Just good baseball
It never hurts to be a fan of the underdog.
And if like me, you are a fan of this year’s Oakland Athletic’s, we are indeed the underdog.
For one, we should not even be discussing this. Anyone recall that we went into the month of September way behind the Texas Rangers. We were supposed to be out of it by then. If one listened to various pundits, the A’s were heading for another losing season. Building for the future. The same excuse we’ve heard for all too many years.
You can question Lew Wolfe and his approach to baseball. It is no secret that what Lew is really after is a real estate development, not a winning baseball team. As the managing partner of the team, he has cheaped out time and time again. San Jose remains his destination of choice. Say it or not, the method has been that if the team was bad enough, folks would stay away. When attendance numbers dropped to the right spot, he could make the case that moving the team was the only option.
Unfortunately, this bunch of misfits has been playing some good solid baseball through the 2012 season. Good enough to defeat the Rangers on the very last day of the season and to win the Western Division title in the American League. You won’t find league leaders among the A’s. But you will see a bunch of guys who have done what it takes to win games when it counts.
If they manage to win tonight, it is on to the American League Championship Series. Best of seven games to decide who represents the AL in the World Series. Been a long time since the A’s got to that point. Fans who have stuck with the team over the years are more than ready to see it happen again in Oakland.
As Coco Crisp said after the Game 4 victory last night, “At some point, it’s got to be just good baseball,” Crisp said. “There’s no magic.”
He’s right. “Just good baseball” gets it done. That is what October baseball is all about.
Along the road somewhere
I got word last Friday morning that the tour we were to take with the Two Rivers was cancelled.
I won’t go into all the details but safe to say we are staying home.
Disappointment comes into play here. No denial that this was something that I had been looking forward to for some time. Just being able to sit, relax and roll the miles by was something I was truly hoping to enjoy.
One can say that things like this happen for a reason. Invoke karma if you like.
Served to reinforce a few business points, if nothing else.
Still don’t have to like it. Ah, well… life goes on.
The Walt Disney Family Museum – You Can Get There From Here
It’s been a while since I’ve been over to San Francisco for a visit to the Walt Disney Family Museum. Being almost 50 miles from my door to the Museum, I can be forgiven. Somewhat…
But plenty going on that one shouldn’t overlook. For example, some truly fascinating special exhibits coming up.
And some really special programs to go along with them. Check them out here and here.
So, usually from Livermore, I drive the freeways from the East Bay, cross the Oakland-San Francisco Bay Bridge and make my way round the streets of the City, ending up at the Museum in the Presidio. Been coming to San Francisco for many years and I know my way around pretty well.
Most of my visits are on weekends. But public transit to the Museum? A weekday trip seemed more of a challenge.
To that end, I decided to try public transit and see for myself just how much fun or how much of a test it would be to go those 50 miles from home to the Museum and back again. With gas still over four bucks a gallon, it seemed worthy. My chariot (a 2002 Mercury Sable with about 175,000 miles on it) still manages about 25 miles per gallon. So on a good day, those 4 odd gallons of gas might cost me $20 or so. Throw in that bridge toll of $5 as well as a parking fee ( yes, it’s pretty much unavoidable, except on weekends) at the Presidio and it adds up.
Here’s the trip by transit: Start with a three block walk to catch the #14 Wheels bus from home to the Livermore Transit Center. Here I transfer to another bus (I have my choice of three routes) to the Dublin/Pleasanton BART station. From there, it is a 46-minute train ride to the Montgomery station. At Market Street and Montgomery, a transfer to the 38L bus of the San Francisco Municipal Railway. That takes me for a 17-minute ride to the corner of Geary Blvd and Presidio Avenue, where it is another transfer to the 43 bus for an 8-minute ride to the corner of Letterman Blvd and Lincoln Blvd at the Presidio. A nice 10-minute walk and I arrive at the Museum. From door to door, about 2 hours and 40 minutes with a cost of $9.65 one way.
The trip home to Livermore takes advantage of the free PresidGo shuttle from the Transit Center at the Presidio to the Embarcadero BART station. The secret to a free trip is to ride between 9:30 am and 4:30 pm weekdays. It doesn’t operate weekends or holidays. That takes the total time to roughly two hours (including walking) at a cost of only $6.65, using a transfer from BART to Wheels.
Planning your own transit trip to the Walt Disney Family Museum is easily done. On the web, give the 511 Transit Trip Planner a try. It is a multi-modal planner. You can plan a trip that includes driving, walking and public transit.
My trip above was on a weekday. Weekends and holidays may be a bit more of a challenge as usually, the PresidGo shuttle does not operate from downtown San Francisco to the Presidio. However, the SF Muni’s 43 line still makes the trip on both Saturday and Sunday. You just have the make the walk (less than 1/2 of a mile ) from Letterman Dr and Lincoln Blvd across the Presidio to the Museum. Even in the fog, it is a nice walk.
So, you can visit the Museum using public transit. If you have not been yet, and are a Disney fan, you shouldn’t miss out. Take the plunge and plan your visit soon! You’ll be glad you did.
Looking forward
So… Two weeks from today, I intend to be sitting at a window, rolling the miles by.
Destination? Chicago and on to New Orleans.
About now (roughly 12:40 pm PDT), if all is going according to schedule, the California Zephyr – specifically Amtrak’s Train #6 – should be climbing into the Sierra Nevada, at about Gold Run. And I will be one of a group of passengers aboard a private railcar on the rear of that train.
As I have said before, this trip is one that I have made many times. So much so that I can look out the window and know where we are between Emeryville and Reno/Sparks. This trip? The difference is that it isn’t a trip where I am the host. No group of passengers chartering a railcar. No crew attending to their needs. No lunch, no beverages to serve.
This time, I am just along for the ride. A very relaxing time with good friends. Five days in all. Three to Chicago and then overnight to New Orleans. It has been a long time since something like this and frankly, I am looking forward to it with great enthusiasm.
Crossing the miles, there is nostalgia. Certainly as I follow the route my locomotive engineer great-grandfather did many times before. Between Sparks and Carlin. Central Nevada as the sun sets. And east of there, I am following an excursion I made some thirty odd years ago on a trip to Denver in the fall of 1980. Beyond Denver? It’s all new to me. A visit to Chicago in 2006 took a different route to the West coast, traveling south along the Santa Fe trail. Never been to New Orleans. Should be fun.
Plenty to see along the way. Family history to pass, good times ahead.
Once we arrive, that’s when things change. For the next 10 days, it is a charter and I am at work as the attendant aboard the railcar. From New Orleans to Oakland. Just being flexible and traveling the rails, visiting places I have never been before. With people I haven’t met.
Looking forward to it.
Amtrak – Some things you probably don’t know.
Ah, Amtrak…
Every time some one in Congress looks for an easy target, something to cut out of the budget – especially a Republican representative – Amtrak seems to drop right into the cross-hairs. An easily visible item, one that doesn’t have a lot of folks behind it, right?
That would be “No”.
For the 11th straight year, Amtrak has reported that more people than ever before are riding trains. Yes, you read that right. More people riding passenger trains operated by Amtrak than ever before. Even Fox News says so. Read it right here.
But let us go back to the beginning and talk about why Amtrak (a.k.a. the National Railroad Passenger Corporation) exists. Even though the golden era of the passenger train passed, thanks to jet air travel and the Interstate Highway system, passenger trains were profitable. They made money for the companies that operated them. Why? Because many of them also carried the US Mail. And on many trains, they also handled a lot of small packages. Ever heard of Railway Express Agency? The Fed Ex or UPS of that time. Want to hear something shocking? Both the USPS and REA, funded by you and me. From the Federal government budget.
But in a move still debated today, the Postal Service decided to abandon railway mail service in 1967. Sorting of mail was no longer performed aboard trains. With that, REA also ended most service as well. And surprise, without that income, passenger trains were no longer profitable.
Rather than see the end of railway passenger service entirely (because in some places, the train was and still is, the only way to get to or from there),in 1970 the Nixon administration – yes, shockingly a Republican one – was convinced to create a Federally funded passenger service. In the northeast, Amtrak even stepped in and bought the railroad right of way, all the tracks and associated structures along with it. They helped out with one of the biggest corporate blunders of the 20th century, the Penn Central bankruptcy.
Now, if the railroads would agree to go along with conditions set in place, they could get out of the passenger business. Most did, but a few stuck things out and continued running passenger trains on their own. It was a good business plan. Railroads sold a good deal of their equipment and facilities to Amtrak. And they got paid to run the trains, too. Just like they had been doing for years. Call it what you will, it was a Federal subsidy. They took it, just as they had taken the monies that came from the Postal Service and REA.
If every thing had gone right, Amtrak probably would have been around for 5 years or so and quietly gone away. Folks would have ridden trains less and less. Service would have been eliminated and that would have been the end of it. But it didn’t.
The Arab Oil Embargo changed how people thought of rail travel. Instead of not riding, people rode the trains and in good numbers, too. Amtrak found that if you ran trains, people rode them. It didn’t cut service, it extended it, adding trains. Over time, that equipment that Amtrak bought from the railroads was wearing out. New cars and locomotives were added. And again, as word got out, more people rode trains.
Shockingly, Amtrak has managed to recover more every year from fares to help cover costs. Does it break even? No. Show me a government subsidized business that does. Everything from highways to airports, if it gets Federal dollars, it doesn’t cover all the costs associated with it. if it did, why would it need those Federal dollars?
Amtrak has been proactive in funding in many areas. It has a number of corridors, such as the Capitol Corridor here in Northern California, where states have stepped in and helped fund expansion of operations through purchases of new equipment and other items such as facilities. Many of these continue to be success stories.
One area that could use such vision? Yes, that Northeast Corridor. The railroad Amtrak bought over 40 years ago. If the states it ran through supported it as is done in other corridors, the amount of Federal dollars needed to support it would be decreased. Simple math.
Can you compare Amtrak to passenger rail service in other countries? You can and you can’t. In areas where population density and car ownership/use is similar, there may be lessons to be learned on both sides of the coin. In areas where a dissimilar density exists, comparisons don’t always match up. Amtrak still pays the railroads for the right to operate passenger trains over their lines. In many of those other countries, that is not the case. Again, Federal dollars come into play.
Can Amtrak do better? Sure, no question. There is room to improve. Always will be. Amtrak is far from perfect, but it is getting better all the time.
I suspect Amtrak will still be here, operating trains after the election no matter the results. The same thing that kept the trains running all those years ago is still true today. No one in Congress wants to see service eliminated in their district. They didn’t want to lose a vote then and they still don’t 40 odd years later.