dimanche 19 mai 2013

Série du ponts de dimanche

Sunday Bridges


San Francisco - Oakland Bay Bridge
"Bridge Over Troubled Waters"


The replacement span of the San Francisco - Oakland has been the subject of several rants by «Louis» because of the delays in building it, the cost over-runs (more than half a Billion and counting) and the political and financial payoffs to those who have benefited (and will benefit) from the re-routing of the bridge from the tunnel through Yerba Buena Island onto the adjoining man-made Treasure Island.


Treasure Island was built for the 1939 World's Fair. Then it became the base for the famous Pan American Airways China Clippers. With the outbreak of World War II, the Navy took over the man-made island.

To recap the history of the replacement span, it is being built as a result of the collapse of a section of the cantilever section of the bridge during the October, 1989 earthquake. We are now almost halfway through 2013 and the replacement span is still not open. The construction is overseen by CalTrans, the California Department of Transportation, who also operate and manage the bridge.

In previous rants, «Louis» has pointed out that most of the steel being used in the new bridge has been sourced in China. Worse, CalTrans engineers assigned to monitor the quality of the steel coming from China have been warning that much of the steel does not meet the specified tensile strength and is flawed (and weakened) because of the presence of hydrogen in the steel. Several of these whistle-blowing engineers have been fired or "re-assigned." CalTrans management has chosen to try to sweep this under the rug rather than delay the planned Labor Day opening of the replacement span. The irony of defective steel being used in the new span which is to replace the earthquake-damaged cantilever section of the bridge is huge.

The new bridge isn't even open yet and the defective steel is already causing problems. The new bridge uses a series of seismic safety rods, the intent of which is to prevent the bridge from collapsing in an earthquake. The hydrogen content in the flawed Chinese steel in the seismic safety rods is causing the rods to snap - and the bridge isn't even open and carrying traffic yet! Since the discovery of the snapped rods, initially 32 of them, more have snapped. Since the initial discovery, more of the rods have broken. The fix is going to be expensive and will delay the opening of the bridge.

Part of the gross delay in beginning the construction of the replacement span was due to the wrangling between the "two Browns" over whether the bridge would be routed through the existing tunnel on Yerba Buena Island or whether it would bring traffic to Treasure Island. Jerry Brown, at the time mayor of Oakland (now governor for the third time of California) wanted the bridge to go through the existing tunnel. Willie Brown, who was mayor of San Francisco at the time, wanted the replacement span to terminate on Treasure Island. Willie Brown was deeply connected to the developers who want to build housing and shopping on the former Navy base at Treasure Island. Willie Brown and company won this part of the fight.

What has been kept very quiet is the connection of Democrat Nancy Pelosi (House Minority Leader) to the deal making that led to the replacement span of the bridge terminating on Treasure Island.

In an August, 2010 article, columnist Michelle Malkin wrote that
"(Nancy) Pelosi has used her power to push the crony-infested project for years. She pushed aggressively for legislative language that would have forced the military to fork over high-value property at no cost to local communities. And as the Washington Times recounted last fall, she presided over a 'den of corruption' to secure the coveted property."

"…Treasure Island is not a case of a small town that has relied on a local military base for its livelihood for decades. It is a land grab by politicians for well-connected developers. Tony Hall, the former executive director of the Treasure Island Development Authority, told us the city’s effort to develop the island is a “den of corruption.” Treasure Island Community Development, the prospective developer for Treasure Island, was granted a no-bid contract by the city. 
At the core of Treasure Island Community Development are high-powered California Democratic lobbyist Darius Anderson and supermarket magnate Ronald W. Burkle. Both are well-known financial backers of San Francisco’s Democratic Mayor Gavin Newsom…
…A proposed Treasure Island development plan slates 90 percent of the developed acreage for residential use, 7 percent for commercial property and 3 percent for parking. An illustration shows about a dozen high-rise blocks of shoreline condominiums with stunning views of the city, plus 300 acres of park and recreation land. This would hardly be “affordable housing,” the $5 billion investment that Mrs. Pelosi claims would have to be recouped by the developer. The only long-term jobs created from this plan would be for maids and doormen for the high rollers privileged enough to live there. 
The Navy merits praise for holding the line in defense of a market-based transfer of Treasure Island. Cloaking this land grab under a measure to help local communities suffering the disruption of military base closure is disgraceful.
Fog City Journal shines more light on the Pelosi cronyism behind the deal:
After some very serious wrangling over control (see “more info” below), the fate of Treasure Island rests mainly with TIDA: the Treasure Island Development Authority. Just as with the Presidio Trust, the people who comprise TIDA are awfully critical. It is they who decide what gets developed and who gets to develop it – and profit thereby.
Likewise, the person who appoints the people on TIDA and similar boards is also a key player, for he or she must be guided to select members who can be trusted to vote favorably to one’s interests. That’s the entitlement portion of the Big Three: garnering approvals that entitle one to development and maximize profits by upzoning the land. (Upzoning means changing the rules to allow more profitable development than would otherwise be allowed.). 
That’s why forming relationships between would-be developers and appointing officials is crucial. Lobbyists like Platinum’s Darius Anderson and Jay Wallace specialize in building those relationships, sometimes by finding sources of cash reserves for campaign contributions, or occasionally hosting key fundraisers. Wallace was at one time Pelosi’s campaign manager. 
When Anderson held a fundraiser a couple of years ago to retire Mayor Newsom’s campaign debt, it raised eyebrows, but it is what lobbyists do. They specialize in creating access for themselves and for clients with the people who make appointments, sign or promote legislation, and grant entitlements to develop – all of which have big profit implications. 
It’s easy to conclude that clients are getting their money’s worth from Platinum and friends – especially when the client is Platinum itself. TIDA has granted to Platinum the uncontested contract to be the sole developer of Treasure Island. Or, to be exact, that exclusive contract has been granted to Platinum’s new entity, Treasure Island Community Developers, with the master plan component going to Anderson’s other company, Kenwood Investments… 
…Considering the grand, incestuous family that is politics, maybe it’s no surprise that Platinum’s development entity has been handed the Treasure Island bounty. Given the Pelosi and Newsom history of enthusiasm for developing the Presidio, we should hope it’s not too late to keep a close watch and short leash on Treasure Island developments. Unfortunately, this means paying attention to the entire family. That would include even the new president on the Commission on the Environment, Paul Pelosi, Jr., who is Nancy Pelosi’s son and Gavin Newsom’s cousin. As for TIDA itself, all the members are appointed by the mayor; all but one is a City Hall official. 
Who else will benefit from the arrangement? Certainly Lennar Corporation will. They are a partner with Platinum’s Treasure Island Community Developers. Lennar has experience developing former military bases, and is one of the country’s largest residential housing builders 
By what could solicitously be called a coincidence, Laurence Pelosi was president of acquisitions for Lennar. He is Nancy Pelosi’s nephew, and currently works as executive director of Morgan Stanley’s real estate division…"

What a stinking mess...







-    •    •    •    -

Michael Ramirez:


samedi 18 mai 2013

Weekend Reflections


A 1954 Buick Skylark is reflected on the floor at the RM Auctions Don Davis Collection event.
Check back this coming Tuesday for the story at «Louis'» "Gearhead Tuesday" post.

See all the other contributors to James' 
Weekend Reflections


-    •    •    •    -

Bob Gorrell:



vendredi 17 mai 2013

mardi 14 mai 2013

Gearhead Tuesday


1960 Chrysler 300 F Convertible



• Sold for $214,500 at the RM Auction, Monterey, CA, August, 2011
• 375 bhp, 413 cu. in. V-8 engine, dual four-barrel carburetors
• TorqueFlite three-speed automatic transmission
• Independent front suspension with torsion bars, live rear axle with semi-elliptic leaf springs, and four-wheel hydraulic drum brakes
• Wheelbase: 126"
• One of 248 300F convertibles originally built and less than 80 known survivors
• Matching-numbers engine and transmission; one of only a few special-order cars
• The only known restored “triple black” Chrysler 300F convertible in existence
• A completely and recently-restored multiple concours award winner


The original Chrysler C-300 of 1955 and the legendary “Letter Cars” that followed it firmly established Chrysler as a performance leader. Correctly advertised as “the Beautiful Brutes,” they exemplify the American high-performance grand touring concept today. While various “Hemi” engines powered the series through 1958, the lighter 413 “Wedge” debuted with the 300E of 1959 and provided the same, if not even more, brute force.

For 1960, the 413 now featured a tuned cross-ram induction system mounting a pair of four-barrel carburetors on a unique intake manifold with impressive 30-inch runners. In combination with a hotter camshaft, a low-restriction exhaust system and all-new lighter unit-body construction for 1960, the refined 300F continued to provide the blistering performance that 300 buyers had come to expect. In sanctioned competition at Daytona, a 300F beat the Flying Mile record set by the 300B in 1956 with a speed of 144.92 mph, while famed racer Andy Granatelli reached 189.99 mph at Bonneville with a supercharged 300F, earning a Hot Rod magazine cover story.

Style was always an important part of Chrysler’s strategy, and the clean, jet aircraft-inspired bodylines of the 300F did not disappoint. All standard New Yorker amenities were included, plus swiveling front seats and nylon tires with white sidewalls. The luxurious aircraft cockpit-style interior featured four individual leather seats divided by a console running the length of the passenger cabin, and the extraordinary dash design mounted a three-dimensional “Astra-Dome” instrument cluster with electroluminescent lighting developed in collaboration with Sylvania – an industry first.

Only 248 Chrysler 300F convertibles were built for 1960, and according to the Chrysler 300 Club International, only 78 are known to survive today. This example is rarer still as the only restored “triple black” 300F known in existence – certainly among the most desirable and sought-after color combinations. It was sold new by Chrysler of Manhattan, last registered in 1968 and then stored for 35 years before the owner who offered it at Monterey in 2011 acquired it and commenced a complete nut-and-bolt restoration in 2003.

Once complete in 2008, it was unveiled to the Chrysler 300 Club International at the AACA Museum in Hershey, and it was displayed at Amelia Island in early 2009. A string of concours victories followed, including Best in Class at Meadow Brook, the Concours d’Elegance of the Eastern United States and Radnor Hunt. The 300F also formed part of an invitational exhibit at Chryslers of Carlisle, and it graced the 2010 New York Auto Show. Under AACA judging, the 300F has garnered Junior and Senior First Place awards and earned a nomination for National honors. In print, the 300F was profiled in the Mopar Collectors Guide and covered within the “Auto Ego” column of the New York Times. From its arrow-like lines to its matching-numbers dual-carb, cross-ram 413 “Wedge” and automatic transmission, cockpit-style leather interior, space-age instrument cluster and award-winning restoration, this extremely rare “triple black” 300F convertible is nothing short of superb.


"Bunch of Bananas" - the ram tubes on the 413" engine
helped the engine develop "beaucoup" power.

There is a Packard connection to these Chryslers. Packard debuted torsion bar suspension on their 1955 and 1956 models. Fearful of a patent infringement lawsuit, Chrysler introduced torsion bars to suspend only the front suspension while the Packard system, developed by engineer William Allison, suspended both front and rear wheels, but it is clear that Chrysler's system was inspired by the Packard design.

A further Packard connection is with the swivel out front seats. Packard showed this concept on the "Predictor" show car of 1956. The swivel seats appeared as an option on many 1959-1960 Chrysler products, but were standard on the 300 F.


The Packard Predictor has swivel seats and
full-length console between the seats,
features picked up by Chrysler for the 300 F.



-    •    •    •    -

Car Trivia

-    •    •    •    -







samedi 11 mai 2013

Série du pont de dimanche

Sunday Bridges


With the Golden Gate in the background, we see Angel Island (the West Coast Ellis Island) with the Marin County towns of Sausalito and Tiburon ("Shark") at the right.





-     •     •     •     -


mardi 7 mai 2013

Gearhead Tuesday


1934 Packard Twelve Convertible Sedan


• Sold for $379,500 at the RM Biltmore (Arizona) Auction, March, 2013

• Chassis no. 902272 Engine no. 902424 Body no. 6563 Vehicle No. 743 30

• Model 1107. 160 bhp, 445 cu. in. side-valve V-12 engine with a Stromberg downdraft carburetor, automatic cold start, three-speed synchromesh transmission, shaft drive with hypoid rear axle, and four-wheel adjustable vacuum-assisted drum brakes. Wheelbase: 142 in.

• One of 29 produced; only 10 known survivors

• Optioned with desirable period accessories

• Superb older restoration; Best in Class at Pebble Beach in 1985

Packard’s Twelve was, in many ways, the signature car of the Classic Era; it was the top-of-the-line offering from America’s leading manufacturer of fine cars. A conservative car with finely tailored lines, it had elegant appointments, a refined chassis, and a whisper-quiet, 12-cylinder engine.

In a sense, Packard’s Twelve was never meant to be. In fact, the car’s history goes back to the Cord L-29 and the great Miller-engined front drive race cars. Packard’s management was intrigued with the idea of front drive and commissioned the construction of a prototype. A decision was made to develop a 12-cylinder engine for this new car, as the shorter length of a V-12, compared with Packard’s venerable inline eight, allowed more flexibility in packaging the front-drive chassis.


Extensive testing revealed weaknesses in the front-drive chassis’ design, and anticipated development costs soared. Meanwhile, Cadillac had ignited the multi-cylinder race with their exquisite new 16- and 12-cylinder models, and Packard’s dealerships were feeling the pressure. The solution, born of necessity, was to install the new 12-cylinder engine in Packard’s proven Deluxe Eight chassis. This created one of the defining models of the Classic Era: the Twin Six, in honor of Packard’s first V-12, which was introduced more than 15 years earlier.

By 1933, the name had been changed to the Packard Twelve to more clearly convey the power behind the new car. It and the 11th series were the last cars with flowing fenders and classic lines before the advent of the streamlined look. The front ensemble is truly beautiful, with a graceful vee-shaped radiator and matching headlights and fender lights. And the dash is a work of art, looking more like a jeweler’s display case than an instrument panel.


Convertible sedans were both expensive and popular, as they combined the security and comfort of a closed car with the ability to fully lower the top and windows and enjoy a true open car. Convertible sedans were also the only open style suitable for formal use when fitted (as in this case) with a fully retractable division window. The result was a chauffeur-driven formal car with a division window when the top was up and a sporty owner-driven open car when it was lowered.


Details: The shape of the lights reflect the shape of the famous Packard grille.




The Goddess of Speed graces the hood.

This beautiful convertible sedan is finished with an attractive cream-colored body accented by a beige belt molding; the exterior of the car is further accented by the use of orange wheels and a matching pinstripe. The interior of the car is equally impressive, with dark tan leather throughout and accented with luxurious wood trimmings. Well equipped, this impressive Packard is fitted with desirable period options, including dual side-mounts and an original, unrestored rear-mounted trunk. The seven-day wind-up clock keeps perfect time, and the radio, a very rare option, is fully functional and complete with its own key.



This exquisite Packard has benefited from a thorough and correct restoration in the early-1980s for Robert Milhous by Bob Smith. Soon thereafter it won Best in Class at Pebble Beach in 1985. It was later acquired by Mr. O’Quinn in 2007, where it remained in climate-controlled storage. Since being acquired by the seller at the Biltmore auction in March, 2013, this fantastic Packard has gone on to win a number of additional awards, attesting to the quality of the restoration and its current condition. It is correct in virtually all respects, even retaining its original brass Dietrich body tag, which was affixed to all of the standard bodies of the time; it is stamped with the number “743,” reflecting the convertible sedan body style, as well as “6563,” which is the Dietrich-assigned body number. The 1934 Packard Twelves are considered to be the most desirable of the Classic Era vehicles, due to their extraordinary driving characteristics and great design attributes.


Text adapted from the RM Auction catalog

-     •     •     •     -
Car Trivia
Hat tip to all of you who have sent these to «Louis»



-     •     •     •     -

Michael Ramirez on Barack Milhous Nixon Hussein Øbama: