On a Tuesday evening shortly before Christmas, I arrived at London Gatwick Airport on an Easyjet flight from Morocco. I wanted to travel to my home in Southwark as quickly as possible. The quickest and simplest way to do this is to catch a train from Gatwick Airport railway station in the terminal to East Croydon and then London Bridge, followed by another train to South Bermondsey, the nearest station to my home. A single ticket for this journey costs £14.60, a fare I find to be a bit steep. Knowing the fare system reasonably well, I instead purchased a ticket to East Croydon, the first station inside Greater London at which the train stopped. For this, I paid £4.50. I then used my Oyster Card – the contactless ticketing system that Londoners use for most of their public transport journeys within London – to get to South Bermondsey. This was charged using the zone based fare system that applies within London, and cost me £2.20. I was thus able to reduce the cost of the journey by more than 50%.
This is not fare evasion. What I did is perfectly legal, and I can’t be punished for doing it, but surely it is against the spirit of the fare laws. The powers that be have decided that the wealthy plutocrats who can afford to fly Easyjet can also afford to pay £14.60 for a train journey from central London to the airport. By taking advantage of the cheaper fares available for shorter journeys, I am demonstrating my contempt for the wise decisions of these people. Let us call it fare avoidance. As it happened, a ticket inspector stopped me part of the way through the journey, and berated me for my lack of public spiritedness and civic responsibility, and just generally told me off for failing to spend money that rightly belonged to the families of good, honest people such as ticket inspectors. How would such people be able to feed their families if everyone behaved like this?
Actually, no he didn’t. What he actually said was “Thank you sir. That’s great”. It’s also possible he wished me a merry Christmas.
In these enlightened days of state-controlled railways and fare control it is sometimes difficult to believe that there was a time when railways were monopolies red in tooth and claw and were more or less free to do what they wanted.
And here, from a hundred years ago, we have an egregious example of precisely the sort of monopoly abuse we have so often been warned of. It’s revision time for fares and you know what’s coming: they’re… er… reducing them:
The Times 3 December 1913 p5
Well, that’s as may be but the only reason they’re doing that is because they’re making the service… er… better:
In anticipation of the opening of the first section of the electrified suburban lines during the coming year…
As it happens the lines to which they refer weren’t electrified until 1916 – not that that is particularly important.
So, what’s going on? Well, as Brian Micklethwait likes to point out everything competes with everything else. Railways may not compete much with other railways but they sure as hell compete with buses, trams, cars, moving nearer work and finding a job nearer where one lives.
Even so, railwaymen often refer to the “sparks effect”. This is the phenomenon whereby a newly electrified line will see a significant increase in passengers. With that in mind you would have thought they could increase their fares. I can only imagine fares are being reduced because they are able to run more services.
By the way, not strictly relevant but I loved this from column 1 on the same page:
Mr J. D. Gilbert asked the chairman of the Highways Committee whether in view of the by-laws allowing passengers to stand in the tramcars, the committee had considered the advisability of issuing notices, similar to those in use in Manchester, asking ladies to have all hatpins protected.
Although I am only posting this at midday, I wrote most of it at three o’clock this morning.
I did this because I am now suffering from severe Ashes Lag (The Horror! The Horror!), and also because it is in the spirit of the news I am passing on, which is that soon, London will be experiencing (no doubt some would prefer to make that “enduring”) all night underground train service at weekends:
For better or worse, London is on the way to becoming a city that never sleeps, leaving other British cities even further behind.
Not the District Line, though. That’s one of the lines I often use late at night, and I would have liked that one also to be going round the clock. The other line I use, but less often late at night, is the Victoria, which will be all round the clock at the weekend.
But this is only a start. And it is only at the weekend. What has long puzzled me is why London has not, for the last several decades, been a city that never sleeps, but is instead only groping slowly towards one day becoming such a city. London always comes near the top of those lists of the world’s greatest cities, yet for much of the time London is almost entirely asleep, unlike one, in particular, of its most famous rivals (immediate music warning – don’t click on that if you wish to go on listening to something else). All that frighteningly expensive office space, basically doing nothing for about a third to a half of every day, and nothing at all at the weekends, since for ever. Why? Modern electronics means that there is always someone wide awake to be doing business with, somewhere in the world. So, why no big night shift activity in the City? It can’t take all night just to keep those places clean.
Maybe there is lots of City of London night shifting going on already, and I merely haven’t been told about it. After all, night shifters mostly only need transport when they start and when they finish, which they already have. I can see why they are starting this at the weekend, for people for whom the difference between getting home at 4 am rather than at 8 am is all the difference.
Talking of London staying awake all night, there was a time, in about 1941, when a lot of it did just that, for quite a while. This was when London Pride got itself written. Take that, Sinatra. Someone (can’t find who – anyone know?) once said something like: there are many more tunes to be written in C major. I don’t know the key of London Pride, but it is one of my favourite tunes ever, and it always makes me think of that remark.
What follows is based on a talk I gave at the end of August at one of Brian’s Fridays. See also Parts I, III, IV, V & VI.
Little is said about the economy – not that that was a term in common use at the time. Unemployment – known as idleness – seems non-existent but there is some inflation – referred to as an “advance in prices” or “an increase in living costs”. Seeing as the pound was tied to gold at a rate of about £4 per troy ounce this seems surprising although the enormous gold finds in South Africa may have had something to do with it. Inflation may have been the cause of the many strikes at the time and it may have been the effect. The tax take is about 10%. Today it is over 40%. Northerners are better off than Southerners.
In 1912 the Titanic, the largest moving object in the world, set sail on its maiden voyage. Most people are aware that it sank, which is notable enough. But the really amazing part is that it got out of port at all. There had been a month-long national coal strike immediately beforehand and supplies were extremely low. Strikes are extremely common. In addition to the national coal strike, recent years have seen a national rail strike, a London dock strike and a Hull dock strike. London is currently undergoing a painters and decorators’ strike and Dublin a tramworkers’ strike.
In a previous coal strike, in 1910 in South Wales, troops had been used to put down a riot. At about the same time troops were also used to put down a riot in Liverpool.
The state is starting to nationalise things. In 1911 it nationalised the National Telephone Company. I should explain that this isn’t quite as dramatic as it sounds. The state already owned the trunk lines. The National Telephone Company owned everything else and operated them under licence. In 1911 the licence simply wasn’t renewed. In London, the County Council, late in the day, built an electric tram network. It was completed just in time for motor buses to take their market away from them.
It is difficult to detect any class, race or sex prejudice in the pages of the Times.
In 1913, the world is undergoing a transportational revolution. The horse is being swept from the streets of London to be replaced by electric trams, motor buses, motor lorries and motor cars. Below the streets, the deep-level, electrified tube lines are being built while steam trains are being replaced by electric ones on the older cut and cover lines. We are seeing the beginnings of surburban electrification.
Buses, in particular, are allowing people to travel much further to work and to shop. The only downside is that a lot of people are getting killed on the road.
Talking of buses, this is still a time when entrepreneurs are able to think big. Flushed from their success in London, the London General Ominbus Company, which incidentally bought up most of the Underground in 1911, is selling shares in a planned national bus company.
A hundred years ago, London was undergoing a transport revolution. Electric trams, electric underground trains, motor cars and motor buses had all entered the market while horse-drawn buses, trams and cabs were leaving it. I’m guessing here, but it seems to me that for centuries the big class distinction was whether you owned a horse or not. Now that horses were becoming uninimportant, class barriers were starting to come down.
But that’s by the by. In a revolution there are winners and losers. And here, in the London County Council’s accounts, we see a loser, horse-drawn trams:
The Times 16 June 1913 page 3
But read a bit further and you see it’s not just horse-drawn trams that are losing out:
The most striking feature of the accounts is the falling off in gross traffic receipt, as well as in the receipts a car-mile compared with previous years. The average passenger receipts a car-mile have gradually fallen from 11.95d. in 1907 to 9.73d. this year. A new factor which has arisen during the last year or two which the Council has seriously to reckon, in its efforts to maintain the tramway undertaking on a sound financial basis, is the great increase in the competition which the tramways have to meet from the motor-omnibus undertakings.
In other words buses are taking their market. I must admit I’m in two minds on this. On the one hand, it’s hard to feel sympathy for the government losing money. On the other, trams are nicer than buses: smoother, quieter, cleaner. And commercial tram operators (they do exist) will not find bus competition any easier to deal with. You have to feel some sympathy with operators that have, at great expense, set up electric tram systems only to find them superseded by the internally combusted upstart within a few years.
But buses are where the action is. Still. In 1911, they bought up the lion’s share of London’s tube network. [Yes, private enterprise integrated transport.] They may be dirty, noisy and uncomfortable but they are cheap and flexible and go where people want them to go. Oh, and dangerous. Did I mention dangerous:
The Times 20 June 1913 page 4
I have long admired the libertarian historian and activist Stephen Davies, my previous posting here about him being this one, in connection with a talk he recently gave to Libertarian Home, in the superbly opulent setting of the Counting House‘s Griffin Room, in the City of London.
Here is a photo of Davies that I took that night:
Here is another, together with a photo of someone else also photoing him.
The Davies talk was predictably excellent, and this on a day when he had also given another talk elsewhere in southern England somewhere, to a bunch of sixth formers. I know this because I happened to share a tube journey with Davies afterwards, during which we talked about, among other things, his day, and why he was so very tired. I don’t recall where this other talk was, but do recall that it was definitely out of London and that Davies also organised for three other speakers to be present, as well as himself speaking. All this being part of the networking and speechifying enterprise that Davies masterminds from the IEA, along with his IEA colleague Christiana Hambro. LLFF2013 was but a London manifestation of a nationwide libertarian outreach programme.
The way Davies seems to operate is that he has a number of set-piece performances on particular themes, each of which he delivers pretty much off the cuff, with almost intimidating fluency but which he will typically have done several times before you get to hear it. So, when a particular audience assembles, they get to choose from a menu. There’s that history of libertarianism talk, which Davies did for Libertarian Home, having previously done it for the Essex University Libertarians and presumably for plenty of others besides. There is a healthcare talk, which I heard Davies do at LLFF2013, which he also did for those sixth-formers earlier in the day of the Libertarian Home performance. And there are several more of course, which I also asked him about, during that tube journey. I know. He was by then just about dead on his feet, but just sitting there and not asking such things would have felt even ruder than picking his exhausted brain.
A particular favourite of Davies himself, and of me now that I have heard about it, concerns history dates.
→ Continue reading: Steve Davies supplies some different and better history dates
The pub chain Wetherspoons, whose chairman Tim Martin seems to be of sound mind, is opening a pub at a motorway service station. Cue whining and moaning from assorted fake charities and do-gooders of the kind who complain about the “message” that allowing such a business to exist “sends out” and advise drivers against even one drink with lunch because, though it does not follow, people who drink to excess cause traffic accidents.
“We believe the majority of people that use the pub to drink will be people that aren’t driving – coach parties or people travelling with others.
“We won’t be asking them whether they are driving. It’s up to them.”
This is individual responsibility that alcohol lobbyists do not acknowledge.
And I also (see below) recommend this video. I won’t describe it at length. Suffice it to say, as David Thompson does say, that you need to watch it right to the bitter end. DT found it here, where viewers were also urged not to miss the end.
An early DT commenter declared that he saw how things would end right away, but I didn’t.
Today, at 1.54pm in the early afternoon, a friend of mine took this photograph at Oxford Circus, in London W1. We were talking on the phone and she mentioned that there was this important looking hearse driving by. I said can you take a photo of it? She managed just the one, and this was it:
Not having paid much attention yesterday to the Thatcher Funeral, and being a very inept Googler for information about such things, I am unsure about just what this is a photo of. The internet is full of news about what happened yesterday, but seems (to me) to be silent about any Thatcher related activity happening in London today.
Thatcher was cremated at Mortlake Crematorium yesterday afternoon:
Baroness Thatcher was this afternoon cremated at Mortlake Crematorium in South-West London.
After a reception for the guests at her ceremonial funeral, the body of the former Prime Minister was driven from St Paul’s Cathedral to the suburban district.
Her ashes are due to be interred next to those of her beloved husband Denis, who died in 2003, at the Royal Hospital Chelsea.
The hearse in the photo that my friend took certainly looks like the hearse on duty yesterday, as featured in the pictures at the far end of the link above. And who else, besides Thatcher, would merit a Union Jack?
So I’m guessing that this was indeed the Thatcher ashes, on their way to Royal Hospital Chelsea. If so, by a somewhat circuitous route, back through the middle of London.
But am I right about what this was? Or is egg is even now assembling itself on my face?
Mick Hartley, who has been watching North Korea closely for years, senses that things may be about to explode, sooner rather than later:
Under the departed Dear Leader, there was at least some measure of balance. The Songun military-first principle held sway then as now, of course, and the level of vitriolic rhetoric aimed at South Korea and the US and Japan was constant and unrelenting, but there was some sense of a cunning plan; of a canny political operator at work.
Now, though, with the new Fat Controller Kim Jong-Un, there’s a strong feeling that it’s all getting out of control. As a sign of his weakness and insecurity, and doubtless under all kinds of internal pressures, and in-fighting within the top brass which we don’t know about, he just keeps pressing the same buttons that worked for his father, but he has to press them harder and harder. Up with the militarisation; up with the vicious rhetoric; up with the provocations and the bluster. He doesn’t know what else to do. Now the whole country’s on a war footing, the economy – such as it was – is imploding, and maybe for the first time in the history of the DPRK there’s a sense that the suffering people may not be prepared to tolerate this increased hardship much longer.
The logic of his position, then, may force him into some reckless action. He’s backed himself into a corner. South Korea’s western islands are looking increasingly vulnerable. If he doesn’t do something he’s going to look weak, and all that hardship is going to look like it was all for nothing to the wretched populace. And, as the economy tanks, he has to do something sooner rather than later….
I recommend also reading Hartley’s earlier piece, linked back to there, which does indeed link in its turn to reports about the vulnerability of some South Korean islands, but which is itself a copy-and-paste posting about what China is preparing to do about all this. Preparing to invade North Korea, basically, and racing against time. As always, when states like China build railways (in fact when almost any state has ever built a railway), the thinking is not just economic; it is also military.
China was and remains content to sponsor a North Korea that is vicious and strong. But a North Korea that is vicious and weak, to the point of recklessness, is a serious threat to China’s interests.
It says everything about the state of life for regular people in North Korea that if and when the Chinese do invade, the Chinese may well be greeted as liberators rather than as another bunch of predators.
I like photographing new London buildings, the taller the better. And I am also very fond of photographing cranes, which can be quite dramatic but will soon be gone. So, when a new tower started getting built just across the Thames from me, all the while lovingly tended by just the one very tall crane, I photoed it, quite often.
Here is how the tower and its crane looked in May of last year.
That’s a shot taken from Vauxhall Bridge.
Here is a somewhat more artistic shot of the top of the tower, and its crane, taken last November, from Vauxhall Bridge Road, which is to say from rather further away:
But now look at them, as photoed by me this afternoon:
The tower is okay, but the crane is in a sorry state.
During this morning’s rush hour, when it was very misty, a helicopter smashed into the crane. As you can see, the crane suffered badly, but what happened to the helicopter was far worse. It lost its blades, plummeted to the ground in flames, killing its lone occupant, the pilot, and another person on the ground. Blazing aircraft fuel was all over the place, and nearby cars were engulfed in the resulting flames and themselves also exploded. Had it happened rather later, when the road where all this happened would probably have been traffic-jammed, it might have been an order of magnitude more horrific.
Not surprisingly, this is one hell of a news story.
This afternoon I got nowhere near where all this drama had happened, and didn’t seriously try to. But a zoom lens was all I needed to photo what happened to the crane, and this will surely get photoed a lot, for as long as it stays up there for all the world within about half a mile to see. I’m guessing that there is going to be lots of tidying up and sorting out to be done at ground level, before it will become possible to replace the crane, and finish building the tower.
Terrible. Deadly. And, given how costly it is when a major building project is at all seriously delayed, as this one surely will now be: very expensive.
LATER: A better view of the ruined crane, in the form of an expanded detail of the crane itself, minus most of the tower, here.
Today a friend from way back who is a structural engineer by profession dropped by. He is semi-retired now, but was not so long ago a pretty big cheese in the bridge designing trade. He still has quite a bit of influence on bridge designing, albeit rather less now than he used to have.
He told me of an engineering bee, concerning train safety, now buzzing about inside his head.
Trains are, on the whole, he said, very safe. But apparently level crossings are the big train exception. A trickle of deaths? A rather big trickle, he replied. “Scores every year” was the phrase I recall him using. I don’t know if that’s quite right, but level crossing deaths are certainly a big deal in Britain.
Perhaps partly because he is a bridge designer, my friend believes that where possible and where not too disruptive and expensive, level crossings should be replaced by … bridges.
Trouble is, there is an acronymic organisation (I think he was talking about this one) concerned with British train safety, which demands very large clearances, both upwards and sideways, for all new road bridges over railways. And it takes only a small increase in a demanded clearance size to require a greatly more elaborate and expensive bridge. Which means that a lot of bridges, that might be built, aren’t.
Partly this demand for big clearances is because at some future date the railway line in question might be electrified, and in the meantime, space must be left under all bridges for that.
My friend says: Fine. In the meantime build smaller but temporary bridges. If electrification ever happens, replace these small bridges with bigger bridges. (Or, I suppose, go back to having level crossings, although that possibility wasn’t mentioned.) Meanwhile, save many lives now lost at level crossings.
But partly, the reason is a safety consideration of another kind. Says the acronymic organisation: all imaginable train wobblings, including the most unlikely, must be allowed to occur under all future bridges without any train afflicted by such wobbling hitting the bridge, even though many existing bridges allow for no such wobblings, with no detectable effect on train fatalities.
Result? The rather big trickle of deaths at level crossings goes on, and on, and on. In the pursuit of even more perfect safety where perfect safety has pretty much already been achieved, a closely related and very unsafe circumstance is caused to persist.
The pursuit of safety, badly done, is resulting in the persistence of unsafety.
When people now speak, as they so often now do, of “health and safety gone mad”, this is one of the things they surely mean. It isn’t just that safety is pursued and damn everything else. Safety is also pursued in accordance with mindless rules, that have the effect of reducing safety itself.
Something tells me that this is not the only example of such perverse safety thinking.