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This is my car. There are many like it, but this one is mine.

My car is my best friend. It is my life. I must master it as I must master my life. Without me, my car is useless. Without my car, I am useless. I must drive my car true. I must drive faster than my enemy who is trying to pass me. I must pass him before he passes me. I will …

My car and I know that what counts in driving is not the gas we burn, the noise of our exhaust, nor the smoke we make. We know that it is the speed that counts. We will speed …

My car is human, even as I, because it is my life. Thus, I will learn it as a brother. I will learn its weaknesses, its strength, its parts, its accessories, its accelerator and its wheels. I will keep my car clean and ready, even as I am clean and ready. We will become part of each other. We will …

Before God, I swear this creed. My car and myself are the defenders of my country. We are the masters of the highway. We are the saviors of my life. So be it, until there is no traffic, but peace. Amen.

 

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Screen Shot 2019-10-02 at 9.54.45 PMYet another Climate Mayor who had bike lanes removed:

 It was a short-lived ride for Eaton Street’s brand-new bike lanes in Providence. NBC 10 News asked Mayor Jorge Elorza: What went into the planning?

“We’ve held a number of community sessions for a number of years now,” the mayor said.

Elorza said this investment into the city’s Great Streets Program didn’t work. “What happened on Eaton Street is that I think frankly that was the wrong street to start on,” Elorza added. The lanes installed on the narrow street rolled in a lot of negative feedback. Now, they’re coming out.

Elorza joins an illustrious group that includes the Mayors of Berkeley, San Jose, and Baltimore. If these “Climate Mayors” want to be taken seriously, its membership needs to stop promoting auto-centric policies.

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Mayor Elorza said this street was too narrow for a bike project

 

 

It was inevitable that Donald Trump’s brand of toxic politics would spread. But who could imagine that it would infect the BART Board of Directors — namely Debora Allen, who represents District 1 in Contra Costa County.

Like Trump and his border wall, Allen is obsessed with keeping out the “bad guys” with new faregates. It does not matter what the cost, or the fact that a wall or gates or whatever is ineffective. She has routinely inflated claims of fare losses without a shred of evidence (she claims losses of $35-75 million when BART data says it is $15-25 million). And whenever someone corrects her on this, she engages in raging twitter flame wars:

 

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You look ridiculous

You look ridiculous, and I’m not just talking about the vests:

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Another pedestrian-safety tweet from the dingbats at CA-OTS. The message is: when a pedestrian gets hit, they probably had it coming.

BART plans on replacing all its faregates. The cost will be an incredible $150 million:

BART’s board on Thursday approved a new style of fare gate: tall panels that swing open like saloon doors when riders tag in. Riders won’t see the change right away. BART has yet to identify $150 million in funds to swap out its existing 600 gates. The project has no timeline — four years to completion is the best-case scenario.

The swing gates are the transit agency’s most decisive step to tackle fare evasion, a problem that BART says siphons $25 million to $30 million a year. “It’s become clear to me that the overwhelming majority of the public wants us to address this issue,” said Director Debora Allen, who sees BART’s porous entryways as a means for criminals, transients, drug users and panhandlers to get into the system.

We already know this will not reduce fare evasion, because this type of faregate has been tried on other metros. And fare cheats can bypass faregates by using the emergency exit gate. So consider instead the following calculation:

  1. Put $150 million in a low-risk investment account, earning $6 million per year
  2. Use the $6 million to hire 20 additional full-time police officers to patrol faregates

Or even better, put $150 million into buying new railcars or reducing the maintenance backlog.

Instructional video for defeating swing faregate

Testing out the new parking lot summon feature:

(Note: the “driver” had to emergency stop the car with his phone)

I am Jack’s complete lack of surprise:

BART service to downtown San Jose — including the crucial stops at the Diridon train station and First Street — could slip to as late as 2030 under some new estimates being floated by the Valley Transportation Authority. At one point, political and business leaders had anticipated BART service beginning in 2026 in downtown San Jose.

The reasons for the new estimates for BART service, as of now? VTA cites multiple factors. For one thing, environmental clearance had been anticipated in 2017 but was pushed back to 2018. Then, to help minimize disruption to merchants along Santa Clara Street, beneath which BART trains would run, VTA spent additional time to craft a single-bore tunnel option for BART’s approval. 

The EIR had nothing to do with it. The single-bore option is what caused the delay. BART had originally planned on conventional cut-cover construction, but chucked those plans to start over from scratch on a more complex design. A 4-year delay usually results in higher costs, so don’t be surprised when there is a follow-up announcement on ‘unexpected’ cost increases.

deepbore