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<DIV><FONT size=4>Yup. Using a case close to home (my current home),
construction of I-95, which cut a wide swath through the city of Wilmington,
devastated it and is still being deplored by many folks, 50 or so years after
the fact.</FONT></DIV>
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<DIV><FONT size=4>Dwight</FONT></DIV>
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<DIV style="font-color: black"><B>From:</B> <A
title=pittsburgh-railways@mailman.dementix.org
href="mailto:pittsburgh-railways@mailman.dementix.org">DF Cramer via
Pittsburgh-railways</A> </DIV>
<DIV><B>Sent:</B> Wednesday, 27 April, 2016 06:41</DIV>
<DIV><B>To:</B> <A title=pittsburgh-railways@mailman.dementix.org
href="mailto:pittsburgh-railways@mailman.dementix.org">Western PA Trolley
discussion</A> </DIV>
<DIV><B>Subject:</B> Re: [PRCo] Great Streetcar Swindle
Debunked</DIV></DIV></DIV></DIV>
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<DIV
style='FONT-SIZE: small; TEXT-DECORATION: none; FONT-FAMILY: "Calibri"; FONT-WEIGHT: normal; COLOR: #000000; FONT-STYLE: normal; DISPLAY: inline'>And
unfortunately, Eisenhower was duped. He did not want the interstates to cut
through our cities, but rather go around them. His concern was creating areas
equivalent to "the other side of the tracks" and he was right in his
predictions.<BR>https://www.eisenhower.archives.gov/research/online_documents/interstate_highway_system/1960_04_08_Meeting.pdf<BR><BR>http://www.fhwa.dot.gov/interstate/faq.cfm#question19<BR><BR>"The
urban freeways were an important element of the Interstate System from its
unveiling in the 1939 report to Congress: Toll Roads and Free Roads. During
congressional hearings in 1955 and 1956, Mayors and municipal associations
testified in favor of the Interstate System because of the benefits the cities
expected to receive from urban highway segments. In fact, the U.S. Bureau of
Public Roads had published General Location of National System of Interstate
Highways in September 1955 with 100 pages of maps showing the urban Interstates.
This publication—known as the Yellow Book because of the color of its cover—was
distributed to the Members of Congress as well as State highway agencies and
city governments.However, President Eisenhower was not aware of the urban
highway segments. His model for the Interstate System had been Germany’s
autobahn: the rural highway network he had seen during and after World War II.
In the summer of 1959, rumor has it that he discovered the existence of urban
highway segments when he passed construction of the Capital Beltway while being
driven to the presidential retreat at Camp David. An alternative theory is that
he discovered the truth when he talked with urban planners about the District of
Columbia’s freeway network. Whichever way he found out, President Eisenhower
asked his friend and adviser, retired General John Bragdon, to conduct a broad
review of the Interstate program.On April 6, 1960, the President met with
Bragdon, Secretary of Commerce Frederick Mueller, Federal Highway Administrator
Bertram Tallamy, and others, to review Bragdon’s preliminary findings, including
his view that the Interstates should include only roads that carry intercity
traffic around and into cities. Other urban Interstates should be eliminated.
Mueller and Tallamy objected. The President responded that he now knew that the
city officials and Members of Congress understood the urban highway segments
were part of the program, even if they were contrary to his views. By then, he
had heard of, but not seen, the Yellow Book (Mueller handed him a copy) and had
been told that it was one of the prime reasons Congress passed the Federal-Aid
Highway Act of 1956. Although the concept was against his wishes, he felt his
hands were tied. The urban Interstates would remain part of the program.The
meeting ended, and so did the issue."<BR>Dennis F. Cramer
<BR>http://home.windstream.net/dfc1/<BR><BR>From:
fwschneider@comcast.net<BR>Subject: Re: [PRCo] Great Streetcar Swindle
Debunked<BR>Date: Tue, 26 Apr 2016 10:59:08 -0400<BR>To:
alto_trombone@hotmail.com; pittsburgh-railways@mailman.dementix.org<BR><BR>All
you really have to do is look at the motor vehicle registrations in this country
and it should be clear: <BR> <BR>Year 1900 … 8000 cars in the USA …
that's 1 car for every 6,100 people over age 16 in the
USA.<BR> <BR> Year 1910 … 458,000 cars …. now were
up to 1 car for ever 132 people over age
16<BR> <BR> Year 1920 … 8,132,000 cars … that's 1
car for every 8 1/2 people over age 16<BR> <BR>
Year 1930 … 23,035 cars … huge gain … now were up to now its 1 car for ever 3
1/2 people over age 16<BR> <BR> Because of the
Depression and War Time production restrictions, the share of people stayed
about the same until the late 1940s.<BR> <BR> Year
1950 …. we have a car for every 2.6 Americans over age
16.<BR> <BR> Year 1960 …. it's now a car for every
1.6 Americans over age 16.<BR> <BR><BR>And if you read the book about the
1919 US Army convoy that took two months to get from Washington to California �
Ike was on it � you get a good feeling for the state of the highways
then. California had some of the best highways in the country back
then � no snow, very little rain. Sure they wiped out Pacific
Electric. <BR><BR>But conspiracies are great. They allow
us to transfer blame from ourselves or our ancestors to something totally
unrelated and allow us to feel good. We would not want to blame our
parents and grandparents for driving the trolleys out of business with our car,
now would we. Better to create a fictional bus empire.
<BR><BR><BR>On Apr 26, 2016, at 6:39 AM, DF Cramer via Pittsburgh-railways
wrote:<BR><BR>>
http://www.theguardian.com/cities/2016/apr/25/story-cities-los-angeles-great-american-streetcar-scandal<BR>>
The author tells the story to help debunk the myth of the great streetcar
swindle. Too bad most still do not believe it.<BR>> <BR>> Dennis F. Cramer
<BR>> http://home.windstream.net/dfc1/<BR>> <BR>>
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