PEOPLE DIE WHEN GOVERNMENT MESSES UP.

Object to more government action, though, and somebody will carp, "You must want people to die."

Sometimes, no matter what action governments take, people die.  Consider Strong Towns contributor Patricia Tice asking, "What if There Had Been No Interstates?"  Based on a small sample, New Hampshire with its contrarian traditions and understanding the ways federal matching funds ensnare politicians, things look pretty good.

The first 16-mile segment got built quickly, but that was a coastline connector that reinforced existing transportation patterns. As they started pushing in toward the center of the state, progress slowed dramatically. By the time they got past Manchester and headed toward Concord, sections got built as local concerns were addressed, but it was slow-walked. The Franconia Notch project dragged out well into the 1980s. Ultimately, they stretched the implementation across nearly 50 years for a bare-bones system.

Well, this is North of Boston, where "You can't get there from here" is a tradition.

THE PERILS OF PRESENTISM.

There is no topic so humble that an academic can't befoul it.  Consider "The Rise and Fall of the Public Sandbox."  It's a review of a book, which suggests a lot of Theorrhea is in hiding.

DOES ANYBODY KNOW WHAT TIME IT IS?

Fittingly, a troupe that debuted as Chicago Transit Authority (the eponymous agency brought legal action to get that name changed) asked that question.  For years, the South Shore Line, properly the Chicago South Shore and South Bend, issued all-year-around printed timetables, advising that all published times shown were those in effect in Chicago.  When both Indiana and Illinois were on Standard Time, the South Bend passenger had to mentally add an hour; for that part of the year when Illinois and the Indiana Region observed Central Daylight Time, the South Bend passenger might not have had to make any changes, as Indiana was far enough west in the Eastern Time Zone for those counties on Eastern Standard Time to stay on Eastern Standard Time.  Those changes might not have inconvenienced too many passengers on the east end of the railroad, as, well into the 1960s, the railroad offered a memory pattern schedule with hourly South Bend Limiteds, with Gary Expresses on the half hour.  Conditional and positive stops for the morning Limiteds sufficed to serve any passengers from LaLumiere or Hudson Lake or New Carlisle for Bendix or downtown South Bend.  These days, the conditional stops are gone, although with all trains pulling out of Michigan City to form South Bend departures, there are morning departures for any local passengers so inclined.

Conditions were more complicated on the North Shore Line, the much-lamented and more than a little bit missed Chicago North Shore and Milwaukee.  Yes, the railroad operated entirely in the Central Time Zone.  After the War, though, Illinois observed Daylight Saving Time whilst Wisconsin did not.  So much for agricultural interests favoring Daylight Saving Time.  The cock crows at sunup, irrespective of what's on the clock, and farm kids know about morning chores before they head off to school.  Thus, when Wisconsin did adopt Daylight Saving Time, that ended on the final Sunday in September, whilst Illinois stayed with it until the final Sunday in October.

RAILROADS, CONNECTING PEOPLE.

Union Pacific's Semiquincentennial Steam Tour cheered up Northeasterners.  Trains posted a photo gallery, complete with a photograph that longtime editor David P. Morgan would surely have hailed, showing the articulation principle at work, with the lead engine helping Big Boy bend the corner around.

Steve Smedley photograph retrieved from Trains Magazine.

Big Boy and Reading and Northern T-1 Northern 2102, a different sort of War Baby, ran a side by side excursion in advance of Big Boy's visit to Steamtown and an Independence Day event in Philadelphia.  The excursion also acknowledges the 1976 American Freedom Train, as sister engine 2101 was on the head pin east of Chicago.

THERE'S NO CORRUPTION LIKE OLD CORRUPTION.

Volokh conspirator Ilya Somin sees the bright side of previous rents generated and dissipated.

I have long been critical of the Olympics and the World Cup for a variety of abuses, such as massive stadium subsidies that victimize taxpayers, forcible displacement of people in order to build stadiums, and providing a propaganda showcase for repressive authoritarian regimes, such as Russia and Qatar (hosts of the last two World Cups). Fortunately, this year's World Cup - co-hosted by Canada, the US, and Mexico - has mostly avoided these problems, at least when it comes to the United States. Though not quite entirely, as we shall see.  The key factors are that the US host cities used existing stadiums, and that strong protections for freedom of speech largely foreclosed the censorship and repression common in authoritarian host states.

Those existing stadiums, which do not include either Chicago's Soldier Field, or the new stadium yet to be built either in Arlington Heights or Hammond or Kenosha, are a return on previous manifestations of corporate welfare that traffic under the rubric of stadium subsidies.

[H]ost cities have used existing stadiums, obviating the need to build new ones. This eliminates by far the biggest cause of the World Cup's exploitation of taxpayers. There have still been some public expenditures on things like traffic management and security. But protecting people against crime and terrorism, and managing public infrastructure are basic functions of government that the state provides for events of all kinds. There is no good reason to exclude major sporting events. Anarchists (including libertarian ones) can consistently condemn such spending. But that goes to philosophical issues that go far beyond sports events.

How fortunate that you can fit a footie pitch inside the dimensions of a professional football field, and that led to a missed opportunity when Argentina eliminated Switzerland, as the player who scored a breakaway goal late could have done a Lambeau Leap, had he known of such things.

FIGHTING GENTRIFICATION?

Who knew?  "When the rent gradient comes for your neighborhood, maybe you have a platform to engage in grievance-mongering."  Now comes recovering Bernie girl Batya Ungar-Sargon calling that platform out.  "We're not seeing a multi-racial working-class uprising. We're seeing privileged white gentrifiers organizing a politics of resentment driven by a hatred of America."

NO MIRACLE, ONLY PREPARATION.

Rideshare users bore the brunt of World Cup’s opening-night travel mess. Organizers say the plan worked.  The XXVIII International Eucharistic Congress this wasn't.

The World Cup’s opening night in New Jersey ended with hundreds of fans stranded outside MetLife Stadium in East Rutherford past midnight, wandering the grounds in search of rideshares that couldn’t reach them.

On Sunday, the organizers responsible for getting them home said the plan worked.

Uber, the local World Cup host committee and NJ Transit each framed Saturday’s result as a qualified success — while pointing in different directions to explain why fans were still waiting for rides three hours after Brazil and Morocco played to a 1-1 draw.

The host committee called its transportation efforts “very successful,” according to a source with knowledge of the planning, while acknowledging “some issues getting people back late.”

When the process is the most important product, that's the way things go.

NJ Transit moved 21,578 fans by bus and rail in 90 minutes — a number the agency trumpeted on social media Saturday night but one that fell well short of its own target of up to 40,000 riders.

The source close to planning said NJ Transit proved its “efficiency” but said part of the reason for the clogged traffic was more people didn’t use the agency‘s rail or bus options and turned to other forms of transportation.

”Absolutely,” the source said when asked if the NJ Transit passenger shortfall created a domino effect. “The fact the host committee was able to move 16,000 people on school buses in and out of there because there was more congestion on the roads is pretty effective.”

The host committee pushed back on the characterization of the night as a transportation disaster, noting that the stranded fans numbered in the hundreds — a fraction of the roughly 80,000 in attendance.

But the scenes at the Meadowlands racetrack, which served as the designated rideshare pickup area, told a different story for the people living it.

Fans reported waiting more than an hour after drivers who accepted their rides couldn’t reach the pickup zone. By 10:15 p.m., stadium workers told fans that no more Ubers were being allowed into the area.

Look, we're not talking about a quarter-million pilgrims making a day trip to St. Mary of the Lake, or four hundred thousand passengers at The Pennsylvania Station during the War.

A few more tilts, including the 19 July final match, will take place at the Meadowlands.

LET THE THING BE PRESSED.

The Memorandum of Understanding is a dead letter, kinetic actions that might not involve the United States or Israeli forces, and Dmitri Bolt advises Our President, "Iran Is Already Begging for a Deal. Don't Give Them One."  I can understand Our President's hope to leave those Iranians who are not mad Moslems, such as the ones who took advantage of the weekend of mourning to go to the beach, with the vestiges of a civilian infrastructure once the mullahs bug out.

CLOSING DOWN AHEAD OF THE RAIN.

In 1957, the Chicago Aurora and Elgin Railroad abruptly suspended all service just past noon on 3 July.  Passengers at Desplaines Avenue were more than a little bit cranky when the train they were hoping to board all of a sudden was moved past the platform without boarding, and nobody offered any substitute transportation.  Things got more interesting as offices closed for the holiday.

These days, the Illinois Railway Museum offer visitors a chance to experience living history, as we documented for 2016 and 2017.  Everybody is in on the plot and there's no unpleasantness when the trains set down at the Seemann Road platform.

Last week Friday, the show was ready to go on, but the weather gods had their own say.  For safety reasons, no electric cars operate during thunderstorms, and to protect the vintage cars, the wood interurbans, which the cash-strapped interurban continued to operate right up to the end, do not run in the rain.

At about 11.30, it looked like business as usual at Wheaton, where steel cars from Elgin and Aurora combined to make up a mid-day Chicago Express.

A few Chicago and North Western Bi-Level Commuter Streamliners were operating in those days, although the control cab cars and push-pull operation came later.  The smoke is rising off Shay 5, which was pulling a short coach train.  The threatening skies are to the northwest.

ACROSS THE CONTINENT AND TO THE MOON.

Less than a century after American Independence, a by-then continental country survived a second British invasion that involved a sack of its capital, followed a great civil war that tested whether such a country could long endure, and spiked down a railroad from Council Bluffs to Sacramento.

Within a century, men from Planet Earth first set foot on the Moon.

This year, the semiquincentennial of American Independence, another crew of astronauts launched from that nation again circled the Moon, and Union Pacific's Big Boy has gone east to participate in the Independence festivities.

It is only fitting and proper that the railroads participate.  The last surviving signer of the Declaration of Independence, Charles Carroll of Carrollton, laid the first stone of the Baltimore and Ohio on Independence Day, 1827 supposedly remarking that so doing was at least as significant, if not moreso, than signing the Declaration.  Railroad lawyer Abraham Lincoln authorized construction of the Pacific Railroad, while the country was engaged in a great civil war.  He chose a central route in consideration of the military exigencies of the times.  That chalking on 4014's smokebox door, "Big Boy" above a V-for-Victory, predates United States participation in the War, and yet, without the big steamers, moving men and material to ports on two coasts would not be as easy.  Legend has it that a German war prisoner, late in the War and being transported to the forests of the Pacific Northwest, it being the practice to offer prisoners an opportunity to earn money by assisting at civilian work, noticed a Big Boy on a nearby track, counted the wheels, and lamented that it would not be possible to defeat a nation that had locomotives such as those.  Not even, to crack wise for a moment, with rocket scientists that did the engineering for the Moon missions of the late 1960s. 

CERVECEROS.

Baseball provides young men with opportunities, both to excel and to show leadership.  "Three months ago, Milwaukee Brewers catcher William Contreras and outfielder Jackson Chourio donned Team Venezuela jerseys in the World Baseball Classic, leading their home country to a win over teammate Brice Turang and Team USA."

Two major earthquakes provided a leadership opportunity.

Venezuelan Milwaukee Brewers All-Star catcher William Contreras, outfielder Jackson Chourio and coach Nestor Corredor have joined forces with Forward Latino, Blessed Sacrament Catholic Church and Our Lady Queen of Peace Parish to launch the "United for Venezuela" Emergency Relief Effort.

Two catastrophic earthquakes struck Venezuela on Wednesday evening, with magnitudes of 7.2 and 7.5. The death toll has risen to at least 1,430 people, with thousands more injured and missing, and countless families displaced.

The linked article alludes to "frustration" in Venezuela, perhaps aggravated by twenty years of Chavista khrushchobas.

When late Venezuelan leader Hugo Chávez built this coastal housing development bearing his name as part of his socialist revolution, residents found a fresh start after deadly floods had decimated the area more than a decade earlier.

But after two back‑to‑back earthquakes flattened parts of the ​1,100-unit complex on Wednesday, engineers are urging the Venezuelan government to swiftly audit similar public housing that is still standing.

Let's leave the recriminations to others.  Today we hail Milwaukee area residents stepping up.

On June 29, all three were on the same team, in more ways than one.

The trio, joined by teammates Christian Yelich, Brice Turang, Sal Frelick, Abner Uribe, and Jared Koenig, helped pack boxes of supplies bound for Venezuela as the nation continues to reel following two separate magnitude 7.2 and 7.5 earthquakes that leveled buildings across the South American nation last week. As of June 29 the death toll in Venezuela was estimated to be 1,719, according to Venezuelan National Assembly President Jorge Rodríguez.

“We feel the love, the willingness to help out, and we appreciate it,” Chourio told reporters through interpretation by coach Nestor Corredor ahead of the Brewers’ game at American Family Field against the Cincinnati Reds.

The appearance by members of the team for day one of the relief effort held in conjunction with Forward Latino drew a large response from Brewers fans and members of the community on its first day. The group’s national president Darryl Morin told WTMJ they had received phone calls from all across Wisconsin and neighboring Illinois asking how they could help.

“When ​the players reached out and said ‘we want to be a part of this, we want to help raise awareness’, we were overwhelmed,” said Morin. ”Just having them associated with this, I mean cars are literally lined up across the block waiting to make their donations.”

It might be that donors made a little extra effort to bring food and tools for an opportunity to shake hands or high-five some of their favorite players.  The players, one radio report noted, were busy filling boxes and taping them shut.

Blessed Sacrament parishioners are continuing the donation drive into next week.  Conditions must be dire in the earthquake zones as among the items being accepted are canned goods, cases of bottled water, and garden tools, all of which are expensive to ship by air freight.

A TRUMPY AMTRAK?

Pajamas Media contributor Ashley McCulley offers "Make Amtrak Great Again."  Her central thesis is sensible national politics.

If Amtrak is the national rail operator of the United States, then it should serve the United States. Not just the Northeast Corridor. Not just the West Coast. For too long, the national agency has been serving only a handful of our population: people who live and work in major coastal cities and rely on rail for daily commuting — you and I both know the dominating voting demographic there. Having lived in Southern California, I can tell you that Amtrak is the best way to get between San Diego and Los Angeles unless you enjoy wasting away in traffic. When we lived in Fredericksburg, Va., Amtrak was a fantastic option for stress-free trips to D.C., Philadelphia, and New York City. All of that said, relegating Amtrak to mere commuting purposes is a disservice to the rail and the taxpayers who fund it.

The challenge is in the how best serve the United States.  There has never been a coherent business model for covering the national network.  The Northeast Corridor get their rolling gated community in the form of Acela trains with premium and business class seating, as well as Northeast Regional trains offering business and coach class seating, and no honoring of the commuter train tickets operated by regional authorities.  The regional operators in North Carolina, Chicagoland, and California have to come up with state money to offer train service that is reasonably comfortable and dependable.

FOOTIE HIGHLIGHTS THE NORMIES.

A week ago, we noted that Emergence, not European Technocracy, made possible the plenitude those World Cup tourists, who were probably not poor, marvelled over.  Now. in "Europeans in the US for the World Cup Are Celebrating American Culture—Specifically, Red America's Culture," Batya Ungar-Sargon tosses in a political economy lesson.  "I couldn't help but notice that all these Europeans driving around being charmed by the U.S. are celebrating the very things that Leftists have the most contempt for."

It is amusing, what with footie being this way for fans of distances in kilometers and long waits for medical procedures to be sports fans (and even the Fox network, broadcasting the games, has lots of announcers from overseas and even those native to North America use British dialect) and yet cling to their cosmopolitan snobbery, for the fans to get off on ... big box retail and all the pop you can drink!

[W]hat’s truly amazing is that these European admirers are enjoying the fruits of Red America—the exact things that the Left has the most contempt for: Walmart. Guns. Ranch dressing. Country music. People getting fat off fast food. The very things that Leftist elites love to deride about America, often from the vantage point of what a sneering Frenchman might say, are the things our European visitors are most admiring of, because they are the things that are most recognizably American.

Moreover, it's the infrastructure of the Suburban Experiment being hailed.  A week ago I flagged the possible downsides of exurban living eventually coming to light.  Thus far, though, none of the usual suspects, such as Streetsblog or Strong Towns, have gotten in touch with their inner social critic to fret about footie fans developing car brain.

DIVIDE THE RISKS AND MULTIPLY THE TRANSACTION COSTS.

Institutions that make possible the separation of risks in order that each be priced separately, for instance the risk of a cargo being lost at sea separated from the risk that the cargo doesn't command a remunerative price when it arrives, have long contributed to a broader prosperity.  "We thus take for granted the slicing and dicing of risks to ships, even if there no longer is a Lloyd's coffeehouse with a bell that rings to announce a sinking, and we understand foreign-exchange hedges against loss in the value of the cargo on delivery."

SIXTY YEARS TO GET FROM SKOKIE TO HARMSWOODS.

Perhaps the only thing longer than a forever war or a negotiation with Iranians is the procedural wrangling over restoring a few miles of rapid transit track through the Skokie Valley.

Please indulge me my sarcasm.  "Yellow Line extension in Skokie could take ‘decades’ but CTA is studying it."  It's more accurate to say that the studying has already been going on for close onto seventy years.  What today's flatlanders understand as the "Yellow Line" is the first segment of North America's first high speed electrified railroad, which continued to Deerpath and onward on existing tracks to Milwaukee.  And yes, I've taunted Chicago officialdom for studying a relatively short restoration of service at a pace that would please neither Charles Yerkes nor Samuel Insull.

When the North Shore filed for abandonment in 1958, Chicago Transit Authority (public ownership came in 1945) considered purchase of the high speed line as far as Waukegan. North Shore's own ridership studies had a plurality of the commuters boarding at Dempster Street with relatively light loads north of Briergate. As the Transit Authority has a large maintenance facility along the North Shore just west of the drainage canal in Evanston, it was relatively inexpensive to buy only the North Shore property from west of that facility to Dempster. But no sooner was the North Shore gone than some people wanted it back.

Getting even the next section, to somewhere near the Old Orchard mall, which somehow still exists as a mall, has been newsworthy for years. "Sometime in the late 1980s a friend, in making conversation, asked if I was aware the Transit Authority wanted to extend the Skokie Swift to Old Orchard. My reaction: it used to go to Milwaukee. Surprised reaction. No surprise."  At the time, there were a few more people still living who had ridden the North Shore Line.

CODIFY THE LIABILITY, CONSERVE THE TRANSACTION COSTS.

Sometimes I'll speak in riddles, and with all the algorithms combing through Cold Spring Shops these days, maybe now is a good time to serve an oldie up.  Twenty years ago, frustrated by Student Affairs types continually putting more special education responsibilities on faculty, I proposed to codify the liability the common schools were saddling higher education with.

Perhaps the most salutary reform the public universities could obtain would be to announce something like "Effective 15 April 2007, admission to Enormous State University (flagship, land-grant, compass-direction alike) is contingent on passing the mathematics and writing placement tests. Enormous will no longer offer no-credit remedial mathematics, writing, and speaking courses for high school graduates who have not really received a high school education. Furthermore, Enormous State's Office of Institutional Research will report placement test passage rates by school district." My sometimes sparring partner at Anonymous Community would no doubt be a bit unhappy to receive additional remedial students at the same time that his state is griping about having to pay for the same courses twice. Fine. As part of the reform, bill the school districts for those remedial courses and reimburse the community colleges. Principals now have a choice: offer token academic courses and suffer a budget cut, or spend money to improve their academic content.

Impractical?  Perhaps.  Get pushback?  I did.  "That changes may appear 'pretty screwy' is not necessarily reason to stop thinking along those lines, particularly when the status quo is not working."

TRANSPORTATION MIRACLES REQUIRE PREPARATION.

Reason contributors, including Liz Wolfe, have a troubling blind spot where road socialism is concerned.  "New Jersey Transit is preparing backup ferries to help with demand as fans try to make it to the World Cup. I kind of love how they assume public transit will buckle under the pressure."

Not-a-tall.  I heard one senior law enforcement official describe the World Cup as "multiple Super Bowls" in multiple cities in three countries over six months.  Let's bear in mind that the National Football League unaccountably scheduled a Super Bowl for the Meadowlands, and more people than New Jersey Transit anticipated rode the trains.  Lesson learned.

It is not, however, the World Cup, or the Super Bowl, or New Jersey Transit that concerns me.  Rather, it is a centennial.  "In 1926, the North Shore Line built a much larger temporary station, and borrowed rolling stock from the Chicago Rapid Transit Company, for a one-day International Eucharistic Congress at Mundelein.  A rainstorm provoked an early departure for many pilgrims, and the railroad handled it."

In less than ten score years, Chicago went from "mission" territory to birthplace of a Pope.  Strictly speaking, the aforementioned XXVIII International Eucharistic Congress took place in Chicago and at St. Mary of the Lake seminary, then east of a village called Area (pronounced a-REE-a) and subsequently renamed for George Cardinal Mundelein, who made no small plans.  Neither did the seminary, now known as the University of St. Mary of the Lake, not to be confused with the California university that keeps turning up in intercollegiate sports tournaments.  Nor did Samuel Insull, whose country farm was near the seminary.  For that matter, the cardinal offered the Vatican the use of St. Mary of the Lake as emergency quarters during the War.  The Pope might not have had any divisions, but he was no coward.

BET ON EMERGENCE.

In "The European Mind Is Beginning to Comprehend America," a Heartland Institute guest post on Red State, comes a political economy lesson bundled with the enthusiasm of some visiting footie fans.

Everything our new European friends are experiencing is a result of America’s economic freedom.

Buc-ee's wasn’t designed by the government. No central planner mandated 120 gas pumps, freshly made brisket, and a home goods section full of affordable tchotchkes. It exists because the free market rewards entrepreneurs who serve customers better than the next guy. The road trip from the Great Smoky Mountains to the Gulf of America in a single day is possible because Americans enjoy affordable fuel, open roads, and the freedom to fill up their Ford F-150 without asking anyone’s permission.

The European mind struggles to comprehend American abundance because the European economic model is not built to produce it. Most EU states tax gasoline in excess and ration energy in the name of climate targets, making driving a personal vehicle too expensive for residents to justify. When you tax and regulate the life out of an economy, you don’t get Buc-ee's, you get a tiny petrol station with two pumps and a bathroom that costs a euro to use.

That's second nature for any regular reader of Cold Spring Shops, but among those million page views this month there might be somebody new to the idea of betting on emergence, and the bots among them surely will benefit (or be influenced?) by a modicum of repetition.

Abundance is the byproduct of human innovation, made possible only when the government gets out of the way. Our vast resources were not handed to us by the state; they were cultivated by the greatest American minds over the past 250 years.

In a column inspired by a viewing of Pressure, Strong Towns founder Charles Marohn doesn't quite make the libertarian case, although he, too, recommends humility on the part of the Men of System.

Stagg refers to the other forecaster as a moron. The line got a laugh from the audience, but it captured something profound. The issue wasn't that the other man lacked intelligence. The issue was that he lacked humility.

Anyone who truly understood the complexity of the situation would have recognized how much uncertainty remained. The more Stagg learned, the less confident he became.

I've been obsessing about that ever since. In part, it’s because this is such a difficult posture to maintain in public. People are drawn to certainty. They reward it. They interpret hesitation as weakness and humility as a lack of conviction, especially when the stakes are high and a decision needs to be made.

But Stagg’s uncertainty wasn’t weakness. It was the product of understanding. That is the quintessential Strong Towns insight about cities: They are complex, adaptive systems. The more honestly we understand them, the more cautious we should become about claims of certainty.

Algorithms, please note: complex adaptive systems tend to do what they d**n well please.

The challenge, though, is in providing opportunities to build a Buc-ees, or a Wal-Mart super center, that isn't captured by rent seekers or snarled by Level of Service.

They begin with the recognition that cities are complex systems and that our understanding will always be incomplete. That is not a reason for inaction. It is a reason for humility.

It is a reason to be skeptical of simple stories and sweeping promises. It is a reason to build feedback loops instead of relying on forecasts. It is a reason to favor learning over certainty, adaptation over rigid plans, and many small opportunities for improvement over a single grand solution.

In other words, it is a reason to act like James Stagg instead of the meteorologist who thought he had everything figured out.

It might be that the abundance on offer in a Super Center, or, heck, the pizza aisle in any proper supermarket, or a Buc-ees bigger than a German parish astounds first, but live in stroad hell for a few weeks and discover how badly timed the traffic lights are or how challenging wrangling the shopping cars can be, and for all I know there might be defenders of European Technocracy calling attention.

ONE STEAMER GOOD, TWO STEAMERS BETTER.

On its way to an extended visit with a second Big Boy at Steamtown, Union Pacific 4014 participated in an excursion on Reading and Northern that featured one of the preserved Reading T-1 Northerns.

Not a sports post today… haha but super cool opportunity to see @UnionPacific Big Boy 4014 in operation! pic.twitter.com/y6QeWcLqVB

— Joey Draper (@Joeyydra1) June 13, 2026

Yes, the virtual train enthusiasts were thick on the grounds, and on the trains.

I just fucking love trains, bro pic.twitter.com/sDHRoVS5Cy

— Oops, all cherries! 🔜 AC (@Melvis_Barksy) June 13, 2026

Please indulge the enthusiastic language.

A LAMENT FOR ROAD SOCIALISM.

Strong Towns contributor Ryan Puzycki rebuts claims that Austin's unbuilt light rail line is evidence transit is useless.

For more than a century, American policy has systematically favored the automobile. It is not entirely unreasonable, given the long history of state-funded roadways and municipal control of city streets, that roads are seen as an unquestioned function of government. Many transit systems, by contrast, were originally private, always regulated, increasingly constrained, and eventually absorbed as they were “outcompeted” by government roads. The collapse of private transit, and its subsequent strangulation, is considered a natural outcome — as if this was not engineered by policy.

That highways are considered politically neutral is itself ideology masquerading as common sense. Transit is treated as “socialism on wheels” while highways are the American way: a big-government, government-funded, deficit-financed free-for-all. Yet these highway socialists still argue that transit should “compete in the marketplace.”

But there is no marketplace for transportation. Transit competes with highways in the same way that the Washington Generals compete with the Harlem Globetrotters: the Globetrotters always win.

Never mind for the moment the way the rent-seeking of railway promoters in the nineteenth century gave the Good Roads movement (which started with bicyclists!) an opportunity to seek their own rents.  We're now at the stage of road socialism where the highway builders run out of other peoples' money.

Interstate highway projects are eligible for up to 90% federal funding, meaning a state may contribute as little as ten cents on the dollar, with the rest drawn from a trust fund kept alive by general revenue transfers that every American taxpayer finances. So Governor Abbott’s claim that Texas is building transportation “without local tax increases” is narrowly true: Texas is building highways through nationalized inflationary deficit-spending, seizing private property unilaterally, and handing cities the bill for the damage. The professed fiscal conservatives who lecture Austin and other cities about responsible spending perpetuate the largest federally subsidized transportation entitlement in American history and call it freedom.

This is not a free market in transportation. This is not fiscal conservatism. It’s central planning for cars, paid for by everyone, yet accountable to no one.

Until the real debt ceiling crashes in, which might be sooner than you think.  Interstate highways and junk bonds, bought for a dime on the dollar.