Only 19?

In the entire city of Denver, there are just 4 red-light cameras operating.

The program being cut was for electric grid upgrades and H2 projects. There was not a single “e-bike lane” project being funded.

Definitely the latter.

Berkeley was not only the first city in America to use racist zoning to prevent lower-income and non-whites from moving into wealthy neighborhoods – but the Elmwood district was the first neighborhood in the city to receive such treatment. That 1916 plan persists basically unchanged to do this day, with the Elmwood having the highest percentage of white residents in Alameda County. The State is acting well within its obligations to put a stop to such policies.

This has nothing to do with historic preservation. Berkeley has even gone so far as declaring a parking lot as historic to block construction of an apartment building.

NCTD in San Diego recently had a meeting about a proposed H2 railcar project for the Sprinter line. The H2 fuel costs are running 4-16x more expensive relative to what was originally planned. So nice to see scarce public transit dollars funding H2 research 🙄

Mods: Just ban this neckbeard troll already.

Unfortunately, phase 2 of the project will be a lot more expensive…

Keeping the highway open would have been very expensive. There is major coastal erosion, and just the routine sand clearing. Closing the highway is consistent with official long-term plans that have gone through decades of meetings. Unless this very small number of voters wants to foot those costs all on their own, then I see no reason to give them veto power.

I’m not sure what “rarely visited” street you mean, but San Francisco has placed its speed cameras on heavily traveled high-injury corridor streets. And as far as I know, there are no other cities in the Bay Area currently doing speed cameras.

Yeah, but the same drivers who complain about speed cameras would also flip out over eliminating car lanes.

Even if same train, it is not run under the same regulations. The US FRA regulations really kneecap the operational speeds:

For the track between New Haven and Boston, [Acela] has a waiver for operation at 7 inches of unbalanced superelevation. This means, that the [tilting] Acela is allowed to use the same curve speed as non-tilting TGVs (or multiple units) in France. The “Acela Express” looses about half an hour between New York and Boston, compared to best practice in tilting train usage. (It also looses at least half an hour, compared to the calculations of US railroad engineers in the 1960s.)

Source: https://zierke.com/shasta_route/pages/15regulation.html

Note that the above was written about Acela 1. The Acela 2 is supposedly lighter weight, so in theory FRA might allow higher speeds (though I have yet to see any progress there).

http://www.realtransit.org/nec7.php

According to the bog-standard UIC definition, HSR requires dedicated HSL running generally at 155+mph. UIC has a second definition that does allow for upgraded conventional lines running generally at 125mph in corridors without air competition. Acela meets neither of these metrics.

Even aside from the air competition issue, Acela’s general overall speed is not over 125mph or even 100mph due to all the slow sections. For example:

NEC corridor is not high-speed. The end-end average speed is only 70mph, which is pretty middling even for conventional rail.

Jurado’s web page states: “She focuses on expanding affordable housing, ending homelessness, supporting small businesses, tackling the climate crisis, and building a more just economy for all.”

Business owners are also sending threatening letters to bike lane supporters.

Many parts of Canada have all-ages requirement for helmets even for regular bikes. This is one main reason why Canada has atrocious mode-share for cycling.

99% of cycling head injuries are caused by cars. You helmet promoters can’t see the forest for the trees.