HART Pays to Pave Prison Parking

From the bottomless pit of enough is enough that is HART comes this story in Hawaii News Now by Rick Daysog.

Repaving the Oahu Community Correctional Center’s parking lot, widening nearby Kamehameha Highway and other related work will cost about $650,000.

"It's clearly unnecessary in two ways. Why are we doing this in 2017? There is no rail project anywhere near that site,” said rail critic and University of Hawaii Civil Engineering Prof. Panos Prevedouros.

“Second, what has HART to do with OCCC?”

But facing a shortfall of about $2 billion, HART only has enough money to build to Middle Street. Prevedouros noted that OCCC is several hundred yards beyond Middle Street.

"If they had done construction and put some pilings into OCCC obviously they would have to do some finishing work around it.  But right now there is nothing happening anywhere near there,” he said.

He said the paving work makes even less sense because the prison will eventually be knocked down and relocated.

But other says it will be years before OCCC is moved and that the parking lot needs to be resurfaced in the meantime.

"We absolutely have seen no plans by the state of moving OCCC in the near future, within the next one or two years,” said City Councilmember Trevor Ozawa.

Ozawa , a rail skeptic, was the swing vote when the City Council voted to approve $350 million bonds for the rail project. He voted for the plan only after HART and city officials assured him that none of the bond money would be spent on heavy construction beyond Middle Street.

Ozawa said he's okay with the OCCC expenditures because it doesn't involved heavy construction, such as the elevated guideways.

Meanwhile, Prevedouros said the repaving project underscores a need for a forensic audit of HART's construction work.

Residents calls for emergency repairs to crumbling Hauula highway

Quoted in this news story by Allyson Blair of Hawaii News Now.

Transportation engineering expert Panos Prevedouros says that with the amount of erosion that's already occurred, the Department of Transportation should schedule emergency repairs.

"This is a site that needs immediate work right now," he said. "The holes are too close to the travel lane. At this point, they need to do some inspection with wave technology to find out if there are any cavities under the road."

[Pictures by A. Blair -- click to enlarge]

Honolulu’s Potholes Are Costing Drivers And Taxpayers Millions

Quoted in Courtney Teague's story in the Honolulu Civil Beat about the poor quality of pavements in Honolulu.

...

Local asphalt industry expert Jon Young and Panos Prevedouros, professor and chair of the University of Hawaii Civil and Environmental Engineering Department, agree that the city’s methods for filling potholes are cost-effective, but not the longest-lasting.

“Dramatic deterioration” of Oahu’s roads at the turn of the century forced the city and state to be more proactive about maintenance, said Prevedouros, who once ran for mayor on a platform that focused on fixing infrastructure. He said the city — and especially the state — could improve maintenance strategies.

The state paid UH $1 million over about five years for a report by Ricardo Archilla, associate professor of Civil and Environmental Engineering, that looked at ways Oahu could improve its roads and created the recommendations, Prevedouros said.

Though the city did not pay for the report, Prevedouros said it has been quicker to adopt its findings and conduct field assessments.

....

Prevedouros described the city’s pothole repair methods as “amateurish,” but cost-effective.

He pointed to “very durable” European techniques as a superior example, which involve squaring off the edges of a pothole and using heavy trucks to pack the pothole down in 30-40 minutes. There’s no difference in the amount of time taken to fill the pothole, but there is a difference in quality and longevity of the repair — and cost, he said.

Pothole repairs on state roads take place at night, he said, and more time is spent on them because of the higher traffic volumes.

The city usually fixes potholes quickly during the day in 30 minutes to an hour, Prevedouros said. When crews have to leave for the next pothole, he said the new asphalt isn’t completely dry and is already being damaged by traffic.

...

Overall, Prevedouros of the University of Hawaii gave Oahu’s roads a D+ grade. The average lifespan of Hawaii roads is short and the powerful sun poses a constant threat, he said.

Road repaving should be prioritized over pothole repair, he said.

“We have made a business of (repairing potholes),” he said. “…It’s emergency Band-Aids and that’s not a way to run any system … it shows that (the road) is way past deterioration.”

CITYLAB: Honolulu's Rapid Transit Crisis

National publication CITYLAB which used to be Atlantic Cities covered the Honolulu rail boondoggle in Honolulu's Rapid Transit Crisis.

Despite a famously laid-back culture, Honolulu’s traffic is about as bad as it gets. In a bid to unsnarl its highways a bit in 2011, the city embarked on a $5.2 billion Honolulu Rail Transit Project. At the time, the planned 20-mile elevated electric train line was expected to ease traffic congestion on Hawaii’s most densely populated island by 18 percent, with the first trips planned for 2017.

Fast forward six years and the still-sputtering project looks very different. The city now estimates that the rail will cost $10 billion—almost five times the city’s annual budget and twice the original project cost estimate—while civil engineering specialists forecast a price tag closer to $13 billion.

Per capita, the Honolulu rail could become the most expensive transit project in U.S. history, according to the conservative public policy think tank Grassroot Institute of Hawaii. What’s more, the funding source of at least $3 billion in projected costs remains unseen. Meanwhile, the city’s traffic problems have worsened and state lawmakers are left divided and scrambling to craft a plan to pay for the cash-strapped project. All told, 75 percent of the contracts needed to bring the project to completion have been awarded, and the first planned trips along the full track are no longer expected to run before 2025.

So when is it too late to quit a major public-infrastructure project gone awry?

“The project is objectively terrible,” says Panos D. Prevedouros, a professor of civil engineering at the University of Hawaii, whose two failed campaigns for mayor embraced an anti-rail platform. “It reminds me of some proclamations that Trump makes with the beautiful wall he wants to build. Well, in this case, it’s the beautiful train. But it is not beautiful. It’s useless for our population.”

Read the Full Article at CITYLAB.

Professor Randall Roth: HART Blames Massive Cost Overruns on Lawsuits to Stop Rail. It’s a Lie.

There were two lawsuits. The one in federal court briefly affected the City’s ability to buy land in the downtown segment, but had no impact on rail construction or construction bidding.

The other lawsuit was brought in state court by Paulette Kaleikini. She sued because the City had started construction without first completing an archaeological study, as is required by law. A unanimous state Supreme Court ordered construction stopped until the City completed the study, which took 13 months. Blaming Ms. Kaleikini is comparable to blaming an abuse victim for seeking legal protection. The City and its contractors simply ignored the law (and the law's purpose) in their rush to get construction beyond a point of no return. The dollar impact of the state lawsuit was slightly more than $39 million, according to HART.

While the federal lawsuit did not stop or even slow down rail construction, it did provide access to FTA’s internal email that referred to the City’s “lousy practices of public manipulation,” use of “inaccurate statements,” culture of “never enough time to do it right, but lots of time to do it over,” the observation that the City had put itself in a “pickle” by setting unrealistic start dates for construction, and concern about the City’s “casual treatment of burials.”

The federal lawsuit took longer than it needed to take because the City’s lawyers used every trick in the book to drag it out. They wanted our legal costs to soar, which they did. Raising the money simply to see that lawsuit to a conclusion was like crawling over a constantly expanding field of broken glass. The City spent more than $3 million on lawyers and expert witnesses, and the delay increased costs by another $3.3 million.

According to HART, the lawsuit delay costs come to about $46 million, see figure above, which is only 0.46% of the current cost of HART rail. Rail's final cost before it started construction was proclaimed to be $5.17 Billion, by mayor Carlisle. Rail's current cost was stated at $10 Billion by mayor Caldwell. HART current cost overrun is 93.4%, of which 1% is due to the two lawsuits.

HART Rail: Local Cost 34 Times More than H-3

I'd like to thank the Honolulu Star Advertiser for publishing my article with Cliff, originally titled HART Rail: Local Cost 34 Times More than H-3.

Rail will never be as practical as roadways
By Panos Prevedouros and Cliff Slater
July 11, 2017

Oahu’s H-3 freeway endured political controversy and major engineering challenges, such as the boring of two miles of tunnels through solid rock of the Koolau mountains and erecting 160-foot columns for the windward viaduct. Even so, the rail’s construction cost is exorbitant compared with the H-3’s — and that cost to local taxpayers, as explained below, shows how poor the rail choice was and how irrational it would be to continue.

If Mayor Kirk Caldwell is to be believed, the 20-mile elevated rail system will cost $10 billion from Kualakai Parkway to Ala Moana Center, minus $1.55 billion (hopefully) covered by the Federal Transit Administration; and about 15 percent paid by Oahu’s unsuspecting tourists. The rail guideway could instead be used to run buses, providing one traffic lane per direction for a total of two lanes. So its cost to the local taxpayer is $180 million per lane-mile.

The H-3 has two lanes per direction, four lanes total. Because the federal government provided 90 percent of its funding, the cost to local taxpayers was only $5 million per lane-mile, after being adjusted to 2017 using the Price Trends for Federal-Aid Highway Construction Index. Therefore, the lane-mile cost of rail to local taxpayers will be 34 times greater than the cost of the H-3.

The long-term cost difference is actually much greater when operating and maintenance costs are considered. Keeping the trains running will require an annual subsidy of $130 million, according to the city. This is dramatically higher than the annual cost of maintaining the H-3. This would be a new annual cost for Oahu, and it is roughly equal to the $150 million that the state Department of Transportation receives annually from the federal government.

But what about the benefits?

Unlike rail, H-3 connects to existing networks to provide door-to-door transportation options, which most residents and visitors require. Unlike rail, the H-3 directly benefits the military, emergency responders, police, commercial service providers, and public health officials.

The H-3 and other highways also facilitate public transportation by buses, taxi companies, ride-hailing services, and stand ready to serve the future dominance of autonomous, on-call vehicles. The vehicle fleet could be mostly electric in a few decades, which diminish the rail’s “green power” advantage claimed by its proponents.

Last but not least is the economy: Without roads, our economy is dead. Without rail, the economy is better off: That’s according to University of Hawaii economist James Roumasset, who explained that a project with benefits lower than its costs shrinks the economy and thereby shrinks employment. He also has pointed out how rail’s astronomical costs freeze out funding for the adoption of many sensible solutions to Oahu’s traffic congestion problem.

Efforts to continue rail past the intermodal transit center at Middle Street is wasteful and irresponsible public policy. No additional funds should be appropriated for rail. HART’s sole effort should be to bring the project to its end at Middle Street with the funds available, and use city funds for any shortage.

After the acceptance of the system for revenue service, HART should be dissolved; Oahu Transit Services should run all public transit so that good transportation service is provided islandwide. This would mitigate the problem experienced in other cities where the high costs of rail operations have resulted in major cuts of bus routes and service. (The rail’s final environmental impact statement states that 24 routes of The Bus will be eliminated or terminated at the nearest rail station.)

The costs of rail clearly show the massive present and future fiscal impact to Oahu and the state. The brave choice is to convert the project to an automated bus operation — but such bravery, imagination and public-duty responsibility are absent.

A Bridge Across the Ala Wai Canal?

I am surprised that the proposal for a bridge across the Ala Wai canal is being discussed again... 15 years ago I wrote a report that included this:

"Adding a bridge to Waikiki across the Ala Wai canal is not a new idea. There has been community opposition to it because a new two or four lane bridge to Waikiki will bring a lot of additional traffic (and increase noise and accident risk) in the neighborhood and park between the Iolani School and the Ala Wai Field. However, my BRT alternative calls for a one-lane limited access bridge which will serve pedestrians, BRT vehicles, and emergency response vehicles."

A shorter version of the report appeared as a Star Bulletin* commentary and then several knives flew in my direction because the Ala Wai is on the National Historical register for its uninterrupted "mirror vista" similar to the reflecting pool in Washington, DC I am not sure that those in charge are aware of this huge limitation for any new bridge across the Ala Wai.

(*) Honolulu's evening newspaper that merged with the Honolulu Advertiser to form the one current newspaper, Honolulu Start Advertiser.

Marjorie Morgan: Riding the Rail Means an Endless Parade of Buses

On July 4, 2017, the Honolulu Star Advertiser published this humorous and poignant account of rail usage in Honolulu in 2030 (maybe):

My family can hardly wait. We can see how rail will change our lives forever.

First thing each weekday, we’ll walk from our home to the shuttle bus stop. It will take only 10 minutes, and the weather will probably be accommodating.

We will patiently wait for the bus, and hope it comes within 10 or 15 minutes. Sooner or later it will take us to the nearest train station, where within minutes we will be on our way to town.

The 20 stops will be humbug, but we will dependably reach the Ala Moana train station not much more than an hour after leaving our home.

Unfortunately, that won’t be the end of our commute. From the Ala Moana rail station, Mommy will then take bus No. 1 to work. Daddy will take bus No. 2 to work. Mikey will take bus No. 3 to Saint Louis School. Sally will take bus No. 4 to Saint Francis School. And baby will take bus No. 5 to preschool.

Oh wait, baby can’t go on the bus alone. I guess Mommy will take baby on bus No. 5 to the preschool. After dropping baby off, Mommy will patiently wait for a bus No. 6 that is headed back to the rail station. From there, Mommy will transfer to bus No. 1.

After work, Daddy will walk back to the bus stop closest to his office, which in his case is only a half-mile and partially protected from the elements. After waiting there for 10 to 15 minutes, Daddy will take bus No. 5 to within a quarter-mile of Mikey’s baseball game. Sally’s walk from her school to her bus station will take only 10 minutes, and the wait for her bus only another 15 to 20 minutes, but her bus stop will be only 5 to 10 minutes from the ballpark where she will join Daddy at Mikey’s game.

When her workday ends, Mommy will take bus No. 1, transfer to bus No. 6, pick up baby, wait for a bus No. 6 headed in the opposite direction, eventually transfer to bus No. 5, so that she and baby can meet the rest of the family at the game.

Afterward, the family will walk to, and wait for, bus No. 8 … transfer to bus No. 9 … and eventually reach the downtown rail station where everyone can enjoy a wonderful dinner.

Oh wait, too expensive. Instead, we’ll just ride the train back to the west side, find seats as riders start getting off at 20 stations, walk to our bus stop where we will eventually take bus No. 10 to within a 10-minute walk of our home.

Unless something unexpected happens, we will enjoy the walk and be home by the kids’ bedtime.

Oh, wait. I forgot about dinner … and working out tomorrow’s transportation plan. Except for Sally’s swim meet at a cross-town school, baby’s doctor’s appointment at Queen’s, and Mikey’s soccer practice, it will be a lot like today’s terrific schedule.

Oh wait, what about stopping off at grandma’s place to wish her a happy birthday? That could be a problem. We don’t expect to have money in the budget for an occasional side trip by taxi once the city raises our property taxes to pay for rail operations.

And to pay payments on all the rail bonds as they come due, the city will need to cut many corners, but that’s OK. I’m pretty sure my kids will get used to not having air-conditioning, clean seats, or any form of security in or around the rail stations.

The trains may be dilapidating, cement guideways crumbling, steel rusting, and escalators stalling, but at least my family will have rail.

Passenger Train Evacuation on Elevated Guideways

Following a major subway derailment in New York City, Michelle Matsuo asked many questions on a transit forum. I answered them below.

In Honolulu, if a train derails, will it hurtle off the guideway?  

Normally it will not and HART route alignment, unlike Chicago's L for example, does not have 90 degree turns. While unlikely, under extreme conditions a HART train can jump the tracks and fall off the guideway.

If there is a malfunction somewhere on the track, will a train get stuck between stations?

If a train breaks down, then it will be stuck. A following train may be commanded to push the broken down train to the nearest station.

If there is grid power loss, then nearby stations have generators to provide enough power to pull the train to the nearest station.

Do the windows open?  If they do, is it enough to keep people from cooking in the train?  

Typically windows do not open. There may be vents that can be opened.  Unless there's loss of grid power, the train may break down mechanically, but the a/c should still be functional. If the a/c dies, then people will need to be removed within a few minutes during hot conditions.

If they open, then will people be tempted to walk along the guideway, and will they get electrocuted by the third rail? 

There is an emergency walkway in the middle as shown in the picture below. In an emergency with smoke, extreme heat or other need to abandon the cab, people should be advised to exit on the narrow walkway, walk a short distance away from danger, then sit down and wait for rescue. In such extreme conditions, walking on the track may be necessary and can be safe as long as people stay well clear of the third rail (see gray line on the left side of the picture.) Given the design of HART guideway, if evacuation of the passengers is needed along the guideway, then the situation will be risky for several reasons.

What is the repair protocol for the trains and the tracks?

At frequent intervals there are switches (see sample train track switch below) so trains can go from the left track to the right track (and vice versa) and in effect "overtake" the disabled train. Eventually the control room has to decide the best time and method to deal with the problem, such as sending crew for on-site repair or pulling the broken down train to the yard.  A disablement that cannot be fixed quickly on site will cause delays to the operations.

The tracks should be inspected and maintained on a schedule so that they do not generate failures during operations. These are usually done off peak or at night.

If the track is neglected, as at the Washington Metro, then multi-day closures of the line may be needed if the condition is deemed unsafe or difficult to fix at night. It may be still be possible for HART to run trains on a single track while the other track is being repaired, but intervals between trains will be long.

Apparently this is an area that is lacking sufficient attention, as federal guidelines seem to date back to 1985: Recommended Emergency Preparedness Guidelines for Rail Transit Systems.

A 2014 technical article A new approach for modelling passenger trains evacuation

procedures states: "In most emergency situations, a successful evacuation and rescue can mean the difference between life and death. In passenger trains, the crew are responsible for passenger safety." HART trains have no crew on board.

Honolulu Driverless Car Poll 2017

Given how little is actually known about driverless cars, more so in Hawaii where there are no autonomous vehicle pilots or any major funded research, it is surprising that so many newspaper subscribers who answered the poll have a specific opinion.... 41% opposed; problematic, 32% very positive; great potential, and 27% mixed.

I'd speculate that this is almost purely based on information about Teslas. East Honolulu probably has more Teslas than any other comparable high income community in the US.

At the present time, the correct answer is: Problematic 100% and Great potential 100%.

Super-long Commutes in Hawaii?

Recently I received this question from a The Pew Charitable Trusts investigating journalist: "I noticed that Hawaii had a big increase – an almost 40% in increase in commutes of 90 minutes or more between 2010 and 2015 (American Community Survey) – I saw you quoted in a business journal on a similar issue, how driving is on the upswing in Hawaii, and wondered if you could comment on why this would be a bigger issue now in Hawaii, and growing so fast."

I replied as follows:

Tourists and tourism jobs generate a lot of travel.  In Hawaii tourism roughly accounts for one third of the local economy. Travel was down mostly due to the recession... in 2008-2010 tourism and all related sectors of the economy were hit hard; see linked report for some numbers:  A major recovery was observed in 2015-2016 and this came with a strong growth in travel.

Another large contributor was gas price. In 2010 gas prices jumped from approximately $3.50 to $4.50 (in Hawaii). Sharp increases in trip cost resulted in sharp changes in trip making (curtailed trips and more car pooling). The price in 2015 was "normal" at $3.25 or under. See link.

Indeed, hotel pay is modest and these workers tend to live far from Waikiki and downtown Honolulu (in more affordable, remote towns) which come with 75+ minute commutes.

The 90 minute cutoff creates a "definitional" problem by itself.  During recession times, traffic is lighter and fewer trips take 90+ minutes, even from far out locales. When the economy is booming and traffic is heavy, even suburbs that are closer to Waikiki will experience occasional 90+ minute trips, thus in good times the 90+ count goes up much more.

Progress on Autonomous Vehicles

By Baruch Feigenbaum, as reported in the June 2017 issue no 164 of Robert Poole's SURFACE TRANSPORTATION INNOVATIONS

Last month I attended an automated vehicle conference at Princeton and read the Eno Center for Transportation's new AV policy paper. Both make excellent contributions.

The 2017 Smart Driving Car Summit in Princeton was created and organized by AV researcher and professor Alain Kornhauser. Kornhauser has been researching the intersection between technology and transportation for 50 years; he also writes a useful and amusing weekly AV newsletter. The summit was divided into two days. The first day featured presentations on AV technology, safety, and insurance while the second consisted of workshops on AV planning, insurance and artificial intelligence.

On the first day, AV researcher Bern Grush gave a very good presentation on how AVs could affect communities, highlighting that while most experts expect AVs to increase VMT, uncertainty about a transformative technology makes planning challenging. Adriano Allesandrini from the University of Rome gave a forceful presentation on how automated vehicles are available and on the road today; they are called buses. CityMobil 2 has demonstrated automated slow-speed buses in many European cities. The challenge is that buses traveling at 8 mph have limited ridership potential, so the technology needs to be improved before these buses are viable. He also challenged conference attendees to think about what is best for urban areas rather than what is best for car companies.

Danny Shapiro from NVIDIA presented a fascinating discussion of machine learning. He discussed how, using CAD simulation software and a graphics processing unit, researchers have been able to build a car's brain. It is the same technology used for facial recognition software, and the improvement in machine learning over the past five years has been revolutionary.

In the afternoon we had several presentations on the availability/effectiveness of AV features. Auto dealer Sheldon Sandler revealed that the two most valued AV features are a rearview camera and blind-spot warning. They are the only features that more than 60% of buyers request. Manufacturers offer advanced AV features on a limited number of models only, and they often require customers to buy a package of features that they don't want. For example, the Hyundai Sonata offers a safety package. But it costs more than $5,000 because in order to get the safety features, customers have to order the Limited Tech package with a premium audio system and heated rear seats. Manufacturers offer these packages because most consumers don't put a high value on safety features. So despite what buyers claim in stated preference surveys, car buyers are not willing to pay much for advanced technology. More depressing was a presentation from the Insurance Institute for Highway Safety that showed many of today's Level 2 AV features, such as automatic braking, don't work in many real-world situations. In almost 50% of cases, automated braking did not engage fast enough to avoid hitting a car or a pedestrian.

The Eno policy paper, "Adopting and Adapting: States and Automated Vehicle Policy," is a 30-page report worth reading. It provides an overview of AVs and offers recommendations to states. My focus here is on the recommendations section that is broken into three parts: Regulations, Infrastructure Investment and Funding, and Research and Workforce Training.

The paper suggests relatively relaxed regulations, including not overdoing reporting requirements, and creating non-binding statements or principles. It recommends states work with NHTSA on liability and safety issues. I believe this means that NHTSA should stick primarily to federal issues such as safety standards, and states should control licensing. Federalism suggests a certain balance between federal and state-level rules. I generally agree with these recommendations, as nothing that I have seen so far in AVs suggests that balance should be upset.

For state AV infrastructure investment, the report recommends focusing on keeping highways in a state of good repair. The report also recommends that automated vehicles pay mileage based user fees (MBUFs) instead of a gas tax. So far, MBUF acceptance has been slow due to the development of the technology and the political resistance to paying by the mile. Eno believes that MBUFs can be implemented more easily using vehicles with new features such as AVs.

The document also recommends funding research to explore how AVs may affect the broader economy. One recommendation suggests revising procurement processes so research keeps up with innovation. Governments seldom keep up with new technology because internal processes are designed to be slow and conservative. For research to be useful it cannot be developed at the typical government pace. Finally, Eno recommends investing in programs to train people for AV repair. Today's colleges and technical schools need to think about the skills tomorrow's workers need. And those are not the skills needed to fix a 2005 Dodge.

The Eno report has two weaknesses. The first is that it examines states only; it does not look at metropolitan planning organizations (MPOs) or cities. MPOs are the federally designated planning entity for regions; they are interested in AV guidance as well.

The second is the suggestion of digital short-range communications (DSRC) pilot projects. DSRC has a host of problems: it's outdated and inferior to 5G, it takes up valuable wireless spectrum, and it is really expensive to build the needed infrastructure. For the past 18 years, part of the 5.9 Ghz band has been reserved for DSRC, but the technology is still not ready. With the advent of 5G and the need for connected vehicles still some years off, there is simply no point to pursuing DSRC.

April 2017 Poll: No More Willingness to Pay for HART Rail.

Middle Street Rail Station Will Be Built Over Water

Hawaii News Now reporter Rick Daysog investigated the odd choice of building the Middle Street station of HART rail over the flood prone Kalihi stream. I opined as follows:

• “At a minimum, the foundation problem will double in cost. And I'm talking minimum compared to dry land,” said rail critic and University of Hawaii civil engineering professor Panos Prevedouros.
• Prevedouros said he expects the costs to be in the $60 to $70 million range due to the complexity of building over water.
• He said HART could have located the station further east on what is now a parking lot at First Hawaiian Bank's data center, but chose not to.
• First Hawaiian's former CEO was chairman of HART for years. Prevedouros and community activists question whether that influenced the decision to leave most of the First Hawaiian parking alone.
• "I don't know if it's taking care of their own or some other sensitivity to the property. Or it could be some malfeasance there,” Prevedouros said.
• Prevedouros and other rail critics said that a proposed forensic audit of HART’s operations would have shed more light on HART's decision to build the Middle Street station at its current location.
• Prevedouros and other rail critics said that a proposed forensic audit of HART’s operations would have shed more light on HART's decision to build the Middle Street station at its current location.
• “People who ignore history are doomed to repeat it. If you don’t learn from your mistake, how can you possibly improve in the future,” Prevedouros said.