“And then at the age of 80, he starts a career as a fine art photographer,” Meza said, referring to a career that was active right up until Lyon’s passing. “He died working on two book projects. And just this last April, he had two books out — mine, and he was the largest contributor to another book, “San Francisco: Portrait of a City.”

Fetterman said he had not encountered Lyon’s work before seeing an image called “Foggy Night, Land’s End.”

“I thought I knew a lot about photographers and the history of photography,” Fetterman said. When he came across “Foggy Night,” he said, “I was totally blown away by it. I thought, ‘Why haven’t I heard of this man? Who is this man? This man is a giant — anyone who could make that kind of composition, I have to know more about him.'”

‘Foggy Night, Land’s End,’ a 1953 image shot by San Francisco photographer Fred Lyon. (Fred Lyon/Peter Fetterman Gallery)

L

yon told KQED’s Pat Yollin in a 2017 profile that he became fascinated with photography early in his teens.

“Cameras were shiny objects,” he said. “I knew a guy who had one and he always seemed to have a lot of cute girls around him. I thought that if I had a camera, maybe I’d get girls, too.”

Lyon skipped two grades, graduated from Burlingame High School, apprenticed at a San Francisco photography studio at age 14 and then, a year later, attended the Art Center School in Los Angeles, where Ansel Adams was a teacher.

In a 2020 interview with “California Look” collaborator Philip Meza, Lyon recalled how he joined Adams and a select handful of other students on a summer trip to Adams’ home in Yosemite. He said he took from Adams certain artistic tenets, such as Adams’ famous admonition, “There’s nothing worse than a very sharp image of a very fuzzy concept.” But even then, Lyon said, he knew he needed to become his own photographer.

“My feeling was that I knew I could never learn all Ansel,” Lyon said. “I could never be more than a miniature Ansel Adams if I tried to be like him. I was never going to become a landscape photographer. I always seem to need to include some of the works of man in my work. Ansel was terrific and inspirational, but I didn’t want to emulate what he was doing.”

Lyon was a Navy photographer during World War II, an assignment that took him to the White House, where he took a Christmas portrait of President Franklin D. Roosevelt and his extended family in 1944. He photographed President Harry S. Truman on his first day in the Oval Office following Roosevelt’s death in April 1945.

After the war, Lyon shot fashion assignments in New York City before returning to the Bay Area in 1946, where his family’s thriving real estate business awaited him. But he had other ideas.

“Photography wasn’t really an honorable profession,” Lyon told KQED in 2017. “It wasn’t a profession at all. When our family physician found out what I was doing, he said, ‘Oh Frederick, that’s no work for a you.’ But it’s the ideal pursuit for an inherently nosy person. You get to peek into everyone else’s life.”

A

ll through his career, Lyon was very busy getting those glimpses into the lives of others.

“We looked at his work logs — he logged in every shoot he did from maybe 1940 on,” Rozis, who married Lyon 20 years ago, said Saturday. “There were all kinds of interesting people, from sports to fashion to architecture to films. It’s just amazing. He said, ‘When I look at these job logs, it makes me tired.’ Every day there were two or more shoots.”

Meza says that Lyon set out to become a working photographer, a mission at which he was fabulously successful, but did not consider himself an artist.

“Nevertheless, he did become one,” Meza said, the proof being the enduring attraction of the images he captured. “If it is a generation or more removed from the viewer, like some of Fred’s fine art photography, it retains these powers and is not just a curiosity because it is antique. I think his artistic sense was derived from his abundant empathy, curiosity and intelligence.”

Children street-sledding down steep hill, North Beach, San Francisco, 1952. (Fred Lyon)

Fetterman says that, beyond the quality of his work, Lyon stood out as someone who embraced life and other people.

“He was a joyous character,” Fetterman said. “He was like Cary Grant. He was from another era of charm and manners and gracefulness — all of it genuine.”

The post Fred Lyon, Famend San Francisco Photographer, Dies at Age 97 appeared first on Los Gatos News And Events.

“And then at the age of 80, he starts a career as a fine art photographer,” Meza said — a career that was active right up until his passing. “He died working on two book projects. And just this last April, he had two books out — mine, and he was the largest contributor to another book, “San Francisco, Portrait of a City.”

Fetterman said he had not encountered Lyon’s work before seeing an image called “Foggy Night, Land’s End.”

“I thought I knew a lot about photographers and the history of photography,” Fetterman said. When he came across “Foggy Night,” he said, “I was totally blown away by it. I thought, ‘Why haven’t I heard of this man? Who is this man? This man is a giant — anyone who could make that kind of composition, I have to know more about him.'”

“Foggy NIght, Land’s End,” a 1953 image shot by San Francisco photographer Fred Lyon. (Fred Lyon/Peter Fetterman Gallery)

L

yon told KQED’s Pat Yollin in a 2017 profile that he became fascinated with photography early in his teens.

“Cameras were shiny objects,” he said. “I knew a guy who had one and he always seemed to have a lot of cute girls around him. I thought that if I had a camera, maybe I’d get girls, too.”

Lyon skipped two grades, graduated from Burlingame High School, apprenticed at a San Francisco photography studio at age 14, then attended the Art Center School in Los Angeles, where Ansel Adams was a teacher, a year later.

In a 2020 interview with “California Look” collaborator Philip Meza, Lyon recalled how he joined Adams and a select handful of other students on a summer trip to Adams’ home in Yosemite. He said he took from Adams certain artistic tenets, such as Adams’ famous admonition, “There’s nothing worse than a very sharp image of a very fuzzy concept.” But even then, Lyon said, he knew he needed to become his own photographer.

“My feeling was that I knew I could never learn all Ansel,” Lyon said. “I could never be more than a miniature Ansel Adams if I tried to be like him. I was never going to become a landscape photographer. I always seem to need to include some of the works of man in my work. Ansel was terrific and inspirational, but I didn’t want to emulate what he was doing.”

Lyon was a Navy photographer during World War II, an assignment that took him to the White House, where he took a Christmas portrait of President Franklin D. Roosevelt and his extended family in 1944. He photographed President Harry S. Truman on his first day in the Oval Office following Roosevelt’s death in April 1945.

After the war, Lyon shot fashion assignments in New York City before returning to the Bay Area in 1946, where his family’s thriving real estate business awaited him. But he had other ideas.

“Photography wasn’t really an honorable profession,” Lyon told KQED in 2017. “It wasn’t a profession at all. When our family physician found out what I was doing, he said, ‘Oh Frederick, that’s no work for a you.’ But it’s the ideal pursuit for an inherently nosy person. You get to peek into everyone else’s life.”

A

ll through his career, Lyon was very busy getting those glimpses into the lives of others.

“We looked at his work logs — he logged in every shoot he did from maybe 1940 on,” Rozis, who married Lyon 20 years ago, said Saturday. “There were all kinds of interesting people, from sports to fashion to architecture to films. It’s just amazing. He said, ‘When I look at these job logs, it makes me tired.’ Every day there were two or more shoots.”

Meza says that Lyon set out to become a working photographer, a mission at which he was fabulously successful, but did not consider himself an artist.

“Nevertheless, he did become one,” Meza said, the proof being the enduring attraction of the images he captured. “If it is a generation or more removed from the viewer, like some of Fred’s fine art photography, it retains these powers and is not just a curiosity because it is antique. I think his artistic sense was derived from his abundant empathy, curiosity and intelligence.”

Children street sledding down steep hill, North Beach, San Francisco, 1952 (Fred Lyon)

Fetterman says that, beyond the quality of his work, Lyon stood out as someone who embraced life and other people.

“He was a joyous character,” Fetterman said. “He was like Cary Grant. He was from another era of charm and manners and gracefulness — all of it genuine.”

The post Fred Lyon, Famend San Francisco Photographer, Dies at Age 97 appeared first on Los Gatos News And Events.

Written by

David Peter Alan, Contributing Editor

Amtrak’s new Alstom-built Acela II trainset, seen here testing on the Northeast Corridor, is expected to enter revenue service later this year. (Gary Pancavage)

RAILWAY AGE MARCH 2022 ISSUE: U.S. high-speed rail is a mixed bag, with some projects more likely to succeed than others.

As the Obama-Biden Administration began in 2009 and 2010, “High-Speed Rail” (HSR) became a buzz-phrase in transportation circles. The High-Speed Intercity Rail Program began, but quickly went nowhere. Democrats sponsored it; Republican governors in Ohio, Wisconsin and Florida killed proposed routes in their states. 

Only California planned a genuine HSR line, and that project was nearly dead three years ago. Today, it is alive again and making steady progress. So is Brightline in Florida and its subsidiary, Brightline West in Southern California and Nevada, at least as far as Las Vegas. What about the prospect of more fast and frequent service, which seemed possible for a brief moment about 12 years ago? How is the nation faring with efforts to establish high-performance passenger trains?

First, a definition. For the purposes of this article, “high-performance rail” includes passenger rail services that will achieve speeds of 110 mph or higher. This comports with the FRA’s standard for Class 6 track, where that is the top speed. Of course, it would also include faster trains on higher-tier track: Class 7 for 125 mph or Class 8 for 160 mph. The FRA allows Class 9 track with a speed limit of 200 mph, which meets the international standard for true HSR, as found in Europe, China and Japan. At this writing, there is no such track in the U.S., but a segment of it is under construction in California.

It has been a mixed bag for projects designed to deliver service at those speeds. There is an ambitious public-sector project in California, two that are being built by a private-sector company in different parts of the country, one that seems to be headed for the end of the line (not in a good sense), and some efforts to speed service on a few Amtrak routes. Every one of them is different, and some are more likely to succeed than others. Still, the prospect of high-performance passenger rail in the U.S. has moved beyond the realm of science fiction, even though it will not catapult the nation to the status of a world-class hotbed for HSR trains, like Japan, China or a number of countries in Europe.

A bit of recent history: When the Obama-Biden Administration was pushing its version of HSR, which was not as fast as the “real thing” running in Europe and Asia today, Joseph C. Szabo was Federal Railroad Administrator. Szabo “knew the railroad.” He had started on train and engine service in Chicago and had worked his way up, through his labor affiliation. The FRA sponsored a number of conferences about the Administration’s conception of HSR. Szabo remarked that it was easier to speed up a run by raising the bottom speed than by raising the top speed. Those of us who were familiar with the railroad knew this, while those who were not familiar with railroad operations probably did not, but it was Washington’s way of letting us know that applicants for grants should be looking toward what we are now calling “high-performance rail” rather than true HSR according to international standards.

Projects in Florida (Orlando to Tampa), Wisconsin (Milwaukee to Madison), and Ohio (Cleveland, Columbus, Cincinnati and Dayton, the 3C+D) received grants from the FRA, but Republican governors turned them down. Looking back at the projects, while it would have been good to have them added to the nation’s mobility map, it does not appear that they would meet the standard for high-performance rail. The money that would have gone toward them was spent elsewhere instead, but those projects have been proposed again in Amtrak’s Connect US plan for expanding state-supported trains and corridors by 2035, which was introduced in April 2021.

There was one other grant recipient: the California High-Speed Rail Authority (CHSRA), a public-sector agency that started building a line with some true HSR mileage, the first in the nation. The project has had difficulties through the years, including three years ago, when the FRA said the project could not be completed by 2022, and “de-obligated” its $929 million grant to CHSRA. In an article on the Railway Age website, Whither (Wither) High-Speed Rail?, which expressed general doubt about the future of HSR in the U.S., I pronounced the project dead. Its circumstances have changed since then, and it is now doing better.

The proposed system would start with a spine between San Francisco and Anaheim, through Los Angeles (Phase 1), now slated to open in 2030. Trains will originate in San Francisco at a new station to be called the Salesforce Transit Center. From there, they will proceed along the present Caltrain line on the Peninsula to San José and Gilroy, turn left and go east through the Pacheco Pass to a point in the Central Valley (and near the current San Joaquin line on Amtrak) between Merced and Madera, and then from Madera south to Bakersfield. From there, the line would go to Los Angeles through the Tehachapi Pass and the Antelope Valley, through Burbank, and into Union Station. South of there, the last segment would go to Anaheim. 

Construction is well under way in the Central Valley, with the first segment to be built between Merced and a point 19 miles north of Bakersfield. When completed, it will be the first piece of Class 9 track in the country, with a top speed of 200 mph. Plans call for a three-hour running time between San Francisco and Los Angeles when Phase 1 opens for service. Phase 2 calls for two extensions: from Merced to Sacramento on the north end, and a new route on the south end; from Los Angeles east to San Bernardino and then south through Escondido to San Diego. 

The CHSRA is pursuing federal and state funding, including cap-and-trade credits. The FRA gave the CHSRA the money it started to take away three years ago, and the CHSRA is hoping to raise more money to complete Phase 1 and the two Phase 2 extensions. If the line is completed, it will be the first true HSR line in the country, possibly the only one for decades to come. If the CHSRA runs out of money, the line would not get any closer to Los Angeles than the existing San Joaquin trains, terminating at Bakersfield and requiring a bus ride to continue to Los Angeles. The cost of the entire project may be as high as $105 billion, but the CHSRA hopes it can all be built for less money. We are living in economically chaotic times, but the CHSRA expects to raise the funds.

A private-sector corporation is moving forward on two fronts to establish service in two places. Brightline, a passenger start-up company, has been running fast conventional trains between Miami and West Palm Beach along the Florida East Coast Railway (FEC) and building an extension to Orlando Airport. Upgrades to the FEC main as far as Cocoa have been completed, and test runs are now taking place to familiarize crews with the railroad north of West Palm Beach. There is also construction in the area near Orlando Airport, with plans to connect to Cocoa with a new railroad built along Florida State Route 528. Brightline is looking to provide a three-hour ride, with a speed limit of 110 mph on the segment between West Palm Beach and Cocoa, and 125 mph from Cocoa until the last few miles near the airport. Plans call for service to start in 2023.

Brightline has plans for further expansion to Tampa and a station on Disney property called Disney Springs, between the two. This writer has suggested here in Railway Age that running some trains that would make additional stops between West Palm Beach and Cocoa, and eventually to Jacksonville for connections to Amtrak trains going north to New York and other Northeastern cities, would bring tourists to the east coast of Florida and increase mobility for people living there.

Brightline West

Brightline’s other initiative is Brightline West, formerly known as DesertXpress and XpressWest before Brightline bought it in 2018. The original plan was to run between a point in the Victor Valley to Las Vegas, a plan that was roundly criticized for lacking a connection to the Los Angeles Basin, a catchment area with millions of residents, many of whom do not have automobiles. Brightline West’s current plans solve that problem with a new segment that would run eastward from a park-and-ride station in the Victor Valley to Rancho Cucamonga, a stop on the San Bernardino Line operated by Metrolink, the regional/commuter rail system. Service on that line is the most-robust of all Metrolink lines; it would provide a two-seat ride between Las Vegas and Los Angeles Union Station. The top speed on the segment to Las Vegas would be 180 mph, the average speed would be 115 mph, and the trip would take two hours. With the 75-minute trip on Metrolink, trip time from the City of Angels to the gambling mecca would be 3.5 hours, faster than a trip on the highway. Brightline officials plan to run a train every 45 minutes, and service is slated to begin in 2026, an ambitious schedule for building a new railroad. There are also plans to serve the region north of Los Angeles with a line to Palmdale that would offer connections to California’s high-speed line and Metrolink’s Antelope Valley Line.

While signals appear green for Brightline, both in Florida and for Brightline West, and yellow for the California HSR project, indications are red for Texas Central, a private-sector initiative that plans to build a true HSR line between Dallas and the intersection of two highways several miles from Houston, using Japanese Series 700 Shinkansen equipment and technology. The issues are land acquisition and the demands of people who live along the potential  line, but nowhere near a stop. Brightline was able to beat back a legal challenge from counties along with Florida coast where the trains would run but not stop, but Texas Central will probably not do as well. A lawsuit by a landowner may stop the line in its tracks.

James Frederick Myles, a landowner along the proposed line, objected to the railroad using his property and sued, in a case covered extensively on our website. The trial court agreed with him, the appellate court reversed and found for Texas Central, and the Texas Supreme Court turned down the case. Then, suddenly, the Court decided to take the case, invited the state to intervene, and has already held oral arguments. Republicans in the area have opposed the project vigorously, while Democrats in Dallas and Houston support it. All nine of the justices on the Texas Court are Republicans, either elected or appointed by Gov. Greg Abbott. While courts can always come up with a surprise, it appears highly likely at this writing that Texas Central is coming to the end of the line, a casualty of the rough-and-tumble world of Texas politics. To make matters worse for Texas Central, Rep. Jake Ellzey (R-Tex.) opposes the project and has introduced a bill in the House that would prohibit any HSR project from starting construction until it has acquired all the land it needs. It is unclear whether or not the bill would pass, but it could seriously jeopardize HSR, nationwide.

Rep. Jake Ellzey (R-Tex.)

There are some plans for faster trains on some Amtrak lines, but it is unclear when the speed increases will occur. Parts of the line between Chicago and Detroit are being upgraded for 110-mph operation, as are parts of the line between the Windy City and St. Louis. Yet, running times on both lines have not decreased substantially in decades. It currently takes almost 5.5 hours to get from Chicago to either Detroit or St. Louis, although schedules on the latter line have been trimmed by about 10 minutes lately, for 90-mph operation. Higher speeds will require upgrades to the existing PTC (Positive Train Control) technology.

There are also places on the Northeast Corridor (NEC) where trains run at high-performance speeds. Acela trains can run at 150 mph on portions of the line in Rhode Island, while they can run at 135 mph on the Speedway in central New Jersey and at 125 mph in other areas. Conventional Northeast Regional trains run at 110 mph. There are plans for higher speeds under the proposed NEC Future initiative, an FRA process that issued a Record of Decision (ROD) in 2017, but no measures to increase train speed have been implemented. Today’s Acela trains average 78 mph between New York and Washington, D.C. and slower to Boston. The Keystone Corridor between Philadelphia and Harrisburg is rated for 110 mph. 

— Moving toward a HSR future requires cultural change, not just faster trains on upgraded lines. —

Chicago advocate and railroad historian F.K. Plous raised an issue about the definition of “high-performance rail” in terms of providing enhanced mobility for riders. While speed is a component of high-performance, Plous contends that there are others, too: safety, frequency of service, reliability, and connectivity with other trains and local transit. Plous told Railway Age that true high-performance rail requires networks, not merely individual rail lines. He offered the Lincoln Service Amtrak line between Chicago and St. Louis as an example of a line where connectivity is weak. He stressed that a truly high-performance rail network is one that saturates the market by getting motorists off the highways.

Improving passenger rail performance enough to entice motorists out of their automobiles and onto the train would also improve mobility for non-motorists. The issue that Plous raises deserves serious thought, as elected officials, transportation officials, managers and rider-advocates prepare for a future that we hope will have more and better rail passenger service than the nation has today. Moving toward such a future would require more than merely planning and implementing faster service on selected rail lines. It would require cultural change. 

Categories: C&S, Freight, High Performance, Intercity, M/W, Mechanical, News, Passenger, PTC
Tags: Amtrak, Breaking News, Brightline, California High Speed Rail Authority, Texas Central Railway

The post Transferring Ahead—At Restricted Pace – Railway Age appeared first on Los Gatos News And Events.

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SAN FRANCISCO (CBS SF) – Janice Mirikitani – co-founder, activist, poet and wife of the Glide Memorial Church, Rev. Cecil Williams – died Thursday morning, according to a church announcement. She was 80 years old.

The post on the Glide website said Mirikitani died with family and friends by her side.

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Janice Mirikitani (Glide.org)

“Our hearts are full of sadness and the tremendous love that it embodied. Janice accompanied everything she did with wild courage and willpower, ”the statement said. “She told her truth and inspired others to accept and celebrate themselves, each other and all of our differences.”

Mirikitani was born on February 4, 1941 in Stockton, California, to a Japanese immigrant couple in the San Joaquin Valley. During World War II, she and her family were interned at the Rohwer War Relocation Center in Arkansas.

She studied English and creative writing, graduated with a Bachelor of Arts from UCLA and worked intermittently as a teacher in Contra Costa County before finding her calling at Glide Memorial Church in Tenderloin in the late 1960s.

Mirikitani went from being an administrative assistant in the church to being a program director, and through her work with the church she began a lifetime of activism and advocacy for marginalized people and communities.

“Janice helped shape so much of the early vision and roots of GLIDE’s impact,” the Church’s statement read. “Your work touched many areas, both in church and on the street in Tenderloin and in San Francisco.”

Mirikitani married the co-founder of Glide, Rev. Cecil Williams, in 1982, and became president of the Glide Foundation that same year. She also continued her work as a writer, poet, and editor, wrote a number of books, and became San Francisco’s second prize-winner in 2000.

Several San Francisco officials issued public statements after news of Mirikitani’s death became known.

“Jan Mirikitani was one of the real lights of our city. She was a visionary, a revolutionary artist and the embodiment of the compassionate spirit of San Francisco, ”read a statement from SF Mayor London Breed. “As a poet, also as Poet Laureate of this City from 2000 to 2002, she used the power of her words to advance the fight for equality and to call for a more just and peaceful world. Through her work at Glide Memorial Church, she and her husband, Reverend Cecil Williams, served our most vulnerable residents for decades and offered everyone a place of refuge and love. “

San Francisco State Senator Scott Wiener posted a memorial service on Twitter with the words: “I am heartbroken that our beloved Janice Mirikitani has passed away. Jan was one of the most extraordinary people I have ever met, he combined strength and love like no other. “

It breaks my heart that our beloved Janice Mirikitani has passed away. Jan was one of the most extraordinary people I have ever met and combined strength and love like no other.

My condolences to the love of their lives Cecil Williams, the entire @GLIDEsf community and all of San Francisco.

– Senator Scott Wiener (@Scott_Wiener) July 29, 2021

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San Francisco District Attorney Chesa Boudin posted a short clip of Mirikitani reading a poem during a recent online summit on hate crimes and the safety of the AAPI community.

It’s heartbroken to hear about the death of Janice Mirikitani, SF Poet Prize Winner, Glide Co-Founder and a visionary, influential person.

She read a poem at our last summit on hate crime and the safety of the AAPI community and moved us all with the power of her words.

Rest in power. pic.twitter.com/YJNRE4tXzv

– Chesa Boudin 博彻思 (@chesabudin) July 29, 2021

SF overseer Matt Haney also posted on Twitter.

We lost a legend today, the First Lady of the Tenderloin, a poet, someone who loved people, all people and had endless compassion, grace and vision. Rest in power, Dr. Janice Mirikitani.

I grieve for the glide community and the countless people whose lives they have touched.

– Matt Haney (@MattHaneySF) July 29, 2021

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A monument to Mirikitani is arranged. No cause of death was disclosed.

The post Glide Church Co-Founder, Poet and San Francisco Activist Janice Mirikitani Dies at Age 80 – CBS San Francisco appeared first on Los Gatos News And Events.

Ann Russell Miller was most of 20 years pregnant and more than 60 years rich – really rich.

The San Francisco celebrity gave birth to 10 children – five boys, five girls – and raised them in a Pacific Heights mansion, spent nights at opera and charity events, and enjoyed extravagant vacations on Mediterranean yachts.

Then, one day after her 61st birthday, Miller traded her Imelda Marcos-like, cedar-lined shoe cabinet filled with the likes of Givenchy and Versace for a pair of Birkenstocks and entered a nunnery, the austere, austere, and monastic Order of the Discalced Carmelites just outside of Chicago.

She died on June 5 after a series of strokes after gardening, ironing, cleaning, praying and sometimes breaking the rules, including punctuality rules, there for nearly 31 years. She was 92 years old and had no physical contact with her 10 children and 18 grandchildren over the decades.

The night before she left for the nunnery, Miller – who had been widowed five years earlier – hosted a farewell party for 800 guests at the San Francisco Hilton, where caviar, seafood and chicken were served in a pepper and beurre blanc sauce.

Friends and family thought she would eventually give up the life of silence, solitude, and housework. Or get kicked out.

Her days were filled with at least eight hours of prayer, the rest of her life was limited to the confines of the monastery, where she slept in a cell on a thin mat. The once talkative doyenne was silent for up to 22 hours a day.

She wasn’t the perfect nun. She could not sing, so she was a disturbing addition to the choir, and the mother superior noticed that she was kneeling in a slight indentation in the floor in penance. Even in a monastery, Miller was always late for anything, her family said.

In 1994, five years after her arrival, Sister Mary Joseph of the Trinity took her vows and became a bride of Christ.

Sister Mary Joseph never hugged her family or friends again. They could visit them, but only with a staggered double row of iron bars in between. She never kept many of her 28 grandchildren and 16 great-grandchildren.

Her oldest child, Donna Casey from San Francisco, remembers the day after the farewell party when the family gathered in their hotel room for mass and said goodbye.

“She couldn’t believe she had so many crybugs in the room,” Casey said.

Her decision and her departure were “very dramatic,” she added.

“I’ve been trying to explain it for 30 years,” said Casey.

Miller was born Mary Ann Russell on October 30, 1928, the daughter of Donald Russell, future chairman of the board of the Southern Pacific Railroad, founder of a gas and electricity company that became Pacific Gas & Electric.

Her ancestry includes the Folgers coffee family and the founder of Wells Fargo.

She was often featured in society’s columns and numbered Marie Gallo (California Wine Empire), singer Loretta Lynn, Nancy Reagan, and comedian Phyllis Diller in hundreds, if not thousands, of friends. She drank, smoked and played cards. And she was very fond of shoes. She was an open water diver and drove far too fast in her cars, which for years included a pinto.

Raised a Catholic, she and her husband were Goldwater Republicans, which scandalized the John F. Kennedy Democrats. But she liked to throw large dinner parties that could be attended by foreign dignitaries or friends – at least a third of whom were gay, her family said – and priests.

She also traveled around the world often, always with a priest in tow to make sure she didn’t miss the daily mass.

Miller and her husband, according to their daughter Donna, were trying to raise a bevy of conservatives with their 10 children.

But God and the Catholic Church were at the center of their lives. Both she and her beloved husband were pious and had spoken of joining a religious order that accepted couples once their children were married.

Richard Miller, chairman of the San Francisco Opera Association, died of cancer in 1984. The renowned mezzo-soprano Frederica von Stade sang at his funeral.

But as sociable and generous as Miller was to her friends, she also challenged her children and insisted that they lead righteous lives and marry within the Church.

If they did not get divorced or did divorce, they were shunned, or at least their non-Catholic spouses and children.

Their ninth child was kicked out of the house at the age of 18 because of an affair with a girl.

Mark Miller hasn’t seen his mother in years. He was 24 years old when she entered the monastery and he visited her twice in the intervening years.

His relationship with her, he said, was complicated.

Her oldest, Donna, said the decision to live in cloister was the right one.

“She would not have been happy with the way our children and their children had led their lives,” she said. Instead, she could spend her life praying for them.

Son Mark said he understood her desire to devote himself to God but still cannot imagine that three decades ago she traded a glamorous and privileged life for a thin mat.

It was “the absolute opposite of how she had lived her life until then,” he said.

And in San Francisco it was shocking.

“When people think of San Francisco and Nun, they think of Sisters of Perpetual Indulgence,” said Mark Miller, referring to the Order of Queer and Transactive Nuns.

Before her departure and the last farewell party – where one participant stated that it was like “a funeral, a tragedy, only the victim looks relaxed and happy” – she traveled around the world to say goodbye. These included a cruise to Malta, a trip to Palm Springs to visit Bob and Dolores Hope, and trips to Hong Kong, Tokyo, and an English country mansion for a ball.

Perhaps, said her ninth son, one thing was missing in her life: peace and quiet.

She has three decades of it.

Sister Mary Joseph will be buried in the Carmelite compound in Des Plaines, Illinois, and private funerals will be held on Wednesday, the family said.

“I’ve been told how wonderful I was all my life and I believed it,” Miller told friends before leaving San Francisco to go to the monastery. “This is the next part of my life.”

The author Peter Hartlaub contributed to this story.

Jill Tucker is a contributor to the San Francisco Chronicle. Email: jtucker@sfchronicle.com Twitter: @jilltucker

The post San Francisco socialite left behind caviar, yachts and her household to grow to be a nun at age 61 appeared first on Los Gatos News And Events.

What other praise can possibly be said for Mary Poppins that has not been widely known for decades? Often viewed as Walt Disney’s magnum opus, it has been a favorite of fans young and old around the world since it premiered in 1964. But on closer inspection, is the film practically perfect in every way?

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The modern viewer has changed a lot since the 1960s, and certain elements, creative choices, and techniques of film have a tendency to leave them hanging in the era. Besides that, how much of everyone’s favorite nanny has really stood the test of time?

10 Dated: Dick Van Dyke’s accent

If there’s one thing everyone and their mom are going to mention in this movie, it’s Dick Van Dyke’s terrible attempt at a Cockney accent.

The guy is still an incredible talent and was reportedly a delight during production, but at times a distinctively American actor with a British accent comes across as forced and untrained. However, since Bert is more of a weird character, it’s a more forgivable sin.

9 Timeless: Bert and the chimney sweep

As for Bert, it cannot be denied that he and his chimney sweep friends are one of the highlights of the movie. His accent may be bad, but his person is so warm, charming, and welcoming that audiences can’t help but be drawn to his positive energy.

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Bert alone is one thing, but team him up with his legion of chimney sweeps on the rooftops of London and it becomes one of Disney’s biggest party scenes that will keep everyone busy.

8th Dated: (some) special effects

To be fair, a lot of the special effects in this film were revolutionary for the time thanks to Walt Disney and his team at Imagineers. The floating effects, moving furniture, and dancing toys look pretty decent by today’s standards, but some have lost their novelty.

However, the robin, the stair illusion, and the letter in the fireplace are all obvious mechanics, illusions, or camera tricks. It’s not incredibly noticeable, but it is noticeable nonetheless.

7th Timeless: the music

Mary Poppins has won several Academy Awards, including Best Picture, but one of his crowning achievements is that she won for her music. “Chim-Chim-Cher-Ee”, “A spoonful of sugar” and “Let’s fly a kite” are just some of the classics featured in this music film.

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There isn’t a Disney fan out there who doesn’t know at least one song from the movie. The Sherman Brothers really outdid themselves on this one, resulting in a soundtrack that is absolutely supercalifragilisticexpialidocious.

6th Dated: Jane and Michaels Performances

Child actors have some sort of stigma, and unfortunately, Karen Dotrice and Matthew Garber, who played Jane and Michale, were no exception.

It’s not that her acting was bad in any way, but at times her appearances for characters in a Walt Disney production were a little dull. But since Mary Poppins and Bert are more in focus than they are, their shortcomings are easily dismissed.

5 Timeless: the animated characters

Disney is responsible for creating some of the most popular cartoon characters in the history of the medium, and they in no way skipped the comic book antics for Mary Poppins.

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The penguin waiters in particular are some of the most memorable characters to pull out of the inkwell, and even the band at the horse racing celebration is familiar to the average Disney fanatic. It’s a simple case of Disney doing what they do best.

4th Dated: Animated interactions

Given the previous statement, some of the animated interactions are a little (and literally) flat compared to the animation techniques that are updated today.

For example, the piece in which Bert dances with the penguins is adorable and hysterical, but when they stand next to him the penguins still look like two-dimensional characters. It was impressive for the time, but it’s not Roger Rabbit. Kudos to the continuation to improve the technology.

3rd Timeless: Mary Poppins herself

Mary Poppins is one of the most magically charming people to ever find their feet in a Disney movie, and to this day she is considered “practically perfect in every way”. She’s cute but occasionally sarcastic, she’s nice but firm, she’s happy and yet knows when to hold the cards.

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There is a laundry list of reasons why she makes for a fun and entertaining character, but both Disney and actress Julie Andrews share responsibility for this.

2 Dated: The Forced Platonic Relationship

Anyone who knows anything about the development of this film knows that Mary Poppins’ writer, PL Travers, had many provisions regarding the filming of her book, including the fact that there is no hint of romance between Mary Poppins and Bert.

That being said, Disney followed the directions, but the chemistry between Mary Poppins and Bert is incredibly adorable, and the platonic nature of their friendship feels incredibly forced. Just listen to her verse “Jolly Holiday” for more evidence.

1 Timeless: the message

Mary Poppins’ message and overarching themes play like no other with the emotional vulnerability of the audience. Childhood and family are not items that should be regulated and planned, there is always time to be kind, and there is such a thing as too much investment in your work.

These are just some of the movie’s tenets / morals, but they are timeless messages that shouldn’t be forgotten regardless of the movie’s flaws.

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Harry Potter: the main characters and the muggle job they would be perfect for

The post 5 Issues That Did not Age Properly (& 5 That Are Timeless) appeared first on Los Gatos News And Events.

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The post Vaccine Provide Beginning to Catch As much as Demand as Age Restrictions Ease – CBS San Francisco appeared first on Los Gatos News And Events.

UNITED STATES – COVID-19 literally brought California to a standstill. As you can imagine, the demand for public transport has decreased since the stay at home orders came into effect. Even as the Golden State opens up, Californians don’t seem that interested in returning to Caltrans. In fact, many analysts are striving to understand how COVID-19 can permanently transform transportation in California.

While no one knows what the transit will look like after COVID, some trends are emerging. Hopefully these data points will help executives in Sacramento develop actionable transportation policies to keep California moving.

The Mass Transit Meltdown – How COVID Threatens California’s Public Transportation Sector

There is no way to gloss over the devastating effects of COVID-19 on public transportation. New reports suggest that the average number of mass transit journeys in the US fell nearly 60 percent in 2020. With more people avoiding crowded subways and buses, there is little evidence that these numbers will rise again anytime soon.

In fact, new data from Google shows that public transportation demand in California continues to be well below pre-pandemic levels. Tech-savvy San Francisco has been hit particularly hard by the stay-at-home economy. According to Google, the SFMTA driver count fell 70 percent below the average. While these declines aren’t as dramatic as in other California cities, Google estimates that the number of drivers in Los Angeles and San Diego is at least under 50 percent.

At this point in time, public transport can only survive with government aid – and that is exactly what the cities are getting with President Biden’s American rescue plan. That $ 1.9 trillion stimulus bill raised at least $ 30.5 million for public transportation. Units like the Golden Gate Bridge, the Highway, and the Transportation District say that relief should help them retain hundreds of employees through 2021.

While the federal incentive will undoubtedly help, public transport still faces a bleak future. Although scientific data suggests buses are much safer than bars, surveys suggest that many people are not happy with local transport. Public transport executives need to rethink their business model if they are to survive after COVID.

So long subways! – The rise in used cars

Just because Californians don’t use local transportation doesn’t mean they don’t drive around the state. Indeed, COVID-19 appears to have revitalized the used car market.

Car dealers like CarMax saw demand spike during the COVID-19 pandemic. New figures in California also show that gasoline sales are steadily increasing every month. While gas sales were below 44 percent in March 2020, they rose to below 16 percent by November.

What’s even more noticeable is that the February 2021 traffic reports show that car traffic in San Francisco is only 13 percent lower than before the pandemic. In contrast, the demand for mass transit in San Francisco remains 70 percent below average.

Many environmentalists have raised concerns about this so-called “carpocalypse”. Even if cars are “electrified”, they still make a significant contribution to global warming. Environmental politicians have urged lawmakers to look for ways to build trust in local public transport or increase funding for environmentally friendly transit options.

But environmentalists are not the only ones concerned about this increase in car traffic. Although the total number of accidents has decreased during the COVID-19 pandemic, California police have noted an increase in extreme speeds.

According to an accident study, CHP distributed at least 46 percent more tickets in 2020 than before COVID. When police responded to speeding accidents, they said there was a higher chance someone would be killed or seriously injured.

With California reopening, leaders must consider the environmental and safety implications of increased motoring. One suggested solution is to pay more attention to … “Pedal Force!”

Slow Roads and Bicyclists – The Post-COVID Commuter Traffic in California?

On the upside, COVID-19 appears to have inspired more Californians to wipe their bikes. Indeed, as more and more Americans sought out socially distant transit options, the sale of bicycles went over the roof. Interestingly, there was also an increase in e-scooter rentals during the COVID-19 pandemic.

With fewer vehicles on the road, more people felt comfortable driving through cities in 2020. To better accommodate cyclists, cities like Oakland and San Francisco blocked several streets for through traffic. These so-called “slow streets” gave pedestrians and cyclists more space to get where they needed to go.

It is currently unclear whether initiatives such as “Slow Streets” will persist long after COVID-19 has passed. However, if more people become interested in micromobility, cities will likely invest in projects that have more to do with walkability. According to recent polls in LA, more than 80 percent of locals want “slow streets” to persist after the pandemic.

One thing is certain: local executives have never been as open to radical infrastructure changes as they are today. Cycling communities are confident that cities will use this opportunity to create greener, healthier cities.

The post “Transferring By way of” The COVID Age — How Coronavirus Has Modified Transportation In California appeared first on Los Gatos News And Events.