in 1881 by fiat of the then-Commissioner of Agriculture, it’s initial remit was to assess the quality and conditions of forests in the United States. In 1891, its mandate was expanded to include authorization to withdraw land from the public domain as “forest reserves,” to be managed by the Department of the Interior– the precursor to America’s National Forest and National Park program.
“When you’re dead, they really fix you up”*…
For 87 years, nearly every day, a single train ran out of London and back. It left from a dedicated station near Waterloo built specifically for the line and its passengers. The 23-mile journey, which had no stops after leaving London, took 40 minutes. Along the way to their destination, riders glimpsed the lovely landscapes of Westminster, Richmond Park and Hampton Court — no mistake, as the route was chosen partly for its “comforting scenery”, as one of the railway’s masterminds noted.
How much comfort a route gives passengers isn’t a usual consideration for a train line. But this was no normal train line.
Many of the passengers on the train would be distraught. The others — those passengers’ loved ones — be dead. Their destination: the cemetery.
In operation from 1854 to 1941, the London Necropolis Railway was the spookiest, strangest train line in British history. It transported London’s dead south-west to Brookwood Cemetery, near Woking, in Surrey, a cemetery that was built in tandem with the railway. At its peak, from 1894 to 1903, the train carried more than 2,000 bodies a year.
It also transported their families and friends. Guests could leave with their dearly departed at 11:40am, attend the burial, have a funeral party at one of the cemetery’s two train stations (complete with home-cooked ham sandwiches and fairy cakes), and then take the same train back, returning to London by 3:30pm.
The pairing of grief and efficiency may seem a little jarring. It did then, too…
For the full story, hop aboard at “The passenger train created to carry the dead.”
* J.D. Salinger, The Catcher in the Rye
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As we struggle with our sugar hangovers, we might recall that today is Graveyard Day– or more politely, All Hallows or All Saints Day– a Christian celebration of all saints, “known and unknown.”
“The Forerunners of Christ with Saints and Martyrs,” Fra Angelico (c. 1423-4)
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