10 results for wolmar

Apr 25 2022

Book review: Railways and The Raj by Christian Wolmar

railways_and_the_rajTwo interests combine with this book, Railways and The Raj by Christian Wolmar. I picked it up after a recommendation in Empireland by Sathnam Sanghera, which is about the British Empire from an Indian perspective but I’m also interested in railways. I have reviewed Wolmar’s Fire & Steam and The Subterranean Railway in the past. The Indian railway system has been sold as a benefit of colonialism, so I was interested to find out more.

Although the first railways in India were built as early as 1836, not long after those elsewhere, and for similar purposes: for shifting heavy loads short-distances at mines or similar, it wasn’t until the middle of the 19th century that railway building in earnest started. This followed two reports written by the Governor-General of India, Lord Dalhousie, in 1850 and 1853. In contrast to the chaotic growth of railways in Britain and elsewhere, Dalhousie’s plans, formulated a little after the first rush of railway building, presented a rational and coherent plan for the development of Indian railways.

The start to railway building was slow, with opposition from the East India Company in the first instance, furthermore physical conditions in India were challenging particularly the monsoon season which played havoc with railway bridges over rivers, and whose embankments disturbed the irrigation and drainage in surrounding areas. There were also serious mountain ranges to address.

The Indian railways were built very much for the benefit of the British, most of the rail companies were run from Britain, the levels of return on investment (made from Britain) were guaranteed by the Indian tax payer, most of the equipment (including rails and often sleepers) was sourced from Britain and the economic benefits of the freight transported by the railways were largely in Britain. Not only this, under the Raj, the senior positions in managing and running the railways were held by British people or Eurasians, and this extended to the train staff with drivers predominately British or Eurasian. The British travelling on the railways did so in luxurious first and second class carriages whereas the great majority of Indians travelled in a fairly grim third class.

Class, religious and gender differences were built into the fabric of the railway with various facilities provided separately for Muslim and Hindu passengers, and various castes. I struggle to decide how much this was a deliberate "divide and rule" policy of the British (which was later to have terrible consequences during Partition) or whether it was the right thing to do to respect local sensibilities (although it is fair to say "respecting local sensibilities" was not greatly in evidence during Britain’s colonial period).

There was some development of railways for famine relief – a recurring issue in Indian where millions died through famine in parts of the country. Beyond about 50 miles oxen, the main alternative for transporting food, consume more food than they can carry. The Victorian view was that the railway would carry food to be sold at the market rate from areas of surplus to those suffering famine, which did not greatly help the many poor unable to afford food.

There were lines built for military purposes, particularly in the north west in the direction of Afghanistan from where it was feared a Russian threat would come. More generally, as the railways developed the Indian Rebellion of 1857 was still fresh in the mind of the British and it was felt the railway could help move troops around to quell future rebellions – many early stations were built like fortresses. The railways were important during the two world wars but suffered in these periods from overuse and under-investment.

In a book with a number of shocks for white British sensibilities, I think I found the part on Partition most shocking most probably because it is not something I had thought about before: I knew India had gained independence after the Second World War and that Pakistan, and Bangladesh were part. I had not absorbed that it meant the displacement of between 10 and 20 million people, and the deaths of up to 2 million. 20 million people is a third the population of the United Kingdom and 2 million people is the population of Liverpool, Manchester and Birmingham combined.

After Independence and Partition, the successful running of the railways was seen as an important symbol of the success of Independence. Despite the rather hasty British exit, and the lack of home-grown talent and supply chains the post-Independence Indian Railway was quickly much improved.

One recurring theme of the book is the enormous scale of Indian Railways, it employs currently 1.3 million people – globally ranking alongside various Chinese state bodies, McDonald’s, Walmart and the NHS. In the early days the Indian Railways set up company towns in part to service white British employees but also for Indian employees because the railway works were often in otherwise isolated areas. Even now Indian Railways owns huge amounts of property in which its employees live, and also hospitals and schools. It remains central to transport in Indian where the capacity of the airline routes is limited, and the road network is relatively under-developed.

I enjoyed this book as a story of the development of the railway in India, but also as a sketch of Indian history from the middle of the 19th century. To answer my original question, the railway did benefit India ultimately, after Independence, but under colonial rule it was largely a benefit to Britain.

Jun 24 2014

Book review: Fire & Steam by Christian Wolmar

FireAndSteamI’ve long been a bit of a train enthusiast, reflected in my reading of biographies of Brunel and Stephenson, and more recently Christian Wolmar’s The Subterranean Railway about the London Underground. This last one is my inspiration for reading Wolmar’s Fire & Steam: How the railways transformed Britain which is a more general history of railways in Britain.

Fire & Steam follows the arc of the development of the railways from the the earliest signs: the development of railed ways to carry minerals from mine to water, with carriages powered by horses or men.

The railways appeared at a happy confluence of partly developed technologies. In the later half of the 18th century the turnpike road system and canal systems were taking shape but were both limited in their capabilities. However, they demonstrated the feasibility of large civil engineering projects. Steam engines were becoming commonplace but were too heavy and cumbersome for the road system and the associated technologies: steering, braking, suspension and so forth were not yet ready. From a financial point of view, the railways were the first organisations to benefit from limited liability partnerships of more than six partners.

Wolmar starts his main story with the Liverpool & Manchester (L&M) line, completed in 1830, arguing that the earlier Stockton & Darlington line (1825) was not the real deal. It was much in the spirit of the earlier mine railways and passenger transport was a surprising success. The L&M was a twin-track line between two large urban centres, with trains pulled by steam engines. Although it was intended as a freight route passenger transport was built in from the start.

After a period of slow growth, limited by politics and economics, the 1840s saw an explosion in the growth of the railway system. The scale of this growth was staggering. In 1845 240 bills were put to parliament representing approximately £100million of work, at the time this was 150% of Gross National Product (GNP). Currently GNP is approximately £400billion, and HS2 is expected to cost approximately £43billion – so about 10% of GNP. Wolmar reports the opposition to the original London & Birmingham line in 1832, it sounds quite familiar. Opposition came from several directions, some from the owners of canals and turnpike roads, some from landowners unwilling to give up any of their land, some from opportunists.

The railways utterly changed life in Britain. At the beginning of the century travel beyond your neighbouring villages was hard but by the time of the Great Exhibition in 1851, a third of the population was able to get themselves to London, mostly by train. This was simply a part of the excursion culture, trains had been whizzing people off to the seaside, the races, and other events in great numbers from almost the beginning of the railway network. No longer were cows kept in central London in order to ensure a supply of fresh milk

In the 19th century, financing and building railways was left to private enterprise. The government’s role was in approving new schemes, controlling fares and conditions of carriage, and largely preventing amalgamations. There was no guiding mind at work designing the rail network. Companies built what they could and competed with their neighbours. This led to a network which was in some senses excessive, giving multiple routes between population centres but this gave it resilience.

The construction of the core network took the remainder of the 19th century, no major routes were built in the 20th century and we have only seen HS1, the fast line running from London to Dover completed in this century.

The 20th century saw the decline of the railways, commencing after the First World War when the motor car and the lorry started to take over, relatively uninhibited by regulation and benefitting from state funding for infrastructure. The railways were requisitioned for war use during both world wars, and were hard used by it – suffering a great deal of wear and tear for relatively little compensation. War seems also to have given governments a taste for control, after the First World War the government forced a rationalisation of the many railway companies to the “Big Four”. After the Second World War the railway was fully nationalised. For much of the next 25 years it suffered considerable decline, a combination of a lack of investment, a reluctance to move away from steam power to much cheaper diesel and electric propulsion, culminating in the Beeching “rationalisation” of the network in the 1960s.

The railways picked up during the latter half of the seventies with electrification, new high speed trains and the InterCity branding. Wolmar finishes with the rail privatisation of the late 1990s, of which he has a rather negative view.

Fire & Steam feels a more well-rounded book than Subterranean Railway which to my mind became a somewhat claustrophobic litany of lines and stations in places. Fire & Steam  focuses on the bigger picture and there is grander sweep to it.

Jul 25 2013

Book review: The Subterranean Railway by Christian Wolmar

large-the-subterranean-railwayTo me the London underground is an almost magically teleportation system which brings order to the chaos of London. This is because I rarely visit London and know it only via Harry Beck’s circuit diagram map of the underground. To find out more about the teleporter, I have read The Subterranean Railway by Christian Wolmar.

London’s underground system was the first in the world, it predated any others by nearly 40 years. This had some drawbacks, for the first 30 years of its existence it ran exclusively using steam engines which are not good in an enclosed, underground environment. In fact travel in the early years of the Underground sounds really rather grim, despite its success.

The context for the foundation of the Underground was the burgeoning British rail network, it had started with one line between Manchester and Liverpool in 1830 by 1850 the country had a system spanning the country. The network did not penetrate to the heart of London, it had been stopped by a combination of landowner interests and expense. This exclusion was enshrined in the report of the 1846 Royal Commission on Metropolis Railway Termini. This left London with an ever-growing transport problem, now increased by the railway’s ability to get people to the perimeter of the city but no further.

The railways were the largest human endeavours since Roman times, as well as the engineering challenges there were significant financial challenges in raising capital and political challenges in getting approval. This despite the fact the the railway projectors were exempted from the restrictions on raising capital from groups of more than five people introduced after the South Seas Bubble.

The first underground line, the Metropolitan, opened in 1863 it ran from Paddington to Farringdon – it had been 20 years in the making, although construction only took 3 years. The tunnels were made by the cut-and-cover method, which works as described – a large trench is dug, the railway built in the bottom and then covered over. This meant the tunnels were relatively shallow, mainly followed the line of existing roads and involved immense disruption on the surface.

In 1868 the first section of the District line opened, this was always to be the Metropolitan’s poorer relative but would form part of the Circle line, finally completed in 1884 despite the animosity between James Staats Forbes and Edward Watkin – the heads of the respective companies at the time. It’s worth noting that it wasn’t until 1908 that the first London Underground maps were published; in its early days the underground “system” was the work of disparate private companies who were frequently at loggerheads and certainly not focussed on cooperating to the benefit of their passengers.

The underground railways rarely provided the returns their investors were looking for but they had an enormous social impact, for the first time poorer workers in the city could live out of town in relatively cheap areas and commute in, the railway companies positively encouraged this. The Metropolitan also invested in property in what are now the suburbs of London, areas such as Golders Green were open fields before the underground came. This also reflects the expansion of the underground into the surrounding country.

The first deep line, the City and South London was opened in 1890, it was also the first electric underground line. The deep lines were tunnelled beneath the city using the tunnelling shield developed by Marc Brunel, earlier in the 19th century. Following the first electrification the District and Metropolitan lines eventually electrified their lines, although it took some time (and a lot of money). The finance for the District line came via the American Charles Tyson Yerkes, who would generously be described as a colourful character, engaging in financial engineering which we likely imagine is a recent invention.

Following the First World War the underground was tending towards a private monopoly, government was looking to invest to make work and ultimately the underground was nationalised, at arms length, to form London Transport in 1933, led by the same men (Lord Ashfield and Frank Pick) who had run the private monopoly.

The London underground reached its zenith in the years leading up to the Second World War, gaining its identity (roundel, font and iconic map) and forming a coherent, widespread network. After the war it was starved of funds, declining – overtaken by the private car. Further lines were added such as the Victoria and Jubilee lines but activity was much reduced from the early years.

More recently it has seen something of a revival with the ill-fated Public-Private Partnership running into the ground, but not before huge amounts of money had been spent, substantially on improvements. As I write, the tunnelling machines are building Crossrail.

I felt the book could have done with a construction timeline, something like this on wikipedia (link), early on there seems to be a barrage of new line openings, sometimes not in strictly chronological order and to someone like me, unfamiliar with London it is all a bit puzzling. Despite this The Subterranean Railway is an enjoyable read.

Dec 29 2022

Review of the year: 2022

Chester Cathedral on Christmas Eve

As is traditional here I present an annual review of my blog which is largely comprised of book reviews but this year includes some technical posts as I learnt some new software engineering skills.

In book terms I started the year with Natives by Akala – this is the autobiography of Akala, – it fits into the Black Lives Matter theme which I started in the previous year. Railways and the Raj by Christian Wolmar also has something of this air, the way the British ran the Raj, and the subsequent violence on Partition are a salutatory lesson.

I read a couple of books about scripts, one specifically focussed on Chinese script – Kingdom of Characters by Jing Tsu, and a second, very short book, on all scripts – Writing and script – A very Short Introduction by Andrew Robinson.

From a technical point of view I read Felienne Hermans’ The Programmer’s Brain which definitely provided a lot of food for thought, Software Design Decoded by Marian Petre and André van der Hoek and Data mesh by  Zhamak Dehgani. The topic of this last book, the data mesh, has been a central theme of my work this year.

My favourite book of the year was Pale Rider – The Spanish Flu of 1918 by Laura Spinney which was written before the covid pandemic, it was interesting to see the differences – no effective vaccines, or even a clear understanding of viruses and the similarities – arguments over schools remaining open. I also read The Art of More by Michael Brooks – a history of maths, it turns out accounting and bureaucracy were important drivers in the invention of maths. The last book of the year was Dutch Light by Hugh Aldersey-Williams – a biography of Christiaan Huygens – the second I have read.

On a more general history front I read Ask a Historian by Greg Jenner and Curious devices and mighty machines by Samuel J.M.M. Alberti, which is about science museums.

I continue to learn how to play the guitar, Play it Loud by Brad Tolinski and Alan Di Perna fits in with this – it is a history of the electric guitar, broader than The Birth of Loud by Ian S. Port which I read a few years ago. I have stopped with learning to play the (electronic) drums.

My posting this year was a bit more varied than it has been for a while, I started a thread of technical posts written as I clarified my thinking for a project I am working on at work – one of which, Understanding setup.py, setup.cfg and pyproject.toml in Python, has been my most popular blog post by a large margin and boosted traffic to my blog to the highest level ever! That’s not to say traffic is particular high – I had about 20,000 visitors this year. Versioning in Python was in a similar vein – technical information about some very specific technology. A way of working: data science and Software engineering for Data Scientists were a bit more general and philosophical, they have received rather less traffic.

In the summer the whole family joined Chester’s mid-Summer Parade as pirates which was a great deal of fun.

Thomas, Sharon and I (from the right) with two other pirates!

On the holiday front, we went to Ambleside in the Lake District for a week in July. The photos below are from Allan Bank by Grasmere – an exceedingly relaxed National Trust property. I was impressed by my new phone’s ability to take reasonable photos through windows – normally the inside of the room would be under-exposed, the photo album for the trip is here with many more photographs.

A view through a window of trees and a hill
Views from Allan Bank by Grasmere

We also went to Dorset in October, where I grew up, stopping off at the gardens at Stourhead on the way down (pictured below). I scattered the ashes of my dad and stepmother with my stepbrothers in the New Forest. I was surprised how much ashes were involved – a large bag of flour-sized quantity for each of them. Dad would have been proud that two parties converged from two directions on the same location in the middle of the Forest from an X on an Ordnance Survey map, probably less impressed by me getting lost in a bog on the way back! Although as Mrs H said, getting lost having said a final farewell to my dad was rather symbolic. I posted a eulogy for my dad, here.

Stourhead

The New Forest near Brockenhurst

More photos from Dorset, including the Tank Museum, Monkey World and the Slimbridge Wetland Centre on the way back, here.

The Winter brought more entertainment, on the left you see me in my suit for the office Christmas Party. It is difficult to appreciate the sparkly-ness of the shoes but they are still out since I enjoy seeing them sparkle. On the right is the chief Roman from Chester’s Saturnalia celebration.

My suit for the Office Christmas Party
The chief Roman from the Saturnalia celebrations

We all got covid earlier in the year, I still haven’t got back to my former running form – 10km in 50 minutes, I can only manage 3km in 15 minutes and struggle to run much further without post-exercise malaise setting in. My Garmin running watch generously tells me I still have the body of a 31 year old, 21 years younger than my calendar age!

I’ve have had quite a lot of counselling for anxiety this year – featuring Eye Movement Desensitization and Reprocessing (EMDR) which I insisted on referring to as “disco lights”. It appears to have worked to some degree although in the depths of winter when I’m not doing anything that induces anxiety it is difficult to tell.

Aug 05 2016

Book review: The Company by John Micklethwait and Adrian Wooldridge

the_companyThe Company: A Short History of a Revolutionary Idea by John Micklethwait and Adrian Wooldridge is indirectly related to my reading of the history of science and technology. The commercial world impinges on stories such as that of the development of the railways, the story of Mauve and Lord Kelvin’s work on telegraphy. Scientific expeditions were motivated, in part, and supported logistically by merchant interests. The “search for the longitude” was driven by needs of merchants and navies. 

The Company is particularly concerned with the limited liability joint-stock company, created in approximately its current form by the 1862 Companies Act in the UK but repeated across the world. In this system, the owners only risk the money they put into a venture (rather than all their worldly possessions), and shares in that company can be traded on the stockmarket.

The book starts with some prehistory, there is some evidence in Mesopotamia as back as far as 3000 BC for arrangements which went beyond simple barter. And by Roman times there were various forms of company used for collecting tax, for example. The Romans also had a developed legal system. These arrangements tended to be relatively short lived and in the form of partnerships, where the owners were the managers and if things went wrong they could lose the toga off their backs.

The Middle Ages saw the rise of “corporate persons” in Western Europe which included guilds, monasteries and corporations. The Aberdeen Harbour Board, founded in 1136 can lay claim to be the oldest still existing. In China there was a tendency towards large, long-lived state corporations. Italy had compagnie literally “breaking bread together” with shared total liability, and thus requiring high levels of trust. Banchi were the campagnies banking equivalents, often built around family ties. The relationship between banks and companies is a theme throughout the book.

England and France were scarred, separately, by the collapse of the South Sea Company and the Mississippi Company in the early 18th century. Created in the spirit of the East India Companies, monopoly corporations with a Royal Charter, they came to grief through rampant speculation and dubious government decisions on debt.

The railways provided the impetuous for the reform of company law. They required substantial investment, once formed they needed substantial workforces and management structures. In the early days each railway company had to make its case in parliament to gain its charter, this was a costly, slow undertaking. And so there were reforms culminating in the 1862 act.

A quote attributed to Edward Turlow in 1844: “Corporations have neither bodies to be punished, nor souls to be condemned, they therefore do as they like”, encapsulates an ongoing concern about companies. This from a lawmaker but a similar concern was echoed by economists of the time, they thought that a partner or manager/owner was going to do better job of running a company than a servant of shareholders.

The Company compares developments in the US, UK, Germany and Japan in the latter half of the 19th century. The US forte was in professionalising management, enabling them to build ever bigger companies. The UK had a more developed stockmarket but positively spurned professional management (a blight that has afflicted it since then). Germany had strong oversight boards from the beginning, complementing the management board. These included workforce representation, and companies were seen as a social enterprise.

This is the second tension in the company: whether it is solely interested in its shareholders or whether it is responsible to a wider group of stakeholders which might include its employees, the local community, environment and so forth.

The book continues with developments in the latter half of the 20th century, closing in 2002. These include the wave of privatisations across Europe (the French keeping substantial government control), and the decline of many big companies. In the case of Enron and WorldCom these were precipitous declines in disgrace but there were also leveraged buyouts and subsequent dismantlings. Another theme here is the balance between transaction costs and hierarchy costs. Companies succeed when the cost of running a hierarchy is lower than the savings made by carrying out transactions in aggregate. These costs and savings change over time, transaction costs have recently been much reduced by technology.

I was surprised by the recency of the commercial world we see today. The modern company and the stockmarket only really came into being in the final quarter of the 19th century with the great corporations rising to dominance in the first quarter of the 20th century. Harvard’s business school was only founded at the beginning of the 20th century. This is little more than a lifetime ago.

The same is true of trade tariffs, they were initially introduced by the US and Germany in the 1880s with Britain and the Netherlands holding out as “free-traders” until 1932. One wonders whether this is the origin of Anglo-Dutch conglomerates such as Unilever and Shell. The book is not explicit on the differences between tariffs and customs duties and taxes – a clarification which I would have found useful.    

The authors are clearly enthusiasts for capitalism in the form of the company. The book is short and readable, and I felt enlightened for having read it. The bibliography has some good pointers for further reading.