Informed but opinionated commentary and analysis on urban transportation topics from the Secret Worldwide Transit Cabal. Names have been omitted to protect the guilty.

Our Mission: Monkeywrench the Anti-Transit Forces

 
Wendell Cox is Not Mediocre -- He's Just Average -- 9

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

"Truth passes through three phases: 1) It is ridiculed. 2) It is violently opposed. 3) It is accepted as self-evident." Albert Schopenhouer


From the Cabalmaster:

The Secret Worldwide Transit Cabal has illustrated that Wendell sometimes mixes a little “boilerplate” together with all that fudge. Now to one of the more remarkable communications we've received, with reference to Tokyo (. . . we read the mail and, oh boy! . . .):

“GO TO www.publicpurpose.com/ut-rs-tok.htm [“The Public Purpose,” Urban Rail Success Stories: Tokyo”], AND TAKE A LOOK AT THIS:

“’Virtually all rail service is grade separated metro or commuter rail (little or no light rail)."

“THAT IS FALSE, SO OBVIOUSLY AND STUPIDLY FALSE THAT WHO IN THEIR RIGHT MIND WOULD PUT IT ON THE INTERNET?”

We've concluded that Wendell Cox and his fact checkers (if any) have some explaining to do.

It is not -- repeat, NOT -- true that “virtually all” of Tokyo’s rail service is “grade-separated,” and that there is “little or no light rail.”

---The ONLY fully-separated rail lines in and around Tokyo are the subway lines (which are mostly underground -- naturally), and a few railway lines built relatively recently as “suburban” extensions of the subway system. (There is one location where subway trains may be seen, on “subway” track,” at a grade crossing. We’ll tell you about this in due course, but we’re not going to do Wendelll’s homework for him.)

“Considering the intensity of services which they operate, it may come as a surprise to those who have not visited Japan to learn that the commuter lines serving [Tokyo] have many level crossings. The flighting of trains into slow and fast groups or ‘bundles’ can be helpful in allowing road barriers to be raised for road traffic” (Squeezing Capacity Out of Commuter Lines,” Satoru Sone, 1990. In “Developing Metros 1990.” Sutton, UK: Reed Business Publications).

It is true that the various operators have invested large sums for grade separation over the past several decades, but full separation of all rail lines in the Tokyo region lies far in the future.

---”Light Rail” as a mode distinct from streetcar or heavy-rail lines does not exist in Japan (where “LRT” refers to upgraded and modernized streetcar lines). Much of the “commuter rail” mileage in the Tokyo region (and other large Japanese metropolitan areas) cannot be classified as “light rail” or “heavy rail” in any meaningful way.

Japanese law recognizes two broad categories of conventional rail lines: “tetsudo” (railways) and “kido” (tramways). The primary distinction is that “kido” may be built within the alignment of public roads, and do not necessarily have car-floor level platforms (the universal “tetsudo”) practice. These categories overlap to a considerable extent. For example, most subway lines are built under “railway” licenses, but the Osaka system was built under a “tramway” license.

Some Tokyo-area rail lines were built by the government; others were built by private companies which were nationalized. Still others were built by private companies which escaped nationalization. These lines were worked by steam locomotives when built, and were later electrified. The government railway system was later privatized, and Tokyo-area lines are operated by the East Japan Railway (“JR-East”).

Many other lines were opened with electric traction. Some of these were built under “railway” licenses, but the majority were built under “tramway” licenses. In the Tokyo and Osaka regions, there is one basic railway “specification” that distinguishes operators with “railway” heritage from those with “tramway” heritage (we’ll tell you about this later, but not today -- do your own homework, Wendell!).

A double-track electric railway, with level crossings and car-floor level platforms and no in-street operation. That describes MetroLink in St. Louiis . . . and most Tokyo-area rail lines. If MetroLink is “light rail,” why are the Tokyo lines not “light rail”? If a line opens in a configuration that is clearly “light rail,” and is then gradually upgraded , at what point does it cease existence as “light rail” and begin life anew as “something else?” Your Favorite Transit Pundits doubt that anyone at “The Public Purpose” or “Demographia” would have any idea how to begin addressing these questions.

If you’d like to read up on the subject of Japanese rail transport, “Literature about Transportation in Japan” provides an extensive bibliography. (See: homepage.ruhr-uni-bochum.de/Oliver.L.Mayer/japan/verkehr/lit.htm.)

posted by The Cabalmaster, Master of All Transit-dom 12/30/2002 02:08:00 PM

 
Wendell Cox is Not Mediocre -- He's Just Average -- 8

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

"Truth passes through three phases: 1) It is ridiculed. 2) It is violently opposed. 3) It is accepted as self-evident." Albert Schopenhouer


From the Cabalmaster:

Your Favorite Transit Pundits consider the “Urban Rail Success Stories” pages on “The Public Purpose” as a weak attempt by Wendell Cox to establish his bona fides as a transit supporter (see “Keys to Urban Rail Success,” www.publicpurpose.com/ut-railkeys.htm). This might be described as “Wendell’s world view” on rail transit (we wonder if he’s noticed that few others share it).

You won’t see it up front, but Wendell eventually does define “success,” as follows: “controlling traffic congestion.” This requires “high residential population density and massive central business districts.” There are, Wendell asserts, “two additional issues:” 1) rail must be “grade separated” in order to provide “auto competitive speeds,” and 2) there is little potential for “suburb to suburb” travel on rail systems.

Wendell also writes: “Light rail provides little or none of the rail service [in the “urban rail success sites”], because to compete with the automobile requires automobile competitive speeds, something that is not possible without significant grade separation (In a fully grade separated alignment, light rail could replicate the performance of metros). As a result, light rail plays little role where rail is an effective strategy.

Wendell’s strategy (as we Opinionated Ones see it) is to pick five examples of metropolitan regions that would probably not exist in their current form without extensive urban rail transit -- and label them “success stories.” In addition, he seeks to demonstrate that light rail is ineffective as a mode and therefore has no reasonable field of application.

Now that you have the context, you might want to check out the “success story” pages:

-----”Urban Rail Success Stories: Hong Kong” (www.publicpurpose.com/ut-rs-hk.htm). This entry includes the following sentence: “More than 90 percent of the rail ridership is either metro or commuter rail --- less than 10 percent is light rail.” (For information on Hong Kong’s urban and suburban railway, LRT and tramway lines, see: www.geocities.com/Tokyo/Bay/9585/index.html.)

-----”Urban Rail Success Stories: London” (www.publicpurpose.com/ut-rs-lon.htm). The last sentence reads, “Virtually all rail service is grade separated metro or commuter rail (little or no light rail).” (For details of the Docklands Light Railway, see: www.dlr.co.uk. For details of the Croydon Tramlink, the planned “West London Tram Scheme” and the “Cross River Tram Scheme,” see: www.tfl.gov.uk.)

-----”Urban Rail Success Stories: New York” (www.publicpurpose.com/ut-rs-nyc.htm). The last sentence reads, “Virtually all rail service is grade separated metro or commuter rail (little or no light rail).” This is true with reference to the City of New York, but not to the metropolitan region. (For details of Hudson-Bergen Light Rail and Newark City Subway, see: www.njtransit.com/sf_lightrail.shtm.)

-----“Urban Rail Success Stories: Paris” (www.publicpurpose.com/ut-rs-par.htm). The last sentence reads, “Virtually all rail service is grade separated metro or commuter rail (little or no light rail).” (For details of the two existing LRT lines in the Paris region, and planned additional lines, see: www.lrta.org/Paris.html.)

-----”Urban Rail Success Stories: Tokyo” (www.publicpurpose.com/ut-rs-tok.htm). The last sentence reads, “Virtually all rail service is grade separated metro or commuter rail (little or no light rail).”

We hope we’ve illustrated that Wendell sometimes mixes a little “boilerplate” together with all that fudge. This practice entails certain risks to one's credibility, as we'll document next time.

posted by The Cabalmaster, Master of All Transit-dom 12/27/2002 02:24:00 PM

 
Wendell Cox is Not Mediocre -- He's Just Average -- 7

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

"Truth passes through three phases: 1) It is ridiculed. 2) It is violently opposed. 3) It is accepted as self-evident." Albert Schopenhouer


From the Cabalmaster:

Wendell Cox is Not Mediocre -- He's Just Average -- 7

Lurking some more at Wendell’s website, we consider the “Urban Rail Success Stories” pages on “The Public Purpose” as a weak attempt by Wendell Cox to establish his bona fides as a transit supporter (see “Keys to Urban Rail Success,” www.publicpurpose.com/ut-railkeys.htm). This might be described as “Wendell’s world view” on rail transit (we wonder if he’s noticed that few others share it).

You won’t see it up front, but Wendell eventually does define “success,” as follows: “controlling traffic congestion.” This requires “high residential population density and massive central business districts.” There are, Wendell asserts, “two additional issues:” 1.) rail must be “grade separated” in order to provide “auto competitive speeds,” and 2.) there is little potential for “suburb to suburb” travel on rail systems.

Wendell also writes: “Light rail provides little or none of the rail service [in the “urban rail success sites”], because to compete with the automobile requires automobile competitive speeds, something that is not possible without significant grade separation (In a fully grade separated alignment, light rail could replicate the performance of metros). As a result, light rail plays little role where rail is an effective strategy.

Wendell’s strategy (as we Opinionated Ones see it) is to pick five examples of metropolitan regions that would probably not exist in their current form without extensive urban rail transit -- and label them “success stories.” In addition, he seeks to demonstrate that light rail is ineffective as a mode and therefore has no reasonable field of application--and by avoiding examples in smaller cities where light rail has been successful.

Now that you have the context, you might want to check out the “success story” pages:

-----”Urban Rail Success Stories: Hong Kong” (www.publicpurpose.com/ut-rs-hk.htm). This entry includes the following sentence: “More than 90 percent of the rail ridership is either metro or commuter rail --- less than 10 percent is light rail.” (For information on Hong Kong’s urban and suburban railway, LRT and tramway lines, see: www.geocities.com/Tokyo/Bay/9585/index.html.)

-----”Urban Rail Success Stories: London” (www.publicpurpose.com/ut-rs-lon.htm). The last sentence reads, “Virtually all rail service is grade separated metro or commuter rail (little or no light rail).” (For details of the Docklands Light Railway, see: www.dlr.co.uk. For details of the Croydon Tramlink, the planned “West London Tram Scheme” and the “Cross River Tram Scheme,” see: www.tfl.gov.uk/trams.)

-----”Urban Rail Success Stories: New York” (www.publicpurpose.com/ut-rs-nyc.htm). The last sentence reads, “Virtually all rail service is grade separated metro or commuter rail (little or no light rail).” This is true with reference to the City of New York, but not to the metropolitan region. (For details of Hudson-Bergen Light Rail and Newark City Subway, see: www.njtransit.com/sf_lightrail.shtm.)

-----“Urban Rail Success Stories: Paris” (www.publicpurpose.com/ut-rs-par.htm). The last sentence reads, “Virtually all rail service is grade separated metro or commuter rail (little or no light rail).” (For details of the two existing LRT lines in the Paris region, and planned additional lines, see: www.lrta.org/Paris.html.)

-----”Urban Rail Success Stories: Tokyo” (www.publicpurpose.com/ut-rs-tok.htm). The last sentence reads, “Virtually all rail service is grade separated metro or commuter rail (little or no light rail).”

We hope we’ve illustrated that Wendell sometimes mixes a little “boilerplate” together with all that fudge. This practice entails certain risks to one's credibility, as we'll document next time.

posted by The Cabalmaster, Master of All Transit-dom 12/17/2002 12:18:00 PM

 
Wendell Cox is Not Mediocre -- He's Just Average -- 6

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

"Truth passes through three phases: 1) It is ridiculed. 2) It is violently opposed. 3) It is accepted as self-evident." Albert Schopenhouer


From the Cabalmaster:

After a long, too long hiatus...

The Secret Worldwide Transit Cabal has just found another example of “weak and lame” on a “Demographia” page: “Japan Cities, Ranked by 1990-2000 Population Change" (see: www.demographia.com/db-japancitych.htm).

One important reason why some large Japanese cities have gained population while others have lost it has to do with political boundaries -- and nothing more.

Some cities include large tracts of sparsely-populated land (Sapporo, Sendai, Yokohama); others do not (Nagoya, Osaka). You will not find any hint of this on “Demographia.” (The various Japan Prefectural Atlases make excellent “graphic” references; one recent title is “Nippon Bunken Chizu 1999,” Tokyo: Jinbunsha, 1999.)

It would be useful if the Denizens of Demoographia would take the time to flag those cities which annexed land since the time of the “preceding count.” In other words, for Tokyo, "1930 1940*” with the asterisk alerting the reader that the city annexed land between 1930 and 1940. (We wouldn’t suggest holding your breath while waiting for Demographia’s Denizens to make this improvement.)

posted by The Cabalmaster, Master of All Transit-dom 12/16/2002 05:58:00 PM

 
SEATTLE MOTORHEAD MADNESS - A RETROSPECTIVE

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

"Truth passes through three phases: 1) It is ridiculed. 2) It is violently opposed. 3) It is accepted as self-evident." Albert Schopenhouer


From the Cabalmaster:

SEATTLE MOTORHEAD MADNESS - A RETROSPECTIVE
(DEM BUGGAHS WUZ CRAZY BACK DEN!!)

The Secret Worldwide Transti Cabal is pleased to bring you the following list of motorhead dreams and schemes -- er, "freeway plans and proposals." These have been file with the Washington State Department of Transportation (WSDOT) since the early 1950s. These plans, summarized by an FOC from WSDOT documents, cover nearly 150 miles of freeways beyond what has actually been built in Seattle, Tacoma, Bellevue and the surrounding suburbs.

Seattle / North King County:

--The Empire, aka R. H. Thomson, Expressway, extending north from the I-405/SR-167 interchange in Renton. This would follow Martin Luther King Jr. Way (formerly Empire Way) S through Seattle's Rainier Valley, Mt Baker and Madrona, then slice through Lake Washington Park to connect with SR-520 at the "ramps to nowhere." It was planned to continue north in a tunnel under Union Bay, skirt the University of Washington campus to the east, and continue north along 25th Ave NE to an interchange with the proposed Bothell Freeway (1.)

--a downtown connector for the above, extending along E Madison St to I-5.

--The Bay Freeway, extending from I-5 via Seattle Center to the Alaskan Way viauct, generally along Mercer and Broad streets. (2.)

--The Connecticut Street Viaduct, skirting downtown Seattle to the south between the Alaskan Way Viaduct and I-5. (3.)

--The Northwest Expressway, extending north from SR-99 at the north end of the Alaskan Way viauct. This would follow the Burlington Northern railroad alignment along Elliott Bay and through Interbay to the Ship Canal, swing northeast to 8th Ave NW, continue north to about NW 100th St, then continue east to Aurora Ave N.

--A new Lake Washington bridge from I-405 in Kirkland to Sand Point. It would join a northeast loop freeway, extending from Aurora Ave N along NW 100th St to Northgate, and continue along Victory Creek and Thornton Creek to Sand Point, where it would turn southeast along Sand Point Way and Union Bay to join the Thomson Expressway. Part of the route through Sand Point was proposed for construction on what is now the Burke-Gilman Trail. (4.)

--A Bothell (SR-522) freeway, extending from I-5 along Lake City Way and Bothell Way to Kenmore, and then through Bothell to the SR-522/I-405 interchange. Part of this route was proposed for construction on what is now the Burke-Gilman Trail; it was later revised to extend north through Lake Forest Park to Brier, then turning southeast to Kenmore and Bothell. (5.)

--The 50th Street Expressway, extending between the Thomson Expressway and Aurora Ave N along a depressed (open-cut) alignment parallel to N 50th St. (6.)

--The East Side Freeway, aka I-605, extending east from the Burien Freeway near Redondo, turning north near Berrydale to parallel SR-167 and I-405 to the east, through Bellevue, Redmond and Woodinville to SR-522. A later revision would have routed the freeway along the east shore of Lake Sammamish. (7.)

--The Petrovitsky Freeway, extending east and west, mideway between Renton and Kent, connecting I-5 and the East Side Freeway.

--A freeway from the SR-509/SR-99 interchange north of Highland Park, extending northwest to Seattle South Community College, then turning southwest to reach Fauntleroy and connect with a new Cross-Sound bridge. (8.)

Tacoma / South King County:

--Extension of I-705 out N 6th St in Tacoma to connect with SR-18.

--A new freeway in Tacoma, extending from I-5 north and west, along an alignment near Yakima Ave, turning north again near Union Ave to reach the shore.

--Completion of the SR-509 freeway between Sea-Tac and Tacoma, following the shore through Des Moines, Redondo, and Dash Point, then along Marine View Dr and E 11th St to downtown Tacoma. (9.)

--An SR-7 freeway from Tacoma south to Spanaway along Pacific Ave.

--Completion of the SR-167 freeway from Puyallup into Tacoma.

--An SR-161 freeway between South Federal Way and Puyallup. --A bypass east of Tacoma, between I-5/SR-167 and SR-512. --A west bypass, between SR-512/I-5 and SR-16 via Lakewood Center and Fircrest.

--A bypass south of downtown Tacoma following S 38th St westward from SR-7, swinging northwest to join SR-16 near Fircrest.

Notes:
1--A bond issue was approved by Seattle voters in 1960 to finance the Thomson Expressway. But after a long and heated battle, the Seattle city council refused to approved any more money for studies in 1969. It was then dropped from Seattle's comprehensive plan, and voters rescinded the bond issue in 1972.

2--A tax increase for the Bay Freeway was approved by voters in 1960. But opposition mounted, eventually resulting in a court order requiring a second vote before the project could proceed. Voters decided against the project in 1972.

3--Although approved by the city council in 1963, the Connecticut Street Viaduct was not built due to lack of funds, and was deleted in the early 1970s.

4--The north Lake Washington bridge was studied from the mid-60s, but cancelled as the result of public outcries against "paving the lake" during the late 1960s.

5--The Bothell Freeway attracted strong opposition during the late 1960s, and had been deleted from long-range plans by 1973.

6--Cancelled due to strong opposition from community groups.

7--Recommended in a 1968 study, but opposed by community groups in Federal Way, Bellevue and east of Lake Sammamish, and eventually cancelled.

8--Cross sound bridges have been considered between Kingston and Edmonds, between West Point and Rolling Bay on Bainbridge Island, between Fauntleroy and Southworth via Vashon Island, and at other locations. The idea was seriously studied from the late 1940s, but did not proceed due to cost. Opposition on grounds of environmental and development impact by communities west of the sound did not develop until the late 1960s.

9--Plans for extension were strongly opposed by community groups in Federal Way and Des Moines. Plans to build through Federal Way were canceled in the late 1960s. Funds for the extension through Des Moines were budgeted in 1973, but the project was cancelled due to community opposition there.

posted by The Cabalmaster, Master of All Transit-dom 12/13/2002 01:10:00 PM

 
WORLD RAIL PROJECTS

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

"Truth passes through three phases: 1) It is ridiculed. 2) It is violently opposed. 3) It is accepted as self-evident." Albert Schopenhouer


From the Cabalmaster:

The Secret Worldwide Transit Cabal has compiled the following list for your interest.

---One of the best transit sites on the web, "metroPlanet" www.metropla.net provides information, maps, photos and links for the world’s heavy-rail (subway) systems. The news page is at: www.metropla.net/news.htm.

---"Rinbad," sponsored by the Branch Line Society (UK), has several lists of recent and planned rail line openings: www.rinbad.demon.co.uk/index.htm.

---The Light Rail Transit Association (UK) website www.lrta.org includes a list of world light rail and tramway systems www.lrta.org/world/worldind.html and a news page www.lrta.org/news/newsindex02.html. A “fact sheet” (see: “Fact Sheet No 54. The Tramway / Light Rail Explosion, www.lrta.org/facts54.html) lists the 76 light rail and tramway systems that have been opened worldwide since 1980.

And finally, if you’d like to flummox your neighborhood rail transit basher, tell her/him that "countries all over the world are building rail transit; why, there’s even a subway in Outer Mongolia!" Then, give ‘em the following URL to the Ulaan Baator Metroo: ulaanbaator.narod.ru/. This is an elaborate, very clever -- and almost convincing -- ruse by some stereotypical "Mad Russian" (but don't let the secret out!)

posted by The Cabalmaster, Master of All Transit-dom 12/12/2002 05:10:00 PM

 
More on SAP(tm) Laureate Maggi Fimia of Seattle

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

"Truth passes through three phases: 1) It is ridiculed. 2) It is violently opposed. 3) It is accepted as self-evident." Albert Schopenhouer


From the Cabalmaster:

We've received information that SAP(tm) laureate Maggi Fimia, a former King County (WA) council member, would like you to forget one of her less astute remarks: "I'm a woman, and I have concerns about going underground." Referring, of course, to underground rail transit. We've checked with our FOC(s) / CAP(s) on site, and they confirm: Dorky as this comment sounds, Fimia actually gave it to the Seattle media. Why anyone would say something like this within earshot of a reporter for the Seattle Times, the Seattle P-I, The Stranger or (worst of all) KOMO TV-4, is beyond us.
posted by The Cabalmaster, Master of All Transit-dom 11/29/2002 11:12:00 AM

 
DeLay, Lanier and Light Rail (Houston Newspaper Blunder)

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

"Truth passes through three phases: 1) It is ridiculed. 2) It is violently opposed. 3) It is accepted as self-evident." Albert Schopenhouer


From the Cabalmaster:

Here is a true "gem" of an item obtained off the Houston Chronicle website www.houstonchronicle.com. The Secret Worldwide Transit Cabal claims "fair use" of this item, since it is so revealing of the truth from a Houston political insider.

Nov 20, 2002, 6:43PM

A Houston odyssey: DeLay, Lanier and Light Rail

Next November, voters in the city and across the Metropolitan Transit Authority service area will cast a truly important vote: They will decide whether Metro should be permitted to expand our rail system beyond the 7 mile South Main line.

There isn't a more critical local issue on the horizon. I propose a series of editorials, editorial cartoons and Sounding Board columns leading up to the rail referendum, with this specific objective: Continuing our long-standing efforts to make rail a permanent part of the transit mix here.

The timing, language and approach of the paper's editorials would, of course, be the decision of the Editorial Board. But I suggest that they could be built upon and informed by a news-feature package with an equally specific focus: Telling the story of rail here by examining the long-term relationship of the two key players in the local transit wars -- Rep. Tom Delay and former Mayor Bob Lanier. For better or worse, (mostly worse, I would argue) no two have had a more significant impact on transit decisions here. Our readers deserve to know how they've operated to back, fund and promote an anti-rail agenda for the past two decades. This would be vital information for the voters as they come to their decision on rail. It would also be a highly entertaining read.

We in Houston have our own version of the "Chinatown" story of early 20th century Los Angeles, when the currency of power was water: Who controlled it; who received it; where it came from; and where it went at what price. Since World War II, Houston's currency of power has been concrete -- millions of cubic yards poured for freeways.

DeLay and Lanier have been the two central characters in our local drama. This urban-suburban, Republican-Democrat odd couple is bound by the belief that highways and poured concrete are the path to a profitable future for this area; and its converse -- the belief that mass transit must be stopped in its tracks.

The broad elements of the news/feature package could include:

The story of how the Lanier-DeLay relationship began (in the early 1980s when Lanier was chairman of the state Highway Commission and DeLay was a young congressman).

Lanier the land man: Through his privately held Landar Corp., Lanier has long shown prescience in purchasing land where roads would ultimately go. Where are his holdings? Specifically, where are his holdings along the Grand Parkway? How has he benefited by the building of roads?

DeLay's steady rise to power in Congress. How it come about and, more importantly, how it was funded (by the highway lobby).

Lanier's rise to political power. His rift with former Mayor Kathy Whitmere that turned into a determination to run her off (he did; she has never been heard from again); his controversial shifting of transit funds into the city budget in the much to discussed "Metro transfer."

Bob Lanier, political kingmaker. For almost a decade, the path to public office in Houston has wound through Lanier's den. Mayoral and City Council hopefuls, congressional candidates, would-be Texas legislators and county commissioners -- all come to kiss the great man's ring and bid for his approval. What is the protocol? What makes the introductions? What is the quid pro quo? And, the $64 question: How has Lanier managed to promote himself as patron saint of inner city Houston while working with DeLay to promote relentlessly suburban/freeway/anti-rail funding agenda at all levels of government?

Ground Zero for November: The campaign led by DeLay and Lanier to defeat rail expansion. Who is doing the funding? What is the history of the San Antonio-based think tank (the "Texas Public Policy Foundation") doing research to discredit rail?

Any number of sidebar topics also come to mind:

The Fort Bend mayors who are bucking DeLay and Lanier to bring commuter rail to thousands of Fort Bend residents who work in the Medical Center.

Lanier's involvement in the lawsuit brought by former Houston City Councilman Rob Todd to hold up the South Main light rail project.

Elyse Lanier: From jewelry salesperson to Houston political insider.

The Greater Houston Partnership and the clean air saga. When the Environmental Protection Agency put clean-air deadlines on the Houston region in the early 1990's, the Partnership resisted mightily. The thinking was: We have the political connections in Washington -- from George Bush and Bill Archer to DeLay and Lloyd Bentsen -- to stall and stonewall until this all goes away. What went wrong? What was the Chronicle's role in supporting this approach?

A primer on highway building, Houston style: Why the Southwest Freeway turned south and west rather than continuing due west (developer Frank Sharp had a hand in this).

Why Texas highways have frontage roads (a key to economic development) in the first place. Sam Rayburn added them to the language in President Eisenhower's landmark legislation creating the Interstate Highway System in the 1950s. At whose bidding?

This is a story in urgent need of telling, and an editorial position of equal urgency. Voters deserve to know the history of how Houston came to be a city of freeways well before they decide about rail's future next November. They need to know who has wielded the power to pour concrete, who still wields it and to what lengths the concrete pourers will go in order to stop rail.


**************************

The Chronicle subsequently removed the document and posted this apology:

**************************

Nov. 21, 2002, 11:05PM

Document mistakenly posted to site

An internal Houston Chronicle document was mistakenly posted to the editorial/opinion area of the Web site early Thursday morning. We apologize for any confusion it may have caused.

THE SECRET WORLDWIDE TRANSIT CABAL IS NOT CONFUSED, HOUSTON.


posted by The Cabalmaster, Master of All Transit-dom 11/26/2002 11:22:00 AM

 
Tim Eyman of Washington State, a New SAEP(tm) Member

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

"Truth passes through three phases: 1) It is ridiculed. 2) It is violently opposed. 3) It is accepted as self-evident." Albert Schopenhouer

From the Cabalmaster:

WIN A LIFETIME MEMBERSHIP IN THE SECRET WORLDWIDE TRANSIT CABAL!

JUST E-MAIL THE CABALMASTER AND PROVIDE POSITIVE IDENTIFICATION OF THE "SOMETHING IN THE WATER" IN THE SEATTLE REGION THAT CAUSES MONORAIL MANIA AND OTHER MALADIES!

Now: back to our newly-inducted SAP™ (we'll return to I-776 in a moment):

Three years in the public eye have provided Tim Eyman with ample opportunity to demonstrate his true character. He's done so. Connect the dots, and spell "S-H-A-M-E-L-E-S-S C-O-N A-R-T-I-S-T-E." It amazes us that more people haven't caught on -- must be that "something in the water." (All kidding aside, the problem stems as much from the . . . dare we say, "laziness" . . . of the Seattle media as from Eyman. There are exceptions; see www.seattlepress.com/article-9460.html, but too bad that this type of writing is totally "un-Seattle.")

After I-695 passed, Eyman created "Permanent Offense," a political action committee and therefore subject to Washington State's strict public-disclosure laws. However, at the same time, Eyman also created "Permanent Offense, Inc.," a for-profit political consulting firm. The long-standing relationship between the two is documented by the PDC (www.pdc.wa.gov ; use internal search engine).

At the height of the scandal mentioned above, Eyman was quoted as saying that he hoped to get rich from his initiatives (he's still trying, but more on that below). We'll give him the benefit of the doubt and speculate that he set up "P.O., Inc." as a legitimate way to receive compensation for time dedicated to his initiative projects -- a "personal foundation," if you will. Within strictly-defined limits, there is absolutely nothing illegal about doing this. (We do suggest that you keep contributions to your PAC strictly separate from those to your "personal foundation.") However, Eyman evidently got greedy and skimmed PAC donations for his own personal use.

We Opinionated Ones think that we can convince you that Eyman is still trying to get rich with initiatives. He's even come up with an apparent new strategy: bogus initiatives!

No, no, no, a thousand times no, we are not making this up! Read on:

P.O. (renamed "Voters Want More Choices" after the financial debacle mentioned above) has submitted I-800, which would require a 75 percent legislative "supermajority" for any tax or fee increases. Your Favorite Transit Pundits have not been able to find the text of this scheme, so we can't confirm the media reports that this would also apply to county and city councils.

There's only one problem: the Washington State constitution specifies that all bills require only a simple majority in both houses of the legislature to pass, except for bond issues and expansion of gambling, which require 60 percent. Phil Talmadge, a former state senator and state Supreme Court Justice who is currently running for governor, explained this recently < a href="http://seattlepi.nwsource.com/local/95328_eyman13.shtml" target="_blank">seattlepi.nwsource.com/local/95328_eyman13.shtml, and added that any changes would require amending the constitution. This cannot be done through the initiative process in Washington www.secstate.wa.gov/elections/initiatives/procedures.aspx. So there you have it: a bogus initiative!

Whether or not Eyman knows about this is beside the point: it's of no concern to him. Not convinced? Okay, then think of 1.) the amount of money that will pour in over the next year, in the form of campaign contributions, and 2.) the percentage that will go to Eyman (he's said that he will accept a "salary" from the campaign). So what if it gets struck down after the election?

If you'd like to peruse other Eyman projects, check out this link: www.secstate.wa.gov/elections/initiatives/legislature.aspx. These are proposed initiatives to the legislature. If the required number of signatures is gathered by the deadline, they would go first to the legislature, then to the voters if the legislature does not act. (We wonder who will help pay to gather signatures to qualify that initiative to wipe out the state's ergonomics legislation . . .) This include Initiative 267, which would require that state sales taxes on motor vehicles be used for state and local highway purposes, rather than going to the general fund (about $750 million per year). It would also mandate the opening of HOV lanes to all traffic during non-peak hours.

Back to I-776. State and federal constitutions prohibit governments from taking actions that interfere with a contract, such as bond covenants. Sound Transit has issued $350 million in bonds, backed by its MVET revenues. Contrary to what the polls predicted, I-776 was approved, but (as we've reported previously), it received a 58 percent "no" vote in King County.

Prior to the election, the state Department of Licensing said, in effect, that it agreed with opinions by King County attorneys that I-776 was unconstitutional. DOL officials said they would continue collecting the tax on behalf of Sound Transit, unless and until ordered to do otherwise by a court.

That will not happen anytime soon. Washington state Attorney General Christine Gregoire advised the legislature that the taxes which back bond issues by Sound Transit and King County must remain until the bonds are retired seattlepi.nwsource.com/transportation/96001_licensetab16ww.shtml. The "well-established" constitutional principle cited by Gregoire dates back to the time of Thomas Jefferson, and so any court challenge would be doomed to failure. Eyman announced that he does not plan to try (he doesn’t have the money) seattlepi.nwsource.com/transportation/95487_tl214.shtml. He called on Gregoire to enforce "the law" (that is, I-776), and added that he expected a "public backlash" to fuel his I-800 campaign if Gregoire does not act.

Hey! More loot for "The TOT," in the form of campaign contributions!! Are you convinced yet???

If you'd like to see graphics-mode evidence that Eyman is an utterly shameless publicity seeker, check out www.permanent-offense.org/initiatives.html.

Don't take our word that Eyman is greedy and selfish! Get it from The Stranger!! www.thestranger.com/2002-02-07/city4.html.

Then, read an interview www.seattleweekly.com/features/0241/news-parrish2.shtml in the Seattle Weekly; sadly, the graphic of him towering over the fair city of Seattle is no longer available -- nor is a variation, showing Eyman as Adolf (yes, THAT Adolf) in the following week's issue. But at least you can read the rants (and occasional rave) www.seattleweekly.com/features/0242/letters-readers.shtml.

Now check out the "Initiative Revolt Against Tim Eyman" site www.puppetslounge.com/iratetext.html; the proposal is to bar Eyman from sponsoring any more initiatives . . . through the initiative process, of course! Check out this Eyman quote:

"I want to continue to advocate issues and I want to make a lot of money doing it."

Are you convinced yet??

If you're not all "Eymaned" out, check out www.puppetslounge.com/iratetext.html.

We'll conclude with the following quote from Phil Talmadge:

"Mr. Eyman is an acknowledged liar with respect to his personal financial dealings in initiative campaigns. He has shaded the truth, to say the least, as to the substance of his initiative measures." www.talmadgeforgovernor.com/Opinions/firefighters.html.

Now imagine what an interesting place Washington State will be if Talmadge is elected governor in 2004 -- and Eyman chooses not to accept political asylum in some other state. It certainly will not be Oregon, where voters passed Ballot Measure 26, banning payment to initiative signature gatherers, by a 75% yes to 25% no margin. This measure was apparently at least partly aimed at Oregon's answer to Tim Eyman, Bill Sizemore, who is effectively now out of business thanks to Oregon voters.

Come to think of it--why can't Washington voters "Sizemore" Eyman, similar to what voters did to Bill Sizemore with Measure 26 in Oregon? ;-)



posted by The Cabalmaster, Master of All Transit-dom 11/18/2002 05:53:00 PM

 
Quips from FOCs (Friends of the Cabal):

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

"Truth passes through three phases: 1) It is ridiculed. 2) It is violently opposed. 3) It is accepted as self-evident." Albert Schopenhouer


From the Cabalmaster:

If there were such a country as “Obscurastan,” Wendell Cox would be the Transport Minister!

(idea brazenly ripped off from San Francisco Mime Troupe’s name for a new show they’re putting on in S.F., San Francisco Chronicle, August 14, 2002).

“Electroferrophobia microensis” (from the Latin - "Fear of light rail transit")
A complex syndrome found in upper middle class neighborhoods, and particularly prominent among unimmunized golfers; thought to be induced by excessive exposure to SUV emissions. Inspired by the opposition to LRT by the snooty Columbia Country Club of Bethesda & Chevy Chase, Maryland.


Then there is this “conference” that all friends of the Secret Worldwide Transit Cabal SHOULD NOT MISS, if only for its entertainment value!

HELP PRESERVE THE AMERICAN DREAM!

ATTEND THE CONFERENCE!! www.ti.org/amdream.html

WASHINGTON, DC: FEBRUARY 23-25, 2003

HEAR THE FOLLOWING SPEAKERS!!!
(Each one of them noted, authoritative and unbiased!!!)

(preliminary list of blowhards and b.s. artists...)

Jon Caldara, Independence Institute /i2i.org/Caldara
John Charles, Cascade Policy Institute www.cascadepolicy.org/StaffDetail_2_8.asp
Wendell Cox, publicpurpose.com www.publicpurpose.com (definately the lead b.s. artist, not a Sophist per se, also Lead Jackass)
Peter Gordon, University of Southern California www-rcf.usc.edu/~pgordon/ (probably more a Sophist than b.s. artist, per se)
Steve Hayward, American Enterprise Inst. www.aei.org/scholars/hayward.htm
Robert Nelson, U. of Maryland www.puaf.umd.edu/faculty/people/nelsonm.html
Randal O'Toole, Thoreau Institute www.urbanfutures.org/otoole.html
Alan Pisarski, author, "Commuting in America" www.senate.gov/~epw/Pisarski_031902.htm
Robert Poole, Reason Foundation www.rppi.org/robert.html
Thomas Rubin, consultant www.tppf.org/transit/trans_report_exec/about_authors.html
Peter Samuel, Toll Roads Newsletter www.tollroads.com/index.htm#newsletter
Sam Staley, Buckeye Institute www.buckeyeinstitute.org/ABOUT.HTM (definately more a Sophist than b.s. artist, given BI's recent postings on the Cincinnati LRT election)
And many more! (Joy!?)

SHARPEN YOUR SKILLS AT UP TO 15 TWO-HOUR WORKSHOPS!!

Gain media attention. Win the war of words.

Critique a density plan. Critique a light-rail line.

Influence regional planning. Reduce regional congestion.

Protect valuable open space. Maintain affordable housing.

Promote competitive transit systems . "Improve" federal transportation policy.

Insure neighborhood self-determination (yeah, keep "them" out!).

Clean the air without expensive regulation.

BUILD A "NEW NATIONAL MOVEMENT TO PRESERVE THE AMERICAN DREAM OF MOBILITY AND HOMEOWNERSHIP!!!

"Congestion, unaffordable housing, and restrictions on property rights increasingly threaten the American Dream of mobility and homeownership. This conference will bring together dozens of experts with scores of professionals and activists working to protect freedom, mobility, and livability in their home cities and regions.

"The conference will help you effectively oppose rail transit boondoggles, high-density urban zoning, restrictions on rural property rights, and other so-called "smart-growth" policies. The conference also aspires to start a new national movement aimed at Preserving the American Dream of mobility and homeownership."

"WHO SHOULD ATTEND:"

"Professionals whose work contributes to urban mobility and livability, including:
--Homebuilders
--Realtors
--Commercial developers
--Transportation builders
--Highway users
--Retailers

"Opponents of 'smart-growth' plans such as:"
--Rail transit boondoggles
--Neighborhood densification
--Urban-growth boundaries
--Traffic "calming" and
--Other intrusive planning policies
--Experts on urban land-use and transportation issues;
--National, state, regional, and local elected and appointed officials who want to protect the livability of their regions by minimizing congestion, maintaining affordability, and reducing the cost of urban services.

"CO-SPONSORS INCLUDE:"

The Buckeye Institute www.buckeyeinstitute.org/
The Cascade Policy Institute www.cascadepolicy.org/
The Heartland Institute www.heartland.org/
The Heritage Foundation www.heritage.org/
The Reason Foundation www.reason.org/
The Thoreau Institute www.ti.org/

OTHER SPONSORS INCLUDE:
The Charlotte and Walter Kohler Charitable Trust (Sheboygan, WI)*
The Sarah Scaife Foundation (Pittsburgh) www.scaife.com/sarah.html

*Walter Kohler, Jr., a businessman turned politician, served three terms as (Republican) Governor of Wisconsin between 1931 and 1957.

USE THE CONVENIENTLY (TRANSIT!) ACCESSIBLE CONFERENCE VENUE AS YOUR BASE:

"The conference will be held at the Wyndham City Center Hotel www.wyndham.com/hotels/DCADC/main.wnt (scroll down), 1143 New Hampshire Avenue NW, Washington, DC 20037. This is an excellent facility located within walking distance of the Farragut North eg.washingtonpost.com/profile/795712 and Dupont Circle eg.washingtonpost.com/profile/795708 Metro stations." (but you better not want good public transit in your town, YESSIRREE!! or you will be seen as some sort of liberal leftwing commie or something very similar!! You have been warned!)

CONVENIENT CONNECTIONS TO INTERCITY TRANSPORT:

"Washington is conveniently served by three airports: National www.mwaa.com/national/index.htm, Dulles www.metwashairports.com/dulles/index.htm, and BWI www.bwiairport.com. National is the most convenient , but BWI is usually less expensive, so you may wish to check airfares for all three airports. National is directly served by Washington's $10 billion Metro rail system www.wmata.com/default.cfm; BWI has a non-stop bus to the nearest Metro station www.bwiairport.com (click "BWI Express Metro Bus); while Dulles requires an Airporter bus www.washfly.com to Washington."

The Secret Worldwide Transit Cabal does not necessarily oppose "smart-growth" plans, but we ARE unalterably opposed to "rail transit boondoggles"**

So, we consider ourselves invited, and we'll be there! (See you in D.C., Wendell!!)

**for example, see members.aol.com/alavanca/lrb.html. An example closer to home: "No one should logically have expected the Lee County Central (Illinois), a line from Amboy (pop. 1,900) through Lee Center (pop. 250) to an electric pole at a crossroads labeled Middlebury, to have earned a profit." (Hilton, George W., and John F. Due, The Electric Interurban Railways in America, Stanford, CA: Stanford University Press, 1960.)

posted by The Cabalmaster, Master of All Transit-dom 11/15/2002 06:04:00 PM

 
Score Another Big Road Defeat!

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

"Truth passes through three phases: 1) It is ridiculed. 2) It is violently opposed. 3) It is accepted as self-evident." Albert Schopenhouer


From the Cabalmaster:

From www.planetizen.com:

Fresno Voters Reject Road Tax

Fresno, California--home of the 3rd worst air in nation--rejects Measure C, a controversial 1/2 sales tax measure which would have been used primarily for road projects.

01:00 pm PST, Nov 08, 2002 - California

Contributed by Dan Zack

"Yes on C leaders pinned the blame on those pesky little signs, equating the measure with asthma and air pollution. Tax-extension opponents, said measure chairman Gordon Webster Jr., scared voters and caused them to vote no "for the wrong reasons." That comment shows how out of touch the Measure C crowd is. We need better roads, sure. But we also need to invest heavily in mass transportation. Our air matters. Our health matters. Quality of life is measured by more than Bulldogs tickets and an affordable mortgage."

See www.planetizen.com/news/item.php?id=7828


posted by The Cabalmaster, Master of All Transit-dom 11/08/2002 05:26:00 PM

 
ANOTHER SAEPT AWARD!

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

From the Cabalmaster:

ANOTHER SAEPT AWARD!

The Secret Worldwide Transit Cabal is pleased to announce that Maggi Fimia, former Seattle-Land(tm) politico, (see www.thestranger.com/2000-12-21/other_news.html) has been awarded a lifetime membership in the Society for the Abolition of Effective Public Transport. Fimia was elected to the Metropolitan King County (WA) Council in 1993, later chaired its Transportation Committee, but retired from office at the end of 2001. She becomes the first female Sap(tm) laureate.

Fimia was one of the organizers of the anti-light-rail organization, "Sane Transit" (which has little to do with sanity, or with transit: www.peopleformoderntransit.org/Articles/Saev010001_Cont.html. Sane Transit has filed suit against the Seattle regional transit agency, Sound Transit (Sane Transit v. Sound Transit . . . get it? get it?). Sane Transit's own website, www.sanetransit.org, is not operative and may have been hacked; the web address leads one to "online casinos".

Fimia was also an organizer of the Coalition for Effective Transit Alternatives www.effectivetransportation.org. Its mission statement:

"CETA is a coalition of Puget Sound citizens and groups calling on Sound Transit to immediately cancel its ineffective and prohibitively expensive 14-mile surface light rail project and begin shifting the $1.4 Billion of local and $500 million of federal taxes to help fund a range of high quality services which could include: frequent, all day, comfortable, express bus service; monorail; vanpools; and other innovative, cost effective, safe, community friendly transportation options."

In short: STOP BUILDING RAIL SYSTEMS, DAMMIT!

The regional transportation plan, "Sound Move," including the light-rail component, was approved in November 1996. Even if the Sound Transit board wanted to cancel the rail element, it could not do so as a practical matter without going back to voters archives.seattletimes.nwsource.com/cgi-bin/texis.cgi/web/vortex/display?slug=pence10&date=20001110&query=%22Maggi+FImia%22+light+rail. The alternative program above might -- just might -- have won voter approval late in 2000 or early in 2001, when Sound Transit was under fire for cost overruns and poor management. But not today, hence all that shouting of the Sap(tm) slogan.

As we've noted before: It's relatively easy to qualify an initiative for the Seattle ballot -- remarkably so if there's strong community interest. It's even easier in smaller suburban communities given the small number of signatures that one has to collect. It's not likely that the Sound Transit plan could be modified through the initiative process, but that's beside the point. If anything would trigger a light rail meltdown faster than a "no confidence" vote -- a non-binding request by voters that Sound Transit scrap light rail -- we Opinionated Ones can't imagine what it would be. Such a vote would be significant even if confined to Seattle. Companion measures in other cities would deliver the coup de grace -- creating intense political pressure that the Sound Transit Board could probably not resist.

Without question, Sane Transit, CETA and so forth have everything it takes to do this -- and more: organization, resources, media skills.

So, why haven't they? To paraphrase the late Argentine boxer Oscar Bonavena:

"Because they're chicken! Cheep! Cheep! Cheep!"

(Few boxers attempted to return Muhammad Ali's weigh-in taunts in kind. Bonavena did; his televised performance was masterful.)

Seattle rail foes know that a "no-confidence" vote or an actual "re-vote" would be theirs to lose, and that a loss would evaporate whatever credibility they have.

The opposition, not daring to take this risk, is attempting to slay the light-rail dragon using the "death by a thousand cuts" strategy. "Cuts" include: lawsuits www.effectivetransportation.org/sane/, /www.effectivetransportation.org/cfm, op-eds archives.seattletimes.nwsource.com/cgi-bin/texis.cgi/web/vortex/display?slug=fimia22&date=20011022&query=%22Maggi+FImia%22+light+rail, articles by sympathetic columnists seattle.bizjournals.com/seattle/stories/2002/10/21/editorial3.html, "dezinformatsiya" campaigns, and so forth.

Other "cuts" include attempts to "spin" a "Yes" vote for Seattle's monorail plan, or for Initiative 776 (initiative guru Tim Eyman's latest effort) as a "No" vote on Sound Transit light rail. (We're not certain, but: passage of I-776, which appears unlikely, MIGHT invalidate the monorail-financing measure, passage of which also appears unlikely.)

WAKE UP, MAGGI, WE THINK WE'VE GOT SOMETHING TO SAY TO YOU,
IT'S EARLY NOVEMBER,
AND DENNIS DE YOUNG IS SINGING "LIES" ABOUT YOU!

(with apologies to Rod Stewart / Martin Quittenton www.codehot.co.uk/lyrics/qrst/rodstewartmaggie.htm, The Knickerbockers www.lyricsfreak.com/k/knickerbockers/16645.htm, Dennis DeYoung and Styx)

Believe it or not, we respect Seattle's rail-transit foes; they're a motivated, savvy bunch; they may be the "best" (so to speak) in the country -- and they seem to rely relatively little on . . . shall we say, "outside assistance." But the current "thousand cuts" strategy may be hazardous to their credibility.

Fimia has been at the forefront of the anti-rail p.r. effort archives.seattletimes.nwsource.com/cgi-bin/texis.cgi/web/vortex/display?slug=sane08m&date=20001008&query=%22Maggi+FImia%22+light+rail.

While still on the King County Council, Fimia commissioned a study by DMJM+Harris that purports to demonstrate that buses could handle the same traffic volume as four-car light-rail trains www.peopleformoderntransit.org/Articles/BTuA112001.html. Fimia commissioned the study for $1 less than the threshold that requires a full council vote www.peopleformoderntransit.org/Articles/BTuA112001.html.

At mid-2002, the opposition tried its best to block an agreement between King County and Sound Transit for joint use of the downtown transit tunnel seattlepi.nwsource.com/transportation/75945_tunnel25.shtml. Fimia's various unfounded claims included perhaps the most creative version "STOP BUILDING RAIL SYSTEMS, DAMMIT" that we've heard. She explained her opposition to light rail tunnels as follows:

"I'm a woman, and I have concerns about going underground."

Hearing this, a "Cabal Associated Person" (one or more of the following: TransitCabalist, FOC, spouse, family member, friend) remarked:

"I'm a woman, and I don't know what she's talking about."

(Fimia, who claims to be a regular bus rider, lives in a north suburban community linked to downtown Seattle's by tunnel bus. The bus tunnel, which was very underground the last time we checked, opened in 1990.)

Seemingly unconcerned that such statements and actions tend to make one look like . . . well, like a Sap(tm) . . . Fimia continues as media pointperson, attempting to convince the Federal Transit Administration to heed the Seattle region's collective shout:

STOP BUILDING RAIL SYSTEMS, DAMMIT!

Thus far, the Feds have been unimpressed. This may have something to do with, um, that 57 percent "yes" vote in 1996.

Fimia's latest propaganda effort has stirred considerable ire among Seattle rail supporters. This is not difficult to understand, but something much more important is at hand. Fimia and her co-author, community activist Ruth Korkowski, have demonstrated that Sappy(tm) thinking tends to lead to creeping, insidious marginalization. The poor Sap(tm) either fails to notice that no one is listening -- or does notice, and cranks out ever-increasing volumes of fudge.

For once, your Favorite Transit Pundits find ourselves at a loss. We cannot provide you with a link; in fact, we can't even find a reference to "the" op-ed. We do not know the date of publication; we don't even know the title!

posted by The Cabalmaster, Master of All Transit-dom 11/08/2002 05:26:00 PM

 
"Gadgetbahns" and "Innovative" Transit Technologies

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

"Truth passes through three phases: 1) It is ridiculed. 2) It is violently opposed. 3) It is accepted as self-evident." Albert Schopenhouer


From the Cabalmaster:

An FOC has this to say about the intense interest generated in this country by monorail, personal rapid transit and other "innovative" transit technologies:

"All these goofy ideas [are] proposed because we pathetic Americans want a 'break-through' that the United States can claim as THE answer to transportation and it's all ours. That would justify our years of ignorant, short-sighted neglect of practical solutions that the rest of the world have made to work. (and, boy, aren't we glad we waited until just the right solution came along...!) It would also provide the transportation panacea for our ridiculous 60-year love affair with auto-based development."

posted by The Cabalmaster, Master of All Transit-dom 11/07/2002 05:19:00 PM

 
Make That FOUR Transit Victories, 2 Transit Defeats, and SIX! - - SIX! Road Meaures Get Clobbered

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

"Truth passes through three phases: 1) It is ridiculed. 2) It is violently opposed. 3) It is accepted as self-evident." Albert Schopenhouer


From the Cabalmaster:

THIS JUST IN ! regarding transportation votes that we've reviewed.

New Georgia governor kills "Northern Arc" Beltway proposal in Atlanta! See

www.accessatlanta.com/ajc/metro/election02/06newgov.html

Another case of anti-expressway sentiment playing a role in electing a new governor: Article excerpt:

"During a telephone interview with Star 94's Steve and Vicki, Perdue said he has no plans to pursue the controversial Northern ARC, opponents of which are believed to be one of the groups that helped defeat (incumbent Governor) Barnes Tuesday. Perdue said improving north metro's secondary roads would be "cheaper, faster, better."

Also this from the Oakland, CA, Tribune:


www.oaklandtribune.com/Stories/0,1413,82%257E1865%257E975909,00.html

Published Thursday, November 7, 2002, in the Oakland Tribune

Measure AA saves AC Transit service

Passage of parcel tax will raise enough money to keep bus service going without cuts

By Sean Holstege

The 236,000 people who board AC Transit buses every day can expect service to continue without cuts next year, following passage of Measure AA on Tuesday.

Voters in northern Alameda and western Contra Costa counties passed the $24 annual parcel tax by a 68 percent margin, according to unofficial final results. That's enough to raise $7.5 million each year for next five years, and avert threatened cuts to weekend and night service."

For rest of article, see link.

For a nationwide discussion of transportation measures, see www.usatoday.com/news/politicselections/2002-11-07-transportation-usat_x.htm.

posted by The Cabalmaster, Master of All Transit-dom 11/07/2002 03:19:00 PM

 
3 Transit Victories, 2 Transit Defeats. 5 Road Measures Get Clobbered

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

From the Cabalmaster:

Proposals to increase taxes for new bus and rail transit projects around the nation drew a mixed response from voters at the November 5th midterm elections. The results of the Seattle monorail proposal are still unknown due to late absentee ballots. In contrast, major proposals to expand highways in Virginia and Washington were dealt decisive defeats. Voters were generally reluctant to increase taxes, particularly for roadway expansion. Opposition to highway expansion also appears to have contributed to a Democrat being elected governor of Tennessee.

The most stunning transit victory was in Miami-Dade County, where voters approved a 1/2 cent sales tax for a series of rail extensions and bus service improvements, in an area that had suffered many transit funding defeats over the past two decades. Voters in suburban Denton County, Texas northwest of Dallas overwhelmingly approved connections to the DART light rail system, along with local bus improvements. In contrast, Cincinnati region voters rejected funding for regional transit improvements that would have included a 60-mile LRT network. Similarly, a proposal to expand bus and paratransit service in the Little Rock, Arkansas area was rejected as part of a program of non-transit projects, such as jail operations, “infrastructure” (presumably roads), and workforce development programs.

A statewide road-financing package in Washington was decisively defeated, as were two regional measures in Virginia, in the Hampton Roads (Norfolk) and Washington, D.C. suburbs.

Washington State

Referendum 51 ("R-51"), the mostly road-financing package including a 9-cent per gallon gas-tax increase, was rejected by 63 percent statewide. Backers admitted before the election that it would need to win big in Seattle-area suburbs. But it was rejected by 58 percent in King County.

Initiative 776 ("I-776"), sponsored by Tim Eyman, attracted a 54 percent "yes" vote statewide. However, this measure had little practical effect outside of the Sound Transit district (and one other county which has imposed a "local-option" license-tab fee). Anti-rail factions have attempted to "spin" this into a vote against Sound Transit's LRT plan. Takes a lot of spinning: I-776 attracted a 58 percent "No" vote in King County, which accounts for the large majority of the population within the Sound Transit service district.

As of early Thursday morning, Seattle's monorail financing plan had a 52 percent "yes" vote. However, the outcome is far from certain. The measure led by a slender margin of 4,500 votes out of more than 105,000 votes counted. And there are a lot more votes to count.

As of early Thursday morning, an estimated 500,000 absentee ballots had yet to be counted statewide. King County had received 190,000, and another 70,000 were thought to be in the mail. In other words, up to 250,000 absentee ballots remained to be counted in King County. Seattle accounts for slightly more than 35 percent of all registered voters in King County. Up to 88,000 ballots cast by Seattle absentee voters may await counting -- or more, if the monorail controversy generated a higher turnout than in King County overall.

The monorail proposal would have to attract at least a 47 percent "yes" vote to assure passage, assuming that 80,000 absentee ballots remain uncounted.

Those of us in the Secret Worldwide Transit Cabal consider the above results to be a TRANSIT VICTORY and a MAJOR, MAJOR ROAD DEFEAT. First, due to the decisive rejection of the statewide road plan that gave only token amounts to transit. Second, though the Eyman proposal won statewide, King County voters decisively rejected it, a show of support for Sound Transit. Should the Seattle monorail measure pass, we would consider it a TRANSIT VICTORY since voters support transit funding, but we are still highly critical of the unneeded technology options chosen.

Miami/Dade County, Florida

Voters overwhelmingly approved a 1/2 percent sales tax increase for Metrorail and major bus expansion. The measure passed overwhelmingly, more than making up for a string of transit funding defeats over the past two decades. This is a MAJOR TRANSIT VICTORY, perhaps the biggest of 2002. By all accounts, this was the “surprise of the night” for transit supporters around the nation.

Denton County, Texas

This rapidly growing suburban area northwest of Dallas gave overwhelming approval to a transit plan that includes a rail connection to the Dallas DART light rail extension to Carrolton. This clearly is a TRANSIT VICTORY.

Tennessee Governors Race

Controversial highway proposals in suburban Knoxville may have tipped the governors race to the Democrats – see www.knoxnews.com. We Transit Cabalists count this as a ROAD DEFEAT that hopefully will improve the political prospects for light rail (Memphis, Nashville) and other transit projects in the Volunteer State.

Northern Virginia

Northern Virginia voters rejected a half percent (55% no to 45% yes) sales tax for highway and transit construction, substantially more $$ for roads than transit (but they supported bonds for university capital improvements)

This is obviously a ROAD DEFEAT, since most money would have gone toward new sprawl-inducing highway projects. A higher proportion for transit expansion in the measure’s spending plan would have probably given victory in Arlington and Alexandria, where large “yes” margins are needed to offset no votes in more tax-wary exurban areas. Certainly this measure will be on the ballot again, hopefully with a larger transit share.

Hampton Roads, Virginia

Hampton Road area (e.g., Norfolk, Newport News, Virginia Beach) voters decis – 1 cent increase mostly major roadway expansion, including a third freeway crossing of the harbor. An insulting, token amount was also set-aside for unspecified transit projects We opinionated Cabalists savor this as a MAJOR ROAD DEFEAT.

Little Rock, Arkansas

As proposed, a 1/4 percent sales tax in the Little Rock, Arkansas, region would have been allocated to bus and paratransit expansion. This proposal was one part of a 1 percent sales tax package in Pulaski County and City of Little Rock for a grab bag of projects, including “infrastructure,” (mainly roads) jail operations, and workforce development.

All measures were soundly defeated; voter turnout was very low. Us opinionated Cabalists rate this one as a ROAD DEFEAT. This item also rates as a TRANSIT DEFEAT, given voter reluctance to spend an entire new one percent sales tax on a smorgasboard of local government spending proposals.

Cincinnati, Ohio

Voters decisively rejected a 1/2 percent tax for a comprehensive Cincinnati regional transit proposal, including 60-mile LRT system. This is obviously a TRANSIT DEFEAT. This is the first time that Southwestern Ohio voters were presented with a ballot measure including LRT. Area leaders need to go back to the drawing board and come up with a less ambitious LRT plan for now, plus a greater emphasis on bus expansion.

posted by The Cabalmaster, Master of All Transit-dom 11/07/2002 02:41:00 PM

 
Comment of the Week

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

From the Cabalmaster:

A FOC ("Friend of the Cabal") has the following to say about the highway engineers' view of facilities to increase pedestrian safety:

"Traffic engineers (often) find out that it is not 'practical' to accommodate pedestrians. Better to kill them off."
posted by The Cabalmaster, Master of All Transit-dom 11/04/2002 01:53:00 PM

 
KITAKYUSHU - KITAKYUSHU MONORAIL (Monorail 23)

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

From the Cabalmaster:

KITAKYUSHU - KITAKYUSHU MONORAIL (Monorail 23)

(See: www.kitakyushu-monorail.co.jp.)

Supported system, Kokura to Kikugaoka, 5.5 mi. Through fare: $2.40.
40 cars, 10 four-car trains.
Maximum train length: four cars.

Scheduled running time between terminals:19 minutes
Schedule speed: 17 mph.
Maximum permitted speed is 40 mph.

Service:
6 am to 11:30 pm.
Every 6-10 min throughout most of the day.

Weekdays: 103 "down" (Kikugaoka) trains; 103 "up" (Kokura) trains.

Sundays/holidays: 94 "down" and 93 "up" trains.

The "Kitakyushu Rapid Railway Co, Ltd, Kokura Line," aka the Kitakyushu Monorail, was the first "urban transit" monorail in Japan. It was also the first supported monorail built following adoption of design standards (by the Japan Monorail Association) and application criteria. The Tokyo Monorail was built as an "airport-access railway," and this remains its primary function. Many overseas monorail enthusiasts credit the Kitakyushu Monorail for sparking a "revival" of the mode in Japan. The Japanese have a different view [and we opinionated TransitCabalists concur!]. The second stage of monorail development in Japan is considered to have started with the Shonan Monorail. (There could hardly be a "revival" for a mode that never fell out of favor, but instead resembled a "solution in search of a problem" for many years.)

No two cities are exactly alike, but Kitakyushu (pronounced more or less as "key-tuh-cue-shoe") stands out as unique. It grew up as Japan's major steel town -- and as five separate cities that were not amalgamated until 1963. It sprawls over more than 20 miles east to west. Heavy industry has become less important in recent years, but Kitakyushu retains a highly industrialized cityscape.

Until the end of the '70s, Kitakyushu had one of the busiest, fastest, most efficient and best-maintained streetcar systems in Japan, operated by the Nishi-Nippon Railroad Co, Ltd ("Nishitetsu;" pronounced something like "Nish-tets"). It remained at its largest extent long after other large Japanese urban tramways had been curtailed or replaced. But it could not withstand a prolonged, inexorable decline in traffic, owing to population shifts and declines in industrial employment levels. The first bus substitution took place in 1980 an the last vestige was closed near the end of 2000, leaving a suburban "express tramway" (the Chikuho Electric Railroad Co, Ltd, a Nishitetsu subsidiary) built in 1953-1959.

Railbound competition was not a significant factor when the standard-gauge trunk streetcar system was built (1911-1929). That changed abruptly in 1961, when JNR electrified its Kagoshima Main Line. Today, JR-Kyushu operates three local and three "rapid-service" trains per hour through Kitakyushu, a "rapid-transit" service in all but name. These trains achieve passenger speeds exceeding 30 mph.

Another significant development in Kitakyushu was a rapid increase in auto ownership together with a dispersal of population from "close-in" districts. Auto ownership grew from one per 5.5 households to one per 1.1 households between 1963 and 1980. Meanwhile, manufacturing employment declined by nearly 30 percent. In part, this reflected large productivity gains from large-scale use of industrial robots. JNR managed to gain passengers within Kitakyushu; boardings within the city limit increased by 38 percent. But bus traffic fell by 16 percent, and streetcar traffic plummeted by nearly 50 percent.

Meanwhile, new suburban development south of Kokura, the business-center "hub" of Kitakyushu, created a need for improved transportation. The city's "original" streetcar line opened with horse traction in 1906 and electrified in 1920, extended 2.8 miles southward from Kokura to Kitagata; a short-lived (1923-1925) horsecar line once extended 1.9 miles farther south to Tokuriki. Planners decided against a streetcar extension. The slow (11 mph schedule speed), narrow-gauge Kitagata Line, built in narrow streets, could not provide the needed capacity. However, forecast traffic levels were not high enough to justify a subway. The logical mode choice: monorail.

Construction of a monorail line extending 5.2 miles southward from Kokura was authorized by the Transport Ministry in 1976. The Kitakyushu city government organized a third-sector company, Kitakyushu Rapid Railway Co, Ltd, with 75 percent of the stock held by the city. The Nishi-Nippon Railroad Co. holds about 10 percent of the stock. Nippon Steel Corp, Kyushu Electric Power Co, and Sumitomo Metal Industries each hold about three percent.

Construction started in 1978, and the line opened in 1985. A short (0.3-mile) extension at Kokura brought monorail trains to a new terminal, in the new Kokura station complex, in 1998.

The monorail was built over a newly-widened street in central Kokura, where it is supported by T-shaped pillars. The middle portion is built beneath the roadway deck of an elevated express highway. Much more massive pillars support the monorail, and the highway above. The southern, outer portion was built over a new road in an area of new suburban development. This portion is quite scenic, with views of the mountains in the distance.

A 1982 magazine article stated the estimated construction cost at 5.14 billion yen (roughly $350 million in today's dollars), with "infrastructure" (the guideway) accounting for 45 percent of this. A subway was estimated to cost three times this amount. The actual cost was about 35 percent higher, about $470 million.

(The Japanese perspective on this "overrun" might read something like this: "The monorail was built as a less costly alternative to a subway, which would have cost three times more. It is known that large construction projects cost more to build than initial estimates suggest. This is regrettable, but inevitable. The "gap" can be managed, but not eliminated, and would occur regardless of mode choice. A 35 percent increase from five billion yen is a much smaller
amount than a similar increase from 15 billion yen.")

The line has 11 intermediate stations. Platforms have barriers with gaps at door locations -- precise spotting of trains is customary in Japan. The operating base is located a short distance beyond the outer terminal, Kikugaoka. As usual in Japan, the Kitakyushu Monorail has a stage fare system. The minimum fare, for 1/4 mile, is $1.25.

The line is equipped with CTC and ATO for driver-only operation, and was Japan's first "major" monorail with one-man operation of trains. Traction current is 1500V dc.

CTC and ATO stand for "Centralized Traffic Control" and "Automatic Train Operation," respectively. These are historic acronyms. Current reality is best described as 1.) computer-controlled dispatching, 2.) A computerized "fail-safe" or "oversight" that displays maximum permitted speed over each section, and monitors acceleration, speed, braking and so forth in order to prevent unsafe operation. The electronics could, if necessary, provide for driverless or unmanned operation. A few Japanese gadgetbahnen operate without drivers, but most do not.

1.) The Kitakyushu Monorail is clean, quiet, well-built and well-run; it also returns an operating surplus equal to about 15 percent of revenue. By every measure, it is a success.

2.) There is no prospect for expansion.

To the American monorail buff, 1.) and 2.) are a contradiction in terms, and this "proves" that all the other information on this blog is absolute . . . well, you know . . .

[We opinionated transit pundits ARE opinionated, but open to persuasion, and the following explanation did the trick.]

The Mayor of Kitakyushu -- who may also serve as president of the monorail company, the typical practice for municipal "third-sector" enterprises -- might explain that the monorail was built because better transport was needed, but the cost of a subway could not be justified. He might also explain that the monorail was not built with expansion in mind. It could be extended at either end, in fact, a short extension was built when the reconstruction of Kokura station justified this. He might continue that monorails are not suitable for operation in a network, integrated with other monorail lines. Where such a network is needed, some other mode would be built.

"And so," a visitor might ask, "Would a city choose monorail as the first "stage" of an eventual integrated network, with vehicles traveling from one line to another?"

The likely (polite) answer, in Japanese, gets translated as "perhaps not;" it is the functional equivalent of "I do not believe so, but I cannot guarantee this."

An outline map dating to the opening of the line shows two "future" lines. Japan makes such plans far in advance, but are not implemented until "decisionmakers" reach a consensus that the project is necessary and its expense can be justified. Hence, these are best understood as "possible" future lines, for which provisions will be made as other projects are built.

[In other words, other projects may not obstruct a potential future transport corridor. In the Los Angeles area, Caltrans once threatened to do just that, on grounds that it "didn't have the money" to build an overpass, rather than an embankment, across a rail alignment. The road project was the Century Freeway . . . and the rail alignment eventually became the light rail Blue Line!]

A monorail line extending southwest from Kurosaki, in the western part of the city, would roughly parallel the Chikuho express tramway mentioned above. Traffic may eventually grow to justify a second line. [The key word here is "eventually."]

A monorail line between Kokura and Kurosaki would duplicate the only section of the standard-gauge streetcar network not paralleled by JNR (now JR-Kyushu). [The key word here is "duplicate."]

The plan for a Kokura --- Kurosaki monorail line dates to the mid-'80s, and probably farther back. The streetcar line was closed in 1992. It seem safe to conclude that this line will not be built until traffic becomes too heavy for buses -- and that, in our opinion, is a long way ahead.


posted by The Cabalmaster, Master of All Transit-dom 10/31/2002 02:27:00 PM

 
PRIVATE-SECTOR FINANCING? (Japan Monorail 22)

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

From the Cabalmaster:

(Sorry for the long hiatus--the Seattle Monorail fiasco took up much of our time in the last few weeks).

PRIVATE-SECTOR FINANCING?

The following elaboration of the alleged "private-sector" financing of Japanese monorails makes very interesting reading. As one source tells us, "Much of what seems 'inscrutable' about Japan actually makes perfect sense -- if you can discern the underlying logic."

In Japan, ruled by avowed conservatives for most of the post-WWII era, "the system" discourages "subsidies" but accepts debt. The Japanese financial system is very reluctant to acknowledge "bad" (unrecoverable) debt and to write it off. Banks keep much bad debt "on the books," under the polite fiction that someday, it will be paid off. The public sector also does this, because writing off the debt issued to build something is the same as paying for it out of tax revenues -- in other words, a subsidy.

Contrary to what many outsiders believe, most of the "private investment" in monorails, gadgets and rail projects is not "risk capital" at all. It is secured borrowing from the private sector.

"Infrastructure" is paid for by government "grants." A considerable chunk of this money is raised by government debt issues.

Rolling stock and other facilities are financed by something resembling an "equipment trust" arrangement by the municipal agency. But, instead of "equipment trust certificates," the agency issues shares of stock.

[This sounds strange if not bizarre at first, but the following example helps clarify things.]

Suppose the City of Los Angeles wanted to use a Japanese-style joint venture bewteen private and public sectors to finance a westward extension of the Red Line subway.

It would organize the "Wilshire Boulevard Rapid Transit Company, Ltd" as a for-profit corporation, identical in organization to the private-sector model. There would, however, be a twist: all shares would, at first, be held by government agencies: L.A. City, L.A. County, Beverly Hills and Santa Monica.

The company would finance construction of the tunnel, from Western to the ocean. They would raise the money from state and federal grants, and from "local" funds. But the local share would actually be borrowed from the private sector.

In financial terms, this would work as follows: The stock represents the capitalized value of the company, which is set at the minimum level required for the intended amount of borrowing.

[We assume that this "initial capitalization" is backed, at least nominally, by public assets or tax revenues.]

Each government entity holds a percentage of the stock. Under an arrangement that uses this equity as collateral, with a lot of "leveraging," the three cities and the county borrow money from the private sector. Private lenders get municipal and county debt (bonds), but not stock.

"Infrastructure" represents a "sunk" cost, unrecoverable in case of liquidation. That is, if the facility were to be abandoned, very little of the amount invested in infrastructure could be recovered for other uses. "Risk" capital is seldom available for large-scale (equity) investments of this type, so the majority of the project cost must be financed with debt. Taxpayers pay to service this debt, at least at first.

In contrast to "infrastructure," track, power facilities, station equipment and rolling stock do have "residual" value that could be recovered (at least in theory) upon liquidation. And so, L.A. city sells stock to banks and other private investors, and uses the money to pay for trains and other "equipment."

This money does not represent "venture" or "risk" capital, for reasons that will elude those who cling to rigid definitions of categories such as "stock" and "bonds." In brief, the instruments in question are called "stock," and legally are stock, but do not behave like stock." Capital appreciation" (i.e. stock price goes up) is possible in theory but is usually a polite fiction. Return on investment is paid as "dividends" rather than "interest." Dividends are nice but payment is not "required; " that is, non-payment of dividends does not lead to "default." The promised dividend payments are set to provide a rate of return acceptable to the lender.

[Since we know that banks buy and sell debt, we shouldn't be surprised that banks (and other "institutional" investors such as insurance companies) also buy and sell this type of "stock." It also helps to know that Japan currently has very low interest rates, owing to its long recession, so these "dividends" can be nominal.]

In some cases, local enterprises that benefit (or can be persuaded that they will benefit) from the project will purchase stock. However, this usually doesn't happen with new urban transit projects. The financing arrangement provides a convenient channel for "supplier financing," which does happen with monorails and other gadgets.

Things really get interesting from opening day. The Japanese-style "Wilshire Boulevard Rapid Transit Co" would have its own rolling stock and staff -- and its own ("stage," or distance-based!) fare structure. Trains would operate through between Union Station and Santa Monica, but passengers would have to pay a "double" fare for travel to and from points west of the LACMTA interchange, Wilshire/Western.

Do those Wilshire fares seem kinda high? Well, yes, they were explicitly set that way in order to recover some of the construction cost.

What goes on in the accounting office is REALLY interesting. In brief, a portion of operating revenues is paid as "dividends" to the private lenders who hold part of the company's stock. Another share of revenues may be allocated as "dividends" payable to the cities. The remainder pays all, or some, of the operating cost.

"Dividends" paid to cities may be used to service some of the municipal debt issued to build the "infrastructure." With creative accounting, they could also be used to cover operating deficits (which would require that the line earn enough revenue to cover all operating costs AND the share of "dividends" paid to private lenders.

Operating deficits may also be covered by debt issues, with interest charged against the next year's operating budget. This creates a mountain of debt in a hurry. As an alternative, operating deficits may be paid from other funds, with each year's deficit charged to an account called "cumulative loss." This represents money that will eventually be paid back as traffic grows.

Hence the typical projection along these lines: "the facility will become profitable after 10 years of operation, and all accumulated losses will be paid back after 20 years."

But this doesn't matter to private lenders as much as the implicit "guarantee" by the municipality that the promised payments will be made.

Of course, if the projections don't pass muster with the central government, the required "infrastructure" grants will not be provided.

THIS is "private-sector" financing??? We don't think so -- but you know we're opinionated!




posted by The Cabalmaster, Master of All Transit-dom 10/31/2002 02:23:00 PM

 
Another Point About Seattle Monorail

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

From the Cabalmaster:

This graphic, sent to the Opinionated Ones by our friends at www.citizensagainstthemonorail.org makes another quite valid point we forgot to mention in our epic 14-part screed.

Enjoy.

posted by The Cabalmaster, Master of All Transit-dom 10/30/2002 02:39:00 PM

 
Check Facts Before Pulling Out Flamethrower

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

From the Cabalmaster:

We've heard that one of our favorite critics is firing up his flamethrower over an earlier post, in which we hinted that Los Angeles is named for the Virgin Mary.

Our "friend," whom we've dubbed the "Nattering Nebish of Napalm," might want to consider the following: it's true. L.A. was founded as "El Pueblo de Nuestra Señora de los Angeles de la Porciúncula." In other words, "The town of Our Lady, Queen of Angels . . ." The Catholic Archdiocese of Los Angeles explains this at www.la-archdiocese.org/Framein/lahisten.htm.)

posted by The Cabalmaster, Master of All Transit-dom 10/30/2002 02:10:00 PM

 
SEATTLE PART 14: IT'S THE WATER . . . AND WHO KNOWS WHAT ELSE

"It is the unfortunate destiny of the ridiculous to be subject to ridicule."
James Howard Kunstler

From the Cabalmaster:

SEATTLE PART 14: IT'S THE WATER . . . AND WHO KNOWS WHAT ELSE

Continued coverage of the Seattle monorail plan from the Secret Worldwide Transit Cabal:

You may have gathered that your Favorite Transit Pundits are mono-skeptics. We are, and we want to reiterate why. Very simply: the technology choice was made first. Then the route was selected.

In other words, "let's build a monorail, now where do we put it?" Sorta like buying a train set, then deciding where to set it up. Except that this particular train set has a $2 billion price tag.

Not only that: The proposed monorail route was not selected to serve the "priority" travel corridors identified by more than two decades of planning. Instead, the Crown Hill - Ballard - downtown - West Seattle route was outlined explicitly to avoid conflict with the Sound Transit "Central Link" light-rail project -- which does serve one of the priority corridors (two, once funding is secured).

In short, the monorail proposal is totally divorced from anything resembling good planning.

There are many comical, wacky, and just plain bizarre elements of the Seattle monorail story. It will long be remembered as the wildest tale in transit history. We've been amazed, amused and, on occasion, disgusted -- but that's beside our point. Take all this away, and we'd still be mono-skeptics.

One more thing. Anti-rail factions have joined monorail boosters the hopes of torpedoing the Sound Transit project. Another "front" in this "battle" is the pending lawsuit to force a "revote" on the light-rail plan. As we've reported, a King County Superior Court judge said he would issue a ruling by the end of October (whatever the court decides, we anticipate an appeal). A vote for monorail, so the argument goes, is a vote against light rail. Washington State's inimitable initiatives guru, Tim Eyman, makes the same argument for his latest proposal, Initiative 776, on the November ballot statewide.

This "reasoning" overlooks the obvious. Given any semblance of community interest, it doesn't take much to qualify an initiative for the Seattle ballot. This can be accomplished with breathtaking speed, as monorail enthusiasts demonstrated in summer 2002. A non-binding "no-confidence" measure, approved by a convincing majority, would put the Sound Transit board in a precarious position. Companion "no-confidence" votes in other cities within the Sound Transit district would create political pressure that the board could probably not resist. Of course, this strategy might backfire on rail opponents; we're certain they know this and are not willing to take the risk.

University of Washington Professor Emeritus Folke Nyberg continues to promote his "freeway monorail" idea seattletimes.nwsource.com/html/editorialsopinion/134558835_folke21.html", undaunted by continued criticism from the state's Transportation Secretary
seattletimes.nwsource.com/html/editorialsopinion/134563289_sunlets27.html; scroll down to "Up in the air."

We don't have a high opinion of Seattle media outlets, but sometimes, we're pleasantly surprised. The "Ballard News-Tribune," a neighborhood paper, published a remarkably balanced story titled simply "On route, monorail support mixed" (Ballard News-Tribune, October 3, 2002).

(For websurfers unfamiliar with Seattle, Ballard is a long-established neighborhood northwest of downtown that was once a separate city. Although absorbed by Seattle nearly 100 years ago, Ballard retains a strong local identity.)

Excerpts:

" . . . people who live, work and own businesses along 15th Avenue have very different reactions to what the monorail holds in store for their section of Ballard.

" Most support the plan, and think a monorail will be a tool for development and economic prosperity. Others oppose the measure, either because they don’t believe a monorail will spur development, or they fear it will. And some, whether they plan to vote for or against it, don’t believe a monorail system will get built at all."

The article also contained brief interviews with a number of people. A sample:

“'If I vote for it, I’m part of the problem. If I vote against it, I’m part of the problem,' says Gretchen Tuomi, a commercial loan officer at HomeStreet Bank.

The "News Tribune" sponsored an "information forum" early in October to discuss the monorail. This featured a four-member panel; the two ETC representatives included the mono-guru himself, Dick Falkenbury.

According to an FOC, the major monorail issue "downtown" is obstruction of views by columns, beams and stations, and drips and falling objects from monorail structures to sidewalks and streets below. In residential areas, the major issue is lack of parking and concerns that bus service will be reduced.

A source who attended the forum tells us that most in attendance were taken aback to hear Dick Falkenbury's outline of monorail station issues: these should fit in with each neighborhood, each will get what it wants, and in time stations will "change" to meet neighborhood "needs."

We understand that ETC plans to retain one Clark Kent as its director of station assembly and relocation . . .

Our source tells us that pointed questions and comments from the forum included:

"This project is going to go over budget. I don't believe you folks when you say that it won't. You're never going to build this for $1.7 billion. My question is: are you going to go back to the voters or are you going to shorten the line when this happens?"

"I came here tonight uncertain about how I was going to vote. But I've decided to vote against this because you people refuse to answer any questions straightforwardly."

"Where are the opposing points of view on this panel?"

"I read this Seattle Weekly article and it implicates the URS firm that did your ridership saying the numbers are completely off base."

"Why would we spend $2 billion to replace bus service from the 15 and 18 buses."

One more thing: According to a King County Metro source, as relayed by an FOC, the three principal bus routes between downtown Seattle and Ballard average little more than 11,000 passengers per weekday. That is a remarkably weak ridership base on which to build a costly facility like the monorail.

posted by The Cabalmaster, Master of All Transit-dom 10/29/2002 06:06:00 PM