AROUND, NOT THROUGH, MAJOR CITIES.

A city produces and receives a lot of rail traffic.  It's also not the best place to sort freight cars or interchange them, which was the rationale for Canadian National acquiring Elgin Joliet & Eastern to connect all four coasts of North America without going through Chicago, and it was the hope behind the ill-conceived Great Lakes Basin railroad of a few years ago.

The same logic works in the steppes of Central Asia.  "Construction of a 127 km railway bypass to divert freight traffic including hazardous goods away from Ulaanbaatar is progressing."  The avoiding line transits the Khushig river valley between Emeelt and Bagakhangai.  I'm not sure how planned Mongolia's economy is some thirty years after their freedom from the Evil Empire: the railway will expedite the passage of trade goods between China and Siberia, and perhaps divert traffic off the roads.  "Once completed, the bypass is expected to remove up to 1 800 heavy lorries per day from Ulaanbaatar’s roads. It is initially designed to handle around 3.5 million tonnes of freight annually, with capacity potentially increasing to 20 million tonnes."  We're talking about a single track avoiding line with three passing sidings, not the double tracking of the Chicago Outer Belt that Canadian National have been undertaking.

And yet, it is refreshing to read about a railway project that is taking place and is not some hero project for fast passenger trains.

A LATTER-DAY RED BALL EXPRESS?

A report describing Syria's attempt at geographic arbitrage, giving local teamsters a slice of the Hormuz maritime risk premium, opens with a photograph.

Unattributed photograph retrieved from Yahoo News.

THE FATAL CONCEIT, OR BEGGING THE QUESTION.

Charles "Strong Towns" Marohn notes, "Most planning processes begin with a hidden assumption: we already know the solution and simply need public buy-in."

There's probably a generalization to the behavior of the people who "facilitate" meetings by structuring the order of business in order to nudge, or coerce, participants to the outcome the facilitator wants.

Nobody talks like that.

My neighbors don't. The people I run into at church don't. The parents dropping their kids off at school don't. The survey wasn't asking residents to describe their lives. It was asking them to answer a planning question, one presented and framed in a way that will feel completely foreign to nearly all of them.

Years ago, Steve Jobs made an observation about focus groups that has become famous.

It's really hard to design products by focus groups. A lot of times, people don't know what they want until you show it to them.

That statement is often misunderstood as an argument against listening to customers. It isn't. Apple listened obsessively to customers. What Jobs understood was that customers experience frustrations, desires, and obstacles. They do not necessarily experience solutions.

The story he tells is of focus groups who might think in terms of an improved Walkman rather than a portable computer with music-streaming capabilities.

Residents know where they struggle. They know which intersections feel dangerous. They know which streets their children are afraid to cross. They know whether housing feels attainable. They know whether a neighborhood feels welcoming.

What they often don't know — and shouldn't be expected to know — is whether the answer involves mixed-use zoning, form-based codes, parking reform, traffic calming, tax increment financing, or some other technical intervention.

Those are planning tools. Residents are experts in something much more important: their own experience.

A recent article from the American Planning Association discusses innovative public engagement techniques. The article correctly identifies a real problem. Traditional public meetings often don't work very well. Dot-voting exercises become predictable. SWOT analyses are tedious. Attendance is low. Participants are frequently unrepresentative.

Fundamentally, planning is about attempting to impose some Man of Systems' scheme on messy reality.  On the other hand, placing a bet on emergence based on some notion of the individual experiences of residents who are not regional planners might be reason for the planners to get away from the notion of System or Vision.  "What's the next smallest thing we can do to address it?"

TRUST, ONCE LOST, IS HARD TO REGAIN.

That recovery is particularly difficult when it is people entrusted with making decisions on the basis of their wisdom or their probity betray it in an egregious way.  In The (Not Detroit) Free Press, Erick Erickson notes, "The same government that used pandemic powers to shutter churches and businesses now wants surveillance cameras on street corners and data centers in backyards. You can’t blame people for saying no."

It's not that the warning signs haven't been with us for some time.  Cold Spring Shops posts have used variations on "governance by wise experts" since the fall of 2009, generally in a skeptical way.

That People in Authority dismissed the observations of — wait for it — medical doctors noticing masked people's glasses fogging up in grocery stories and suggesting the mask mandates and six foot circles and the rest were theater, not policy, probably resurrected the notion of a credibility gap.  Yes, dear reader, my life from adolescence onward has been structured by credibility gaps: thus another one emerging during the Jarrett regency's corona tyranny didn't come as a shock.

THE RENT GRADIENT COMES FOR YOUR BOWLING LANES.

Fortune contributor Catherina Gioino lodges a lament.  "Bars, bowling alleys, and movie theaters cost too much to run and visit. Americans have run out of places to hang out and we’re paying with our health."

Well, yes.

That's the down-side of the emergence of the Creative Class.  [Long] ago, I noted, "One, the premium to locating in the most creative communities bids up rents. That produces an arbitrage opportunity, even in recession."  Apparently, though, gentrification leads to a more valuable bundle of urban services, something that has value to Creative Class types.

Cater to the Grabowskis or salt-of-the-earth types of whatever ethnic origin when the yuppies show up, and suddenly your favorite hangout goes away.

Using Census data, researchers tracked 12 categories of what sociologists call "third places"—among them coffee shops, libraries, museums, recreation centers, and restaurants—and found widespread closures across every single category from 2019 to 2021, with the losses hitting hardest in rural areas and communities with larger Black, Hispanic, and less-educated populations.

Not only are these places disappearing, the ones still standing cost more to walk into than they used to. Jessica Finlay, an assistant professor of geography at the University of Colorado Boulder and one of the study's researchers, immediately agreed when asked how much of this is an affordability story. "Absolutely. I mean, everything costs more," she said. "Cost of living is so much more, and gentrification is absolutely happening." It's a dynamic she's watched shrink the pool of people who can still afford to be regulars anywhere.

The article focuses on urban clustering during and after the corona shutdowns.  The dynamics would have worked out the same irrespective of whether Dr. Faustus Fauci got his way or was properly told to sod off.  "Sooner or later, urban agglomeration economies come for neighborhoods an easy journey to the central business district."

Finlay sees gentrification cutting the same way as rising costs elsewhere: It can bring in new services, but not necessarily to the people who were already there. Drawing on interviews conducted across the Twin Cities, where she has based part of her research, Finlay described participants who said a revitalized neighborhood no longer felt built for them, with people saying they were followed in stores, or were told her they had to dress differently just to shop nearby.

New arrivals don't have to pass judgement on yobbish neighbors if the bid-rent curve prices the yobs out.

HELL IS OTHER PEOPLE.

The "progressive" vision of a better world, summarized in one sentence.  "At the time, I hated riding on the subway. But more than 50 years later, I’m grateful for that commute—for the way it forced a visceral reminder of our shared humanity."

TRAINWRECK!

Sometimes, those online train-watching cameras catch an unusual occurrence.

I'm taking the rest of the day off.

TIME TO THINK OF A SUBWAY SERIES?

Wrigley Field and Comiskey Park, or whatever the White Sox got thirty pieces of silver for its current name, are both on the HoDar, which transits one of two short stretches of subway in Chicago.

But Chicago has gone from Mission Territory to birthplace of a Pope in under two centuries.

A century ago, George Cardinal Mundelein made the case for Chicago as home to the XXVIII International Eucharistic Congress, complete with a consecration of Soldier Field long before the Packers punched a ticket to the Super Bowl there.

The Archdiocese of Chicago scheduled a special Papal Installation Mass on the White Sox infield in 2025.

Now, the White Sox are going from worst to first, and Chicagoan Rick Moran is being cheeky.  "Chicago Native Pope Leo Is Being (Sort of) Credited With the Sudden Resurgence of the White Sox."

Then, the U.S. pope, a Chicago native and White Sox fan, arrived. White Sox fans finally had something to cheer about. While 2025 was a lost season, Leo-mania began to grow, and with it, the fortunes of the hapless White Sox began to improve.

After the 2026 season started 6-13, fans and the media believed another losing season was on the way. Then, a miracle. Or so it seemed. The second-youngest team in baseball began to knock the cover off the ball. Leading the way in the home run department was a Japanese import, Munetaka Murakami.

God Helps Thofe who Help Themfelves.

White Sox management have been attempting, subject to the constraints of protocol, to obtain some sort of papal blessing.

The White Sox have adopted Pope Leo as a kind of mascot. They wanted to have a bobblehead night with the pope dressed in his white cassock holding a White Sox bat. The Vatican politely declined. But the marketing geniuses at Rate Field were only getting warmed up.

“We’ve had sitting mayors of Chicago, we’ve had governors of Illinois that have been avid White Sox fans, we had a president of the United States in Barack Obama,” said Brooks Boyer, an observant Catholic who is the team’s chief marketing officer. “I didn’t expect anything bigger than the mayor when I started this job, but we’ve kind of climbed the ladder. What’s next? I mean, I feel like we’re one step away from God.”

Well, no, the hot line to God is in Green Bay, only a quarter to use the red 'phone on the General Manager's desk.

But White Sox management are not proposing the sort of deal that Cardinal Mundelein offered to his colleague Eugenio Cardinal Pacelli, who became Pius XII: during the War he offered the campus of St. Mary of the Lake as a refuge to the Vatican.  The Holy See, with plenty of experience doing business in Rome despite assorted Vandals, Visigoths, Huns, and heretics, stayed home.

SIMPLICE! SIMPLICE! TOJOURS LE SIMPLICE!

For years, I've groused about overdesigned rotaries.  "The point of rotaries is to simplify traffic flow, and it defeats their purpose to provide multiple lanes."  My gripe is impressionistic, based on my frustration with Wisconsin's penchant for slip lanes and overhead signage.  "Too much nuance in the construction of a rotary defeats its purpose."  Consider, dear reader, when among all the government follies to mock on April Fools Day, the Wisconsin rotary gets dinged.  "Overdesigned rotaries make motorists mad, so much so that Right Wisconsin posted an April Fool capturing the spirit in Wisconsin, a state notorious for overdoing the channeling and signage of the rotaries."

The good news is that Charles "Strong Towns" Marohn has the traffic engineering expertise to ask the Credentialed Experts to reconsider.  "A dangerous Minnesota roundabout shows what happens when engineers preserve future traffic capacity at the expense of safety today."  For "dangerous," read "overdesigned."  "This story ends with drivers being blamed for failing to navigate a design that engineers have spent more than a decade trying (and failing) to make understandable, and engineers continuing to deprioritize safety, in spite of recent policy directing them to make it their first priority."

ELEGANT REFUGES.

Years ago, the builders of vaudeville theaters and the earliest movie theaters offered more than a place to forget about life for a while.  The buildings would have some sort of exotic theming, the ceiling might have twinkling stars and the outline of a courtyard extending the balcony.  Some of the earliest air conditioning installations were in such theaters.  The arena might give the impression of an Arabian Night, without the heat and humidity.

A few such refuges remain, and Architectural Digest recently identified "The 9 Most Beautiful Historical Movie Theaters in the US."  Somebody could write a book.

“Theaters help bring people together to learn and laugh and just be in community,” says Benita VanWinkle, a photographer and associate professor of visual arts at High Point University in High Point, North Carolina. Theaters are also treasure troves of architectural brilliance, as evidenced in VanWinkle’s soon-to-be-released book America’s Hometown Movie Theaters: Please Remain Standing (Bauer & Dean Publishers, September 2026). The book features 395 theaters, all built before 1965, that VanWinkle has photographed while traveling the country for more than 40 years. In the process, VanWinkle also captured tales of resilience as communities have come together over the decades to preserve historical theaters. Her hope is that they remain, not just for design lovers, but as essential community gathering places. “Theaters have always been these places where we get to see a different version of ourselves and have a place together that doesn’t have judgment,” she says. “Most theaters have places to have discussions, share conversations, be educated, and be entertained.”

It's a challenge to narrow that list to a top nine.  Among the honorees are DeKalb's Egyptian Theatre, one of the few remaining Egyptian-inspired theaters (so inspired by the discovery of King Tut's tomb) in the United States.  The preservation group that own and operate the Egyptian recently installed air conditioning and a visitor center of sorts.  The Al Ringling Theater in Baraboo, Wisconsin, built by the eponymous circus magnate, also merited mention.  Children of all ages and their parents have a variety of offerings to choose among.

What many of the nine theaters have in common is their location in smaller cities, perhaps where the forces of creative destruction did not urge partitioning into multiplexes or replacement by something else.

I might have to look through the book, see if the surviving Milwaukee courtyard-themed theaters merited a photo.

AMTRAK, THIS IS NOT GOOD ENOUGH.

In the wintertime, in the summertime, ain't we got fun?

Travelers who count on Amtrak long-distance trains to reach far-flung destinations continue to be disappointed by reliability issues this summer, often because of factors not under the passenger operator’s control.

Of late, the issues have been particularly pronounced for the Empire Builder and California Zephyr.

Seven, four hours delay on 24 July account failures of assigned and replacement locomotives; storms on 27 July lead to three hours of delay before reaching Glenview;  unexpected delays stretching to over two hours reaching Brookfield on 28 July.

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.