KJP

That's a distinct possibility, which is one reason why the nations continue to say they have more oil than they almost certainly possess. Their initial reason for overstating their reserves relates to OPEC's quota system, in which countries having more reserves are allowed to sell more oil. But now there is an additional reason -- having more oil gives those nations more political security and stability. Ironically, it is Saudi Arabia (which has the most oil) is likely the most vulnerable. The reason isn't limited to the royal family's corruption or that a third of its citizenry is unemployed. More so, the royal family may have sown the seeds for its own destruction by promoting the fundamentalist religious teachings of the Wahabi in schools -- teachings which run counter to the ultra-excessive ways of the Saudi Royal Family. However, even as oil supplies peak and begin to fall, the oil revenues will keep flowing in to the Middle East as prices continue to rise. But their oil customers, especially the U.S. will also probably cut back on what they can affordably consume, and that's where the Middle East becomes at risk of instability. Nations of the Middle East will need to diversify their economies, which is what the United Arab Emirates has been doing. Their leaders recognize that the days of ever-increasing oil production aren't going to last. Their largest oil field began going into decline several years ago after attempts to inject sea water into it to force more oil out damaged its production capacities. Now they are investing their oil revenues in things like manufacturing, shipping, banking and tourism while building light rail transit and alternative energy sources.

Below is a visual presentation of the Inner Belt removed around the south side of downtown. Green areas represent highway assets that have been removed, or are caps over existing/proposed highways. I kept the proposed new "Inner Belt" bridge, and linked it to the I-71/I-90 interchange with a boulevard that intersects with three streets at-grade in Tremont. On the east side of the river, it becomes Cedar Avenue. The Inner Belt trench on the east side of downtown is a mix of ODOT's proposal to remove ramps, and the locals' desire to keep them. It continues ODOT's proposed access roadway south to near Community College Avenue. Also a new center exit/entrance to I-77 would be built just north of I-490 for a thoroughfare providing quick access to downtown (certainly no slower than I-77 is during rush hours, in its last mile entering downtown!). Demolished for the new section of highway are several old public housing complexes, which are proposed to be replaced with scattered site subsidized units (mixed with market-rate housing) where the Central Interchange was located. Parts of Central Cadillac would have to be demolished, but would be given a temporary location during construction and, once completed, put atop the highway on a cap with the Carnegie ramps pointing directly at their property. Also, most of a park at Woodland and East 30th would be excavated for the highway. Once construction is complete, the park would be put back, built on a cap over the highway. Wonder if it's too late to get this proposal submitted to ODOT??

There's only so much you can do to protect idiots intent on dying (or those who think they have an immunity to death). Our former assistant editor at work had an old clipping from a newspaper taped to his desk which read "Fatal Accidents: The Bright Side..." It noted how these keep the gene pool strong, weeding out the stupid and idiotic. The Darwin Awards is another. Not all are dumb, but some do lack common sense. At a public hearing about 8 years ago on proposed increases in freight train traffic resulting from the Conrail acquisition, a doctor from Bay Village noted his opposition to the added trains. His reason? He said he was driving on Bradley Road and got stopped in traffic, right on the tracks. "I didn't appreciate being stuck on the tracks." Before I realized I was there to merely observe the meeting for Sun, the words fell out of my mouth: "Then why'd you pull on to the tracks before you were sure you could get across?" I said it loud enough that most people around me heard it, including the doctor. He gave me a look "how dare you question me!" Dude, you may be a doctor, but you can't perform CPR on yourself or stitch your torso back together after getting whacked by a fast-moving choo-choo. What a hero.

Joe Calabrese says that in other cities which have offered a free downtown circulator bus, it more the doubled the ridership over the "paid" circulator/loop buses that had previously operated. And, the other cities transit agencies' noted that ridership growth spilled over to other transit services. The free service proved to be a good way to introduce people to transit. Also, one thing I didn't include in my article (which borrowed heavily from RTA's press release anyway) was that RTA is hiring drivers for the "trolley" based on demonstrated customer service skills, not seniority.

Thanks!

Even with the increased residents and higher incomes this will bring to the neighborhood?

OK, here's the idea for the I-71 boulevard. First, I-71 was built as a separate freeway between I-480 and I-90, even though it roughly paralleled them, because of the population growth projections made in the 1950s for Cleveland and the metro area. Cleveland was projected to grow to more than 1 million people, while planners thought the metro area was going to grow to more than 4 million. Obviously, neither happened. But the relevant segment of I-71 was built to handle that population and the traffic it would bring. Thus, I contend that I-71 is redundant, at least in terms as an interstate highway. I-71 should still continue to downtown Cleveland, but on a different path, for which I've outlined two options below. Traffic can still be accommodated on the existing right of way, but at a slower speed and with intersections. Those wishing to travel faster and without encountering traffic lights might choose the I-71 designated route, including truckers traveling through the area. And, of course, I've added a transit line to the new boulevard, along which neighborhoods can be restored, new commercial areas may sprout and parks would be extended. Here's the dream in graphic form:

^ That's part of what's likely driving the real estate boom in places like New York. It's a status thing, and no one has found the price ceiling yet, not as long as debt ceiling hasn't been reached yet either. The lines of credit continue to flow. Someday, when the shit hits the fan, there are going to be so many bankrupt people it's ridiculous. No wonder the government tightened the bankruptcy laws as of Jan. 1 -- likely at the behest of banks who continue to float lines of credit but shudder with nervousness at the balooning debt. I can only imagine what some real estate markets are going to look like when TSHTF -- both financially and physically. I would imagine that cities which "enjoyed" less of this housing bubble (including the Big 3 in Ohio) are going to look pretty appealing when that bubble bursts. And it will burst, sooner or later. Nothing that skyrockets stays up forever. And when it falls, it will take many down with it.

He will, but I think the district is showing some signs of progress. Anything is better than the tailspin into hell that's marked the district for the past 30 years. It's a shame, because it really was a good district until the mid-1970s. I grew up hearing about how well the school district was holding up despite all the city's problems in the 1960s and 70s. Then came race-busing and a board more interested in helping themselves and giving their friends sweet contracts. You would have thought the suicide of Superintendent Dr. Frederck Holliday in the mid-1980s would have stirred the district to change. But it only got worse. It's a shame. So many kids lives have been destroyed by these people and the resultant poor education they provided.

Outstanding article! It speaks volumes that Detroit, a city with 900,000 people and 5 million in the metro area doesn't have any rail transit service. If you told that to someone in Europe, Russia, Japan, China, etc. etc., they would be so astonished that they'd probably drop their transit pass. :-o

Here's a question: Think of all things that were being built downtown in the late 1980s and early 1990s, and even more downtown buildings (Progressive, Gateway office tower, Warehouse District construction, Nieman Marcus, etc.) that were planned but never built. So how was it that downtown seemed to be such an economic development magnet in the first few years of his administration yet slide to virtual inactivity and even losses (BP, May Co., Higbees) in the last years of his term? What went wrong? What were the reasons that drove building Browns Stadium on the lakefront versus the Norfolk Southern site? If cost was the driving factor, why would it have cost less to demolish the old stadium and regrade the land rather than build on an already vacant site? Don't you think that the valuable lakefront land is wasted on a stadium that sits unused 355 days each year? Are you satisfied that RTA is building a busway down Euclid Avenue, or would you have preferred to see a rail line built instead? I'll think up some more.

Good news. What's the owner's name?

He is a nice guy, though.

This was sent we media sponges by citizen activist Ed Hauser.... Please let me explain why I am sending you this email message and attachments. As a citizen, I have been participating in the Ohio Department of Transportation (ODOT) and the Federal Highway Administration (FHWA) public planning process for the Cleveland Innerbelt Plan (Innerbelt Plan), for over five years. At this critical stage in the Innerbelt Plan, the Project Development Process (PDP) has broken down. That is because of the numerous flaws in this 14 step public process have not been addressed or corrected by ODOT and the FHWA. It is clear that ODOT and the FHWA must correct its Project Development Process. The citizens, stakeholders, public officials and media in this community must demand that we will not continue to accept the ODOT and the FHWA substandard and flawed Project Development Process, which will yield substandard and flawed outcomes. Greater Clevelanders will have to live with these unacceptable decisions, made by a few public officials in Columbus. Public officials come and go, but the Innerbelt Bridge will be with us for many generations. It is up to you to get involved, because you have been notified of the problems. If nobody cares to get involved, then that is what this community deserves- a substandard and flawed outcome for a BILLION DOLLAR PROJECT! ODOT and the FHWA must correct its flawed Project Development Process to restore the public's trust and confidence by taking action on the following: · Hiring an independent consultant to do an Engineering Study and Economic Impact Analysis to compare the feasibility, traffic interruptions, and justify the costs of the Northern and Southern Bridge Alignments. · Update the existing PDP schedule (11/17/05) and distribute it to the public. This schedule has not been followed as promised by ODOT and the city of Cleveland. The result is that the public cannot participate in the PDP public process in a meaningful and logical manner. · Disregard the inappropriate endorsements for the Northern Bridge Alignment. ODOT claimed it received endorsements at a clandestine meeting at Cleveland City Hall on January 23, 2006. There is no record of these endorsements. · Conduct a Section 106 Review of the National Historic Preservation Act for the historic Strong, Cobb and Company building that was built in 1894 (ODOT property take #19- Gillota Fuel Products). This grand building is an example of early Cleveland architecture and is eligible for the National Register of Historic Places. · Complete the "Rollout of the Alternatives Report for the Cleveland Innerbelt," that was promised to be completed three months ago, in December 2005. The public never had the chance to review this report and make informed comments on ODOT's "Recommended Preferred Alternatives," prior to the public comment period deadline on January 31, 2006. · Complete the "Economic Impact Analysis," that was promised to be completed three months ago, in December 2005. The public never had the chance to review this analysis and make informed comments on ODOT's "Recommended Preferred Alternatives," prior to the public comment period deadline on January 31, 2006. · Extend the public comment period for at least 30 days after the completion of the "Rollout of the Alternatives Report for the Cleveland Innerbelt" and the "Economic Impact Analysis" · Compile and assess the comments gathered during the extended public comment period. · After the public comments are assessed and properly documented, ODOT and the FHWA may move onto the next step in the PDP! I encourage the media to cover and investigate this important story about the flawed ODOT and the FHWA Project Development Process. This is not a "Done Deal" as ODOT and the FHWA would like you to believe. ODOT and the FHWA have many corrections to make to its Project Development Process before this community can make logical and informed decisions about his BILLION DOLLAR PROJECT. I am forwarding the email message and attachments that was sent to Relevant Public Officials (99 contacts) to the following: Organizations, Universities, and Public Officials (99 contacts) - Interested Citizens (99 contacts) - and the Media (51 contacts). Please visit and post content about the Innerbelt Bridge Project on the neobridge website: http://www.neobridge.net Send your comments about the Innerbelt Bridge Project to ODOT: http://www.innerbelt.org/PublicInv/form.htm

^ Very true. Even the railroads don't always go for distances "as short" as Chicago-Pittsburgh, unless it's real high revenue, like coal or high volumes of finished products like cars.

This was posted by someone on an e-mail discussion group.... __________________ In regards to the Cinti-Chicago high-speed line. The real estate where former NYC's Riverside Yard was located (just west of town on River Rd./US50) is up for sale. With a train hub in downtown Cincinnati, if they end up using the one under 2nd St, this would be a great staging and storing area for rolling stock. I would hate to see it go away! Is there anyway this can be put in the pipeline for the state or city to get a hold on it? Also, as some of you may know, the city has plans to re-do the 6th St. Viaduct/Glenway Ave and River Rd. snafu. This involves relocating the CSX and I&O tracks further south, and most likely leveling the former Amtrak Station. The overall point here is, it would be a setback for roadway improvement or other real estate improvements to hinder passengar rail development. Can the word be put out to know that this land has value for rail development?

Note the highlighted text in red below. This is an update of the message I posted on March 13 in this string in which RTA will establish a systemwide strategy for seeking and implementing TOD. ___________________ Friday, March 31, 2006 MEDIA CONTACT: Jerry Masek 216.566.5211 Posted at rideRTA.com Media Advisory RTA Board Committees meet April 4 CLEVELAND -- The Board of Trustees of the Greater Cleveland Regional Transit Authority (RTA) will meet in Committee at 9 a.m. Tuesday, April 4, at RTA's Main Office, 1240 W. Sixth St. Planning & Development Committee Euclid Corridor Transportation Project: Update on project design, construction, private utilities and real estate activities. New cab signaling: Discuss an invitation to bid procurement to upgrade the Red Line cab signaling system, from the Brookpark Rapid Station to Hopkins International Airport. Transit-Oriented Development: Discuss a request for proposals (RFP) procurement for the development of a transit-oriented development strategy. Finance Committee Corporate Marketing Services: Discuss a request for proposals (RFP) procurement to develop a revenue-generating corporate sponsorship marketing program. Benefits consultant: Discuss a contract for benefit consultant services. Executive Committee Affirmative Action: Review and approve 2006 goals. The regular Board meeting will be held April 18.

Good articles, and glad to see more separations. But I've met that Nicholson guy, who can be pretty weird....

They can afford to, using money we oil-addicted Americans paid (and continue to pay) to them.

Ink, you mean this picture? And do you mean the building in the lower left? If so, that was built as a comedy club several years ago but was never used. Looks like a nightclub is going in there now....

Stark said he believed "Pesht" could get 4-5 percent of the residential market from Toledo east to Erie and south to Canton. I think that's a bit optimistic, but I don't do market analysis for a living.

CtownD, that was actually the interchage site for the Parma Freeway, which would have started up by Edgewater Park and continued south into North Royalton. I had a whole message nearly finished about possibilities for that area and for I-71 overall (ie: conversion to a boulevard), but my computer froze! I'll get over it and retype the whole message someday.

Any municipality that's 10-15 miles away from an urban center.

I think that is the scariest picture of a woman I've ever seen. :whip: Nothing like a beer-drinking, electric drill-toting, shaved-headed babe to make you feel right at ease. I think I saw a movie about her: "Dressed to drill." I can now stop looking for my dreamgirl. :banger:

I don't think they know, either. The task force and the housing/building department will likely have the final say.