Browsing Tag: over

    Train Passengers Sing Over the Rainbow!
    Articles, Blog

    Train Passengers Sing Over the Rainbow!

    October 11, 2019

    Good morning ladies and gentlemen i’d like
    to contribute to this train ride by saying thank you. Thank you for waking up so early on this cold
    wintery morning. Thank you for deciding to come out of your
    warm cozy homes to make your way to work. Thank you for working to provide for your
    families, your friends, for your futures…And so I warmly invite you to sing along to this
    magical song cuz it’s not what we have, it’s what we enjoy that brings happiness. We’ve got some lyrics here, i’m just going
    to hand them out. Feel free to take a few lyrics…pass them down. We might not sing you know. Yeah, there’s no pressure. Good on ya. Somewhere over the rainbow way up high there’s
    a land that I’ve heard of once in a lullaby. Somewhere over the rainbow skies are blue
    and the dreams that you dare to dream really do come true. Someday I wish upon a star and wake up where
    the clouds are far behind me. Where troubles melt like lemon drops high
    above the chimney tops that’s where you’ll find me. Somewhere over the rainbow bluebirds fly, birds fly over the rainbow why then oh why can’t I? Someday I wish upon a star and wake up where
    the clouds are far behind me. Where troubles melt like lemon drops, high
    above the chimney tops that’s where you’ll find me. Somewhere over the rainbow blue birds fly
    and the dreams that you dare to dream really do come true. dreams come true!!!!

    LA Metro Red Line Elevated Extension to the 105 โ“‚๏ธ Future Transit USA
    Articles, Blog

    LA Metro Red Line Elevated Extension to the 105 โ“‚๏ธ Future Transit USA

    October 11, 2019

    Hey everybody thanks for tuning into
    Los Angelist! Today we’re going to look at Metro’s proposed Vermont Avenue red line subway extension, a project that could separate the red and purple lines and
    provide the densely populated, economically depressed and already
    transit-dependent neighborhoods along Vermont Avenue with some of the best and
    fastest interurban rail service ever seen in the state of California; A
    glorious complete reversal of course following many decades of environmental
    racism, car-centric urban planning and disinvestment. Access to adequate and
    affordable public transportation is the number one factor in any individual’s
    ability to escape from poverty, so a new public transportation line of this
    quality through some of the poorest neighborhoods in Los Angeles County
    would be a game-changer in every sense. But to understand the significance of
    this project it helps to have some background on how Metro Rail came to be in the first place. In the waning years of the 1970s, following several decades
    of inaction, the County of Los Angeles had become fed up with the increasingly
    obsolete and congested freeway system’s monopoly on public transportation in
    Southern California. To remedy the situation, Proposition A was placed on
    the 1980 ballot and passed into law by Los Angeles County voters. For the first time
    in history Los Angeles had not only a concrete plan to rebuild its long-lost
    interurban electric railway system, but also the funds it would need to do so.
    When voters went to the polls that year the only piece of today’s Metro rail
    and bus rapid transit network that already existed was the El Monte busway, which had been constructed in the 1970s and which now serves as the
    northeastern portion of Metro’s Silver Line bus service. Skeptics of the day
    said that rail could never again work in Los Angeles. ‘Los Angeles was too
    sprawling and not dense enough to bother spending the money’ they would say. Some claimed that the redevelopment of rail would be to the detriment of existing
    bus riders, and were unwilling to believe that the two modes could complement each other with their respective strengths and weaknesses. All were proven wrong
    for in not too many years the El Monte busway would no longer be the only
    meaningful piece of dedicated public transportation infrastructure in the
    County of Los Angeles. This map shows the original vision for Los Angeles Metro
    rail as presented to LA County voters in 1980. On a typically beautiful day in
    1990 the first Metro rail line opened to the public; The Metro blue line, which
    today runs from downtown Los Angeles to Long Beach.
    in 1993 the first section of the Metro red line subway was opened to the public,
    running from Union Station to MacArthur Park. In 1995 the Metro green line was
    completed as part of the 105 freeway, which as the concept of induced demand
    and the need for walkable breathable transit oriented neighborhoods becomes
    better known and understood by local policymakers, will hopefully be the final
    or second last freeway ever to be constructed in Los Angeles County –
    depending on whether or not a new freeway is constructed in the high
    desert as part of the planned XpressWest bullet train from LA to Las Vegas.
    In the year 2000 the Metro red line tunnel to the San Fernando Valley was
    completed and the subway as we currently know it was born. In 2003 the first
    section of the Metro Gold Line was opened to the public, connecting Union Station with Pasadena and the San Gabriel Valley. In 2005 and
    2009 Metro opened its two current bus rapid transit lines; The orange line to
    Chatsworth and the Silver Line extension to San Pedro. Both were originally
    intended to be rail lines. In the years to come additional portions
    of Metro’s original 1980 rail plan will come online, including extensions to LAX,
    Westwood, Long Beach via Torrance and a brand new line from LAX all the way
    north to Sylmar via the 405 and the Sepulveda Pass.
    Since the Metro Silver Line exists Almost entirely in the medians of the
    10 and the 110 freeways, a theoretical Silver Line to rail conversion would
    only be as useful as the Metro Green line, which has the lowest ridership of all of
    Metro’s rail lines thanks to the aforementioned reasons, and of course the
    lack of a direct connection to Metrolink trains in Norwalk. So while it is
    theoretically possible to convert the Silver Line to rail as originally
    intended, it would not be worth the expense. Especially when there is an
    alternative rail route that would serve the same neighborhoods with far more
    walkable and desirable service; Vermont Avenue. Vermont Avenue has always been a
    transit oriented street. In the first half of the 20th century the street’s
    broad median hosted tracks of the Los Angeles Electric Railway’s ‘F’ line from
    Athens to Boyle Heights among others. While all Los Angeles
    streetcar service ended in 1963, the constituency for public transportation
    along Vermont Avenue did not disappear. To this day, the north-south bus routes
    running along Vermont Normandie and Western Avenues are some of the most
    heavily trafficked bus lines in the United States. The lack of rail service
    since the end of streetcar service however, fits into a broader pattern of
    political discrimination against historically transit-dependent
    working-class neighborhoods of color, many of which were economically
    devastated by the loss of passenger rail service and the convenient affordable
    access to downtown jobs that had gone with it , but never saw the public
    investment needed to remedy the situation. At least until now.
    Measure M won in a landslide at the ballot box and that was very much by
    design. In the months leading up to the election, city and county officials
    repeatedly altered the order in which certain projects were prioritized in
    order to appease key voting blocs in neighborhoods that were seen as likely
    to vote against the measure if their local projects were not prioritized.
    Since the Vermont Avenue constituency largely consisted of people who already
    used transit, their votes were taken for granted and in the months leading up to
    the election most of the public discussion revolved around projects in
    areas that were seen as politically important, and not around the projects
    that would be best able to serve the greatest total number of riders. But at
    least in LA that pattern is finally beginning to change. Fresh off the
    successful passage of 2016’s Measure M in March 2017 the Metro Board of
    Directors made a seemingly small alteration to Metro’s Measure M plan;
    Instead of continuing the long tradition of ignoring transit dependent
    neighborhoods of color in the infrastructure budget, the directors
    agreed that the amount of need for reliable transit along Vermont Avenue
    was simply too great to be constrained by upgraded bus service alone. So, they
    decided that in addition to the planned bus rapid transit project down Vermont
    Avenue, there could also be an extension of the red line heavy rail subway,
    straight through the heart of Los Angeles all the way to 120th Street in the neighborhood of Athens, including new connections with
    Metro’s existing green and Expo light rail lines. South of Gage Avenue, Metro
    red line trains will emerge from the tunnel and continue south along Metro’s
    first elevated heavy rail viaduct. This will save Metro a whole lot of money and
    will allow funds from two previous sales taxes passed before 2016’s Measure M
    to be used for the project. Due to fears that Metro’s subway tunneling can cause
    a methane explosion similar to one that occurred underneath a Ross Dress for
    Less in the 1980s, politicians of the time blocked the use of two transit
    funding taxes for underground tunneling. While it was later determined that a
    similar methane explosion to the one at Ross could not be triggered by Metro’s
    tunneling, the ban remains in place and those funds can still only be used for
    above-ground rail projects. The elevated section of the red line will continue
    along Vermont Avenue as far south as Athens, including a new connection with
    the Metro green line. None of this is to say that the Vermont Avenue subway
    extension is a done deal by any means. An extension of the red line subway to the
    Green Line is still only one out of five possible build alternatives Metro is
    considering for Vermont Avenue, so in the coming months it is imperative for those
    of us who recognize what a game-changer this project could be to show up to
    community meetings related to Metro’s Vermont Avenue project and voice our
    support for *BUILD ALTERNATIVE 5* – Bus rapid transit in addition to an
    extension of heavy rail from Wilshire to the Green Line. What do you think about
    this project? Was Mayor Garcetti right to include Vermont Avenue’s transit project
    in his recent list of projects to accelerate, and hopefully at least break
    ground in time for the 2028 Olympics? Do you think an elevated line not in the
    median of a polluted freeway would be more pleasant to ride than the Green
    Line? Let us know in the comments! And of course, thanks for tuning in. Please like
    this video and subscribe to Los Angelist for more videos on politics and
    transportation in Southern California.

    CSX Signal & Railroad Crossing Storage with Spur Florida
    Articles, Blog

    CSX Signal & Railroad Crossing Storage with Spur Florida

    September 1, 2019

    Hello ladies and gentlemen, I’m over here at Riviera Beach right next to Highway 710 Florida And I just saw, aside from this spur over here, This is a storage for CSX. I’m going to show you now where they store all their crossing gates and signal boxes. That’s where I was earlier. Over there, on the other side of the fence. Standing right over there and here we go. A CSX no trespassing sign. Signal boxes here. Foundations and bases for crossings gates. Oh Opa Locka, look at that! signal boxes and then over here we get to the nitty gritty. crossing gates and cross bucks. See some crossing gates there. oh look signals! The Darth Vaders. See inside the bases there. see all the connections. It’s like finding buried treasure huh? This one is resting in peace over here. Rolls of wire there. OK ladies and gentlemen, Please subscribe like, or share! And I thank you very much for viewing. take care, bye bye

    Old Abandoned Railroad Spur
    Articles, Blog

    Old Abandoned Railroad Spur

    August 27, 2019

    Hello ladies and gentlemen, I’m over here in Oakland Park, FL right next to the CSX main line. and look at what we have over here. We have an abandoned railroad spur. That used to service this warehouse over here. This is where the boxcars used to load. or unload. Classic SCL crossties. As this used to be a former SCL track back in the day before the merger. This is facing North and this would’ve been the end. of the spur. And now were going South again. Look at this. Look at this, they’re all over the place. Alright guys, I think That is it, there’s no more over there This is where the railcars used to load. Let me just take you guys here to the end of the line. I was trying to look for a date on the rails but they’re rusted beyond recognition. They have a layer of dirt here that’s been encrusted on them. Alright guys, thank you very much for viewing. Please subscribe, like, or share. Thank you. Bye.

    Tropicana Train at Night Plant City Railroad Crossing
    Articles, Blog

    Tropicana Train at Night Plant City Railroad Crossing

    August 27, 2019

    Hello ladies and gentlemen, So I’m over here at Plant City FL right We got the green over here and we’re waiting on the CSX Tropicana intermodal train He’s right down the tracks over there that crossing just activated and soon this one will too crossing activates train horn train horn train horn train horn train horn train horn Please subscribe or like guys, thank you very much for viewing take care over and out

    Abandoned Railroad Spur & Old Switch CSX SCL
    Articles, Blog

    Abandoned Railroad Spur & Old Switch CSX SCL

    August 23, 2019

    OK guys, CSX abandoned spur North Miami, FL This is facing NE. That’s the CSX mainline over there. The overpass is Miami Gardens Drive. And up until a year ago This line was active; they used it for Mow storage. I seen some stored in that spur over there next to the warehouse. But now they just paved over it so They sealed it’s fate for good over here. Look at that. Look at the switch. A Beth Steel switch Oh! 1956. Oh it’s locked. So this would be facing West, guys. Look at the 2 lads crossing the road there. My buddy Chris and Heckman. They’re just as heartbroken as I am to find out that this spur became abandoned. We can hardly contain ourselves. Alright guys, I thank you very much for viewing this video. Please subscribe, like, or share. Thank you, bye. Bye.

    Abandoned Railroad Spur & Old Switch CSX SCL

    Abandoned Railroad Spur & Old Switch CSX SCL

    August 22, 2019

    OK guys, CSX abandoned spur North Miami, FL This is facing NE. That’s the CSX mainline over there. The overpass is Miami Gardens Drive. And up until a year ago This line was active; they used it for Mow storage. I seen some stored in that spur over there next to the warehouse. But now they just paved over it so They sealed it’s fate for good over here. Look at that. Look at the switch. A Beth Steel switch Oh! 1956. Oh it’s locked. So this would be facing West, guys. Look at the 2 lads crossing the road there. My buddy Chris and Heckman. They’re just as heartbroken as I am to find out that this spur became abandoned. We can hardly contain ourselves. Alright guys, I thank you very much for viewing this video. Please subscribe, like, or share. Thank you, bye. Bye.

    BNSF at Ancient Railroad Crossing ๐Ÿš‚๐Ÿš‹๐Ÿš‹๐Ÿš‹๐Ÿš‹
    Articles, Blog

    BNSF at Ancient Railroad Crossing ๐Ÿš‚๐Ÿš‹๐Ÿš‹๐Ÿš‹๐Ÿš‹

    August 18, 2019

    Hello ladies and gentlemen, so I’m over here at State road 60 at the old Seaboard crossing over here and there’s a train rumbling down the tracks right over there These gates are about to come down at any moment now I wanted to catch a glimpse of this guy over here You can already hear the crossings in the distance there but yeah i wanted to Look at this old US&S relay case over here train horn train horn there you go WRRS oh! train horn train horn train horn train horn train horn train horn I can actually walk down to the next there’s 5, 1 2 3 4 5 crossings at consecutive streets here There’s a lot of train activity in this area That over there is an ungated crossing and lets see this ancient crossing in action here this is a WRRS mechanical bell and signal base over here with safe tran gate mechanism guess the bells don’t sound on the way up alright ill take it alright guys, please Subscribe or Like Thank you very much for viewing, over and out

    Why Abandoned Railroads Still Matter ๐Ÿ›ค
    Articles, Blog

    Why Abandoned Railroads Still Matter ๐Ÿ›ค

    August 14, 2019

    Hey everybody thanks for tuning in! Today I want to zoom out a little bit so to speak and talk about the much larger and broader idea that led me to propose a hydrogen-powered streetcar in Long Beach. Ever since I was a toddler, every time my family would drive by some abandoned railroad tracks, I would crane my neck and try and get a good look. Where did the train used to go? Why did it fall into disuse? Would it benefit the public if it was brought back to life? Once I was old enough to go exploring on my own, I would follow overgrown railroad tracks for hours trying to imagine where they used to go and how long ago they stopped being used. This fascination, this obsession with lost railroads has stuck with me to this day, but new reasons for it have developed as I’ve learned more about the history of passenger rail in the United States and as of late becoming increasingly excited about the possibilities that exist for such rail in the future cities like Long Beach. Long Beach like most other Southern Californian cities, was built around passenger rail lines financed and built by real estate tycoons such as Henry Huntington. But… Voiceover: For the tremendous development and progress of this amazing area coupled with its usually pleasant climate is but a never-ending stream of population pouring into Los Angeles and the surrounding communities, mass production of modern houses with liberal financing arrangements enabled many thousands of young Americans to own their own homes for the first time! Near the lake there now arose a city, built by subdividers who had planned it, planned it as no other American city had been planned since L’Enfant laid out the District of Columbia 170 years ago. Me: We lost those very arteries connecting different neighborhoods with one other in the years of the postwar building boom, the time when middle-class GIs returning home from the war purchased cars and homes in the suburbs of our cities, creating urban sprawl while an excessive reliance on the private automobile began to characterize urban and suburban life throughout the country. Voiceover: Congress responded with the federal aid Highway Act of 1956 providing the staggering sum of $51,000,000,000 to be spent by the states on highway construction by 1971. The most talked-about phase of the act is the interstate highway system, a 41,000 mile network of our most important roads. Most of these roads will be four, six even eight-lane expressways constructed for through traffic. They will take the over-the-road driver from city to city, coast-to-coast at highways speeds, even through large population centers. Me: Both politicians and the public came to yield the automobile as a silver bullet for the transportation needs of Americans, leading to alternative forms of transit being underfunded and largely neglected in infrastructure spending all throughout the 1960s, 70s and through to the present-day. Even now federal transit funding for government owned passenger railroad Amtrak is outweighed by federal highway spending more than 50 to 1. Part of this is a consequence of the freeway system’s massive expansion in the postwar years to a road network of over 4 million miles, all of which must now be constantly repaired and maintained. While roads are generally less expensive to build than railroads, they cost far more to maintain per mile than railroad tracks, and with the exception of a small fraction of highways that require a toll be paid in order to use the road, generate no revenue. Railroads on the other hand, while often at least partially subsidized with tax dollars, those subsidies are actually generally offset by ticket sale revenue, ultimately saving the taxpayer money over highways. Build trains spend more now, pay less later. Build roads and save money now, pay MORE money later, it’s that simple. With the decline of the private railroad industry in the 1970’s cumulating with the bankruptcy of the Penn Central Railroad and numerous other privately owned railroad throughout the country, many lines that had been required to provide passenger service by law were abandoned when their respective railroads went bankrupt due to a combination of poor management, excessive tax burdes and the rise of the automobile. And these abandoned, mostly disused or otherwise maligned relics of pre WWII America are everywhere. Depending on how long ago a line was abandoned, and the subsequent decisions made once under public ownership, abandoned lines like this can be more or less visible. The tracks may be present, rusting away in neglect, or they may have been removed entirely leaving only an intact strip of undeveloped or partially developed land. Many of the landscaped medians often found in the roads of Long Beach and throughout Southern California, little useless parks that look nice but nobody walks their dog in due to their strange sizes and locations, were actually once rail lines. This is true for the medians of 2nd Street in both Belmont Shore and Naples Island. Some were simply paved over in their entirety and turned into roads for cars, such as the lower eastbound lanes of Livingston Avenue. Whether or not the tracks remain following abandonment generally depends on how wealthy an area is. Poorer areas tend to retain the rails themselves, while richer neighborhoods often remove them and landscape the old routes, but they remain at least for now so quite clear to see with the benefit of some historical knowledge and a bird’s-eye view. So, you might be wondering what that bigger picture is that I brought up in the beginning of this video, while others might have already guessed what I’m getting at here. Those old lines? We should use them for transit! Right? Despite the total loss of the actual railroad infrastructure in some cases, these strips of disused right-of-way which litter the American cityscape are usually at least partly publicly-owned, and therefore would be a bargain to bring back to life saving the taxpayers hundreds of millions or even billions of dollars over the cost of building a line between the exact same two points only a few hundred feet away from the existing line. There is no more prohibitive cost in developing a new transit line than real estate. And we can actually do something with this knowledge and develop these as light rail transit lines NOW, before the rights-of-way are sold off and subdivided saving ourselves billions over the costs of developing similar lines a few decades down the road. Does anybody really think people are going to stop moving to sunny, nearly winterless Southern California anytime soon? I didn’t think so. I know I’m not going anywhere. So we have to be ready to welcome our new neighbors from the cold northern states of the U.S. and throughout the world, and we’re not gonna be able to do that without developing an expansive world-class light rail transit network, otherwise nobody not even those of us who want to will be able to practically own and drive a vehicle around here once the population density reaches its inevitable breaking point. So, building a reliable fast and comfortable light rail alternative to total automobile dependence is going to be an inevitability as population density soars throughout Los Angeles, Long Beach, Orange County and all throughout Southern California, but it is only going to be cheap if we do it now, before things get out of hand. We can avoid the problems now being confronted in densely settled areas like West Hollywood, where residents are only now finally going to get a subway extension paid for with several billion dollars in funding from Measure M. Unlike West Hollywood, though, we here in Long Beach and the surrounding communities actually still have a few intact light rail corridors that have not yet been divided piecemeal for housing. If we were to turn only a few of these into regional light rail lines, our transit map could quite swiftly go from looking like this, to looking like this, then this, then perhaps this and beyond. A lot more if you might consider using mass transit than do now if it could get you right to your destination is a similar amount of time as driving, would you not? What if could get you there in less time? Some of you might now be thinking “what’s wrong with our bus system?” and the answer to that question? Nothing! There’s nothing wrong with the public buses operated by Metro, Long Beach Transit, Torrance Transit, OCTA and other municipal agencies in the area. In fact, they’re great! Our local bus systems are clean, safe, super affordable and on-time more often than not, although not quite as often as Metro rail, but they cannot be the entire picture of mass transit in Southern California or even in Long Beach simply because they take so, so much longer than driving. Time is money, man. Buses work best for short hops to destinations that are a bit further than you would want to walk or bike from a train station, but the further you travel on a bus the more one will find that the overall speed of the journey becomes hampered by the compounding factors of frequent stopping picking up and waiting for passengers to pay the fare, and the fundamental vulnerability of buses to be delayed by the same traffic congestion as suffered by private motorists, only exacerbated by the enormous size and lack of maneuverability of a bus. As a result, and you can check this on your phone yourself if you think I’m exaggerating, interurban bus journeys during peak hours often take more than three times as long as driving between the same two locations in a car. But the best approach to these fundamental shortcomings of bus transit is to use buses properly within a larger framework public transportation infrastructure. Buses on shared city streets simply don’t work well for interurban journeys and buses work better when they’re used only for that last stretch of travel from the train station to your destination. Public transit works the best when these networks are developed with a strong efficient and fast arterial foundation of a solid rail network is complemented with reliable bus service from the train station to anywhere the train can’t go due to either a lack of demand and density in the service area, or simply geographic obstacles that have not yet been overcome. That’s all for now! Thanks again for tuning in and please do like and subscribe to my channel for more videos like this one! Do you hate driving on the 405 as much as I do? Join me next time as we explore the possibility of developing direct rail service for a massive bargain between downtown Long Beach and Lomita, Torrance and perhaps even Los Angeles International Airport by using the existing disused rail line already bought and paid for by the county.