Lex Anteinternet: Sunday, March 12, 1944. Derailed.

Lex Anteinternet: Sunday, March 12, 1944. Derailed.: 

Sunday, March 12, 1944. Derailed.

Today In Wyoming's History: March 12: 1944  Nineteen cars of a Union Pacific train derailed near the location of old Ft.Steele.  Attribution:  Wyoming State Historical Society.

A few photos of Ft. Steele (more are on the linked in site.

Ft. Fred Steele, Carbon County Wyoming

In the past, I haven't tended to post fort entries here, but for net related technical reasons, I'm going to, even though these arguably belong on one of my other blogs.  I'll probably cross link this thread in.

These are photographs of Ft. Fred Steele, a location that I've sometimes thought is the bleakest historical site in Wyoming.

One of the few remaining structures at Ft. Steele, the powder magazine.  It no doubt is still there as it is a stone structure.

The reason that the post was built, the Union Pacific, is still there.

Ft. Steele is what I'd regard as fitting into the Fourth Generation of Wyoming frontier forts, although I've never seen it described that way, or anyone other than me use that term.   By my way of defining them, the First Generation are those very early, pre Civil War, frontier post that very much predated the railroads, such as Ft. Laramie.  The Second Generation would be those established during the Civil War in an effort to protect the trail and telegraph system during that period during which the Regular Army was largely withdrawn from the Frontier and state units took over. The Third Generation would be those posts like Ft. Phil Kearney that were built immediately after the Civil War for the same purpose.  Contemporaneously with those were posts like Ft. Steele that were built to protect the Union Pacific Railroad.  As they were in rail contact with the rest of the United States they can't really be compared to posts like Ft. Phil Kearney, Ft. C. F. Smith or Ft. Caspar, as they were built for a different purpose and much less remote by their nature.

Ft. Sanders, after it was abandoned, remained a significant railhead and therefore the area became the center of a huge sheep industry. Quite a few markers at the post commemorate the ranching history of the area, rather than the military history.

One of the current denizens of the post.

Suttlers store, from a distance.

Union Pacific Bridge Tenders House at the post.

Current Union Pacific bridge.

Some structure from the post, but I don't know what it is.

The main part of the post's grounds.

This 1914 vintage highway marker was on the old Lincoln Highway, which apparently ran north of the tracks rather than considerably south of them, like the current Interstate Highway does today.

Lex Anteinternet: Soap Blindness. Being careful about what you are ...

Lex Anteinternet: Soap Blindness. Being careful about what you are ...: 

Soap Blindness. Being careful about what you are wishing for.

Independent truck drivers, whom share nothing in common with Donald Trump whatsoever, are claiming they'll boycott New York State today due to the judgment against the serially indicted former President.

In the Gene Shepherd classic A Christmas Story, Ralphie imagines that he'll get "soap blindness" and live on the streets, to the regret of his parents, for having his mouth washed out with soap.  No such thing exists, of course, but in reality, if it did, it'd be worse than the remorse the parents would feel for the person enduring it.

In other words, a person needs to be careful for what they wish for.

Truck drivers, or at least American independent truck drivers, are heavily invested in the belief that "America needs us".  They're also heavily invested in a myth of manly, rugged independence.  The reality of the situation is quite different, however.

The United States went to a semi tractor supply distribution system through the short sightedness of Dwight Eisenhower, who backed the massive Federally funded expansion of the US highway system during his administration.  Eisenhower, impressed with the Autobahn, which he'd seen while the Supreme Commander of Allied Expedition Force in Europe, wanted them here.  It was really an example of the American System at work, and while I'm generally a proponent of the American System, it shouldn't have happened in this example.

Coming right at the same time that the American love of automobiles really took off, it caused a massive ongoing subsidy of the highway system, and by extension, the expansion of over the road trucking, at the detriment of the railroads.  I've posted on that here before, stating:

Trucking is a subsidized industry, but people don't think of it that way.  Its primary competitor is rail. Railroads put in their own tracks and maintain their own railroad infrastructure. When you see a train, everything you were looking at, from the rails to the cars, were purchased by private enterprise. When you seem a semi tractor, however, it's always traveling on a public conveyance.

It's doing that fairly inefficiently compared to rail.  Rail is incredibly cheap on a cost per mile basis, and it's actually incredibly "green" as well.  It's efficient.  Trucks are nowhere near as efficient in any fashion.  Not even in employment of human resources.  Trains have, anymore, one or two men crews, the same as semi trucks, but they're hauling a lot more per mile than trucks are with just two men.

And, as we also stated:

Following the Second World War the U.S. saw a rising expansion of over the road trucking.  By the late 1950s the US was, additionally, overhauling its Interstate highway system via the Defense Department's budget with new "defense" highways, which were much improved compared to the old Interstate highway system.  With the greatly improved roads, by the 1960s, interstate long haul trucking was in an advance state of supplanting the railroads for a lot of American freighting.  At the same time, the diesel engine supplanted the gasoline engine for semi tractors.  A very uncommon engine for motor vehicles in the United States prior to the 1950s, diesels started coming in somewhere in that period and by the 1960s they'd completely replaced gasoline engines for over the road semi tractors.  Now, of course, diesels have become fairly common for heavy pickups as well, and are even starting to appear in the U.S. in light pickup trucks in spite of the higher cost of diesel fuel.

 

 Mack tractor, 1942.

The change was dramatic, although few people can probably fully appreciate that now, as we are so acclimated to trucking.  Thousands of trucks supplanted thousands of rail cars, and entire industries that were once served only by rail came to be served by truck.  The shipping of livestock, for example, which was nearly exclusively a railroad enterprise up into the 1950s is now done entirely by truck, a change which had remarkable impacts as rail shipping required driving the livestock to the railhead, whereas with the trucks they are simply scheduled to arrive at a ranch at a particular time.  Likewise, businesses that at one time located themselves near rail lines, so that they could receive their heavy products by rail, no longer do, as they receive those items by trucks.  For example, pipeyards, once always near a railhead, are not always today.

Not that the railroads have disappeared.  Indeed, in recent years they've once again been expanding, as they're very cost efficient and even more "green" than trucking, as they point out.  But trucks have, in the past 60 years, gone from something that was really for short hauls, for the most part, to something that is now common for long hauls, and indeed the bulk of American shipping is now done by truck.  Trucks have an advantage in being able to go more selectively and directly from "port to port", and the surface on which they travel is of course, put in by the public, making it a partially subsidized industry.  So they aren't going away soon, in spite of a revitalized rail industry.

And trucks have became part of the American vehicular fleet in a way that would have been hardly imaginable even 50 years ago.  As they've become more comfortable to drive, and easier to drive, they've been a common family vehicle, which is not what they once were.  Pickup trucks used to be pretty much only owned by people who had some need of them, even if that need was recreational.  Now, they're common everywhere.  Indeed, the Ford F150, Ford's 1/2 ton pickup truck, has been the best selling vehicle, that's vehicle, not truck, for the past 32 years.  So, so common have trucks become in the United States that one model of 1/2 tone truck is the number one single high selling model of vehicle.  Pretty amazing for a vehicle that started off as utilitarian and industrial.

One semi truck does as much damage to the highways as 2,000 passenger cars, or some I'm told.  I was told that by the owner of a company that has semi trucks.

On top of it, truck driving isn't something Americans want to do anymore, something the independents who are protesting seem to be missing.  As we earlier noted:

There are presently 11,000,000 unfilled jobs in the United States.  These are jobs that were filled before the COVID Recession.  People aren't going back to work.

And laborers are also demanding better wages and benefits in order to do the work they're doing.

This represents a dual fundamental shift in the thinking of the American work force.  Part of it is old-fashioned, and part not so much.

As for better wages and benefits, following the Reagan Administration and the economic woes of the 1970s, American labor really faded from the scene as an organized entity.  Of course, we lost a lot of labor to overseas as well.  Now the remaining labor is fed up and taking advantage of the situation, for which it cannot be blamed.

The second part of this situation, however, is remarkable.  Forced out of work during the pandemic, stay homes, lots of people discovered that modern American work sucks. They don't want to go back, as their lives were better without the work.

Some of those who don't want to go back are truck drivers. The country is short 20,000 truck drivers right now.

In recent years the country has actually imported a lot of truck drivers, something the general public seems largely unaware of.  Anymore, when I read the names of people involved in truck driving accidents, I expect the drivers to be Russian, and I'm actually surprised when they are not.   What happened here overall isn't clear to me, but over the last fifteen years technology has developed to where it's much easier for trucking companies to keep tabs on their truckers while on the road and things have gotten safer. At the same time, this means, as it always has, but perhaps more so, that these guys live on the road.  According to Buttigieg the industry has an 80% annual turnover rate.

An 80% annual turnover rate doesn't sound even remotely possible to me, but that there's a high one wouldn't surprise me.  It's a dangerous job and contrary to what people like to imagine, it doesn't really pay the drivers that well as a rule, or at least fairly often.  Often the drivers are "owner operators" who own their own super expensive semi tractor and who are leasing it to the company they are driving for.  That in turn means that they're often making hefty payments on the truck.  I don't blame anyone for not wanting to do it.

I can blame the nation for putting itself in this situation, however.

Drivers can make a lot of money, for sure, but their paychecks often go towards paying for their trucks and the like.  Modern trucks are automatic transmission vehicles and the days of really highly skilled teamsters who knew how to double clutch and shift two gear shifts at once (which I've seen done), are long gone.  The job has become one where temporary immigrants and immigrants from the Third World are incredibly common.  

So sure, while there are Trump loving independent teamsters out there, there are a lot of drivers from India, Somalia, Russia or Mexico who no doubt have little Trump love.

And motorists have little truck love.  That's part of the reason that teamsters feel compelled to attempt to remind people that things move by truck.  The problem is, they don't have to.

Had the Defense Highway System not been built, things would move by rail, except locally. There's no reason that couldn't happen again, and if the Federal Government suddenly decided, for whatever reason (and expense would be a good one) to end the funding system, the result would be just like what happened when it quite subsidizing housing the mentally ill back in Reagan's day.  States wouldn't pick it back up.  It'd take awhile, but not as long as supposed, before rail picked its old role back up, but it could and would.  

Beyond that, rail transportation is already very "green", as noted above, compared to truck transportation.  It could be made much more so by electrifying the system, which is a proven system.  Trains engines are also more capable of readily being made in alternative fuels than semi trucks are.  Short haul trucks, from rail to consumer, are also relatively easy to make the conversion to electricity.

Up until after World War Two, most things moved by rail, and trucking was local.  The highway system, while the Federal Government was already in it, was much more local.

So, want to show how valuable you are to the economy?  Going on strike or into a boycott may do it.  Perhaps you are like the railroader of World War One and World War Two and can't be ignored.  Perhaps you are an economic Lysistrata and people won't want to ignore you.

Or perhaps people figure they're better off without you and they don't want to be taxed to support your industry anymore and they'll look forward to not seeing trucks in their rear view mirror.

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Lex Anteinternet: Monday, December 27, 1943. Seizing the railroads, ...

Lex Anteinternet: Monday, December 27, 1943. Seizing the railroads, ...: 

Monday, December 27, 1943. Seizing the railroads, again.

People like to imagine that World War Two was a period in which the whole country simply pulled together for the war effort, and we put our differences behind us.

Well, to some extent, but not as much as imagined.

On this day in 1943 President Roosevelt seized the nation's railroads by executive order in advance of a strike scheduled for December 30.  The Army took control of the rail lines.

This had last happened on December 26, 1917, for the same reason.

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Lex Anteinternet: Sunday, October 17, 1943. The Burma Railway completed.

Lex Anteinternet: Sunday, October 17, 1943. The Burma Railway comple...: 

Sunday, October 17, 1943. The Burma Railway completed.

The German surface raider Michel was torpedoed and sunk off of Japan by the USS Tarpon.  On the same day the German's lost the U-540, U-631 and U-841 in the Atlantic.

The Burma Railway, constructed with Asian slave labor and Allied POWs, was completed.

Tamils working on the bridge.

The railway may be best remembered today due to the fairly inaccurate movie, The Bridge On the River Kwai, which is nonetheless a great movie.

POW illustration of the construction of Bridge 227 across the Kwai.

A second concrete bridge replaced the original wooden bridge shortly after its construction. It was destroyed by the RAF in February 1945.  Shortly after the war, most of the original railway was dismantled and only the original 81 miles remains in use.

Chicago began running its subway for the first time.

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Lex Anteinternet: September 27, 1923. Disaster at Cole Creek.: 

September 27, 1923. Disaster at Cole Creek.

Today In Wyoming's History: September 27: 1923  Thirty railroad passengers were killed when a CB&Q train wrecked at the Cole Creek Bridge, which had been washed out due to a flood, in Natrona County.  Attribution:  Wyoming State Historical Society.

It was a horrific event.

Flooding had taken out the railroad bridge over Cole Creek near Casper Wyoming, which was unknown to the railroad.   The night train to Denver approached the bridge on a blind curve, and the headlights detected its absence too late to stop the train.  Half of the people on the train were killed.

It's the worst disaster in Wyoming's railroad history.

Friday, September 28, 1923. The terrible news.

The news of the prior day was in the paper, much of it horrific locally.

Saturday, September 29, 1923. Mandates and Floods.

The British Mandate for Palestine went into effect, as did the French Mandate for Syria and Lebanon.

With this, the British Empire, and I'd guess French Empire reached their maximum territorial extents.

The grim news kept coming in on the recent Cole Creek disaster.

Apparently the floods occured almost everywhere in Wyoming, and into Nebraska.

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