Well, they’re arguing that your claim is nonsense. Here’s the reason why different countries ended up with different standards for various railway things: interoperability simply wasn’t that big a deal at the time. These weren’t continent-spanning high speed train services, they chuffed along at a speed of 30-40mph and had frequent stops because the locomotives needed regular watering and coaling and the passengers needed regular watering and emptying as well (no on-board toilets or restaurant cars yet). Border crossings usually involved a lengthy stop while formalities were completed, and if a train was crossing the border they’d simply do what happens right up to the present day in many cases: change the locomotive for one belonging to the company that operated the railways in the country they were entering, staffed by drivers who knew the local rules, signalling and practices.

I know this doesn’t cover for breaks of gauge, but they were handled in a similar way – border stations were simply connected to both systems, so when crossing from (say) France into Spain passengers would alight, clear immigration, and board a new train on the opposite platform to take them onward into Spain. The French train would then usually (all going well) return into France taking the passengers who’d left the train from Spain (which falls mainly on the plain) when it arrived there. Freight was obviously harder to transship, which is why at least initially the railways were more interested in enabling through-running of goods wagons without having to offload and reload the whole shipment than they were in through-running of passenger carriages.

Definitely this. There are few more persistent myths out there than the origin of various track gauges – starting with the myth that standard gauge (1435mm) derives from the width of a horse’s arse. Military planners weren’t stupid enough to think that a break of gauge would present an insurmountable obstacle to an invading army (not least because they could just commandeer or seize rolling stock and march all their soldiers off one train and onto another), but instead relied on the obvious, reliable stuff like having plans to blow up bridges and tunnels to deny the enemy the use of the infrastructure. If a gauge is unusual like in Russia or Ireland the most likely cause is that it was a compromise between people who wanted broad gauge and people who wanted Stephenson gauge which resulted in the choice of some number inbetween the two. Russian gauge is a round 5’, Irish gauge is 5’3", both round numbers in archaic units.

There are loads of weird things which essentially boil down to “someone made an arbitrary decision” - for instance, a lot of railways in Western European countries have left-hand running for no reason other than it was what George Stephenson used when he built the Liverpool & Manchester Railway and British practice was highly influential on the early development of railways on the continent.

The CPH metro also has short trains - evacuation of a three-car train is substantially less difficult than the safe evacuation of, say, a Victoria Line train - 133m long, with a crush load of 1,200 people and no side walkways. You’re right that the benefit here isn’t so much in cost savings (most trains still have at least one staff member on board) as it is in being able to run short trains at low headways.

If what you took away from that is “EU trains are FUBAR because something something conflicts” then you weren’t paying attention. Automating trains isn’t that hard to do (London’s Victoria Line has been more or less self-driving since 1967) with some kind of transponders-and-in-cab-control arrangement, but they still to this day have to have a train operator (i.e., a driver) in the cab. This is not because the automation can’t make the train go and make it stop again at the right place, it’s because actually pushing a lever back and forth is only a tiny part of the job of driving a train. The rest is about knowing rules many of which are extremely safety-critical, evaluating rules, and applying knowledge and experience to make sure those rules are correctly applied. For instance, you can put a passenger train on a fenced-off track with no intermittent route changes and it can drive itself from A to B using existing technology. The problem, however, is what happens if something goes wrong? A wire connecting a trackside transponder fails – the train will stop because it doesn’t know what to do. A foreign body is detected on the track in front? The train will have to stop until someone moves it. And not only that train will be stopped, but all the trains behind it will be stopped until someone can get there in person… and let’s hope they don’t have to use the strech of track that’s blocked to get there.

So you still need a human on the train to resolve these problems - a signal failure means a two-way conversation with the signalbox to confirm what’s going on and get given manual permission to proceed, usually at a reduced speed. A foreign object can be examined on the spot, moved if the driver is able to do so, and the track checked over to make sure it hasn’t been damaged by the impact. And this is a very simple example. Driving a train is one of those jobs (a lot like being a pilot, and few people seem to be talking about getting rid of airline pilots) which is 99% routine but 1% exceptions, and the possible number of exceptions is nearly infinite. Automation in the cab is certainly a useful thing just as automation in your car is a useful thing and for the same reason - it frees up expensive human eyeballs and brains to worry less about the repetitive mechanics of the 99% routine so they can pay more attention to any potential 1% exceptions coming down the line. Automation simply can’t meet the safety requirements – there’s no “acceptable number” of accidents or fatalities in railway operations unless that number is zero.

There are, to be fair, some extremely niche operations where full automation can and does work – mostly on isolated metro systems where the infrastructure is expansive enough, there are no level crossings, and the line operates effectively in a vacuum. Even in that case, the Victoria Line can’t meet the safety requirements as the tunnels have no side walkways and passenger evacuation means walking people off through the middle of the cab onto what have to be assumed to be live electrical rails without going through complex safety procedures to be sure they’re safe.

Railway safety in Europe is nothing like what a lot of people think it is (i.e., akin to highway safety). It’s taken very, very seriously and no compromises are ever acceptable. Even many rules which seem hard to explain today exist because a massively improbable series of failures at some point in the past caused disaster or near-disaster and could still repeat themselves today if not for this rule. It’s complex, sure, but for a system that’s undergone 200 years of continuous evolution and development and still remains extremely safe it’s anything but FUBAR.

It’s just in European. it’s an entirely reasonable assumption that people in this continent with even a passing interest in the world will know what an NGO is (that’s not even European-specific) as well as what the GDPR is. Your argument suggests that people from the US, for instance, should be forbidden from talking about IRAs and the IRS and their 401(k)s and the DMV because those terms mean very little to nothing over here.

Kinder, Küche, Kosplay?

It’s worth noting in the Grauniad’s defence that the piece which mentioned them (among others) last year wasn’t a commissioned interview article, it was a column by Arwa Mahdawi. Columnists usually have a regular gig to write opinion pieces on some topic relevant to their interests and then submit them for publication – in other words, they don’t have an editor telling them to go and cover something, they write about what they feel like writing about even if it turns out to be at odds with the paper’s editorial policy (e.g. Simon Jenkins, who is a Guardian columnist despite regularly expressing some highly un-Guardian-reader views). As Mahdawi is a columnist who regularly focuses on feminist issues and the United States this would be entirely within her field of interest.

Still doesn’t mean these people deserve yet more coverage, though. I hope their kids get out of this toxic family having suffered as little harm as possible from a mother who apparently thinks that the only solution to “cheap, good-quality snowsuits bought from Russia” not fitting when you’re pregnant is dressing like a tradwife and a father who really doesn’t seem to like them and who does an abuse in front of a journalist which he thinks he can just explain away with pseudoscientific bullshit as “hey, that looked like abuse but it wasn’t, it was SCIENCE”.

Im also annoyed at how much words are written about the Collins. Stop promoting these doofuses. (They have come up in sneerclub before)

Apologies. First time poster, all that stuff.

The corporal punishment thing is a weirdly Anglophone obsession – assaulting (sorry, “smacking”) your kids has been a crime here since 1977 and the kids seem to be alright as well as having the bonus of being less likely to have grown up surrounded by violence and the threat of violence. In 7 years here I’ve seen exactly one person hit a child in public (looked a lot like a visiting grandma from elsewhere) and it came as a real shock. The more the Collins types (and, of course, fundie types) try to justify this as “normal” the less normal it appears to everyone else.

u wot m8

Romania is putting Andrew Tate on trial. Elmo probably wouldn’t dare show his face there.

It’s really hard not to draw parallels between Musk’s attitude to protesters and the attitude so many white South Africans had to protesting black (and progressive white) people in the 70s and 80s – just replace “left-wing” with “communist” and you’re there. Maybe he grew up seeing the cops beating the shit out of people for protesting on the TV news so often that he thinks that’s the norm.