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callme-barnes · 5 years ago

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Beauty & Brawn (Part 5)

Summary- You are the top scientist in all of New York, the one that no one knows. Going through the science field as a woman is hardly easy, let alone rewarding. You’re bombarded with misogynistic men who only see you as a pretty face, not knowing that you have the mind of a thousand scientists combined. That is until you meet Tony Stark, the genius billionaire who could quite possibly be the answer to your prayers, and your heart.

Pairing: Tony Stark x Reader

It’s been a while. Catch up here!:

Part 1 Part 2 Part 3 Part 4

It was about 6 in the evening and you had officially been staring at the outfit lying on your bed for 40 minutes. This also included the not so healthy talking to yourself that you were having.

Why did you even think you could do this? Do you know how long its been since you’ve gone out? How long since you’ve last worn heels? You’re going to fall flat on your face and he’s going to laugh at you and your evening is going to go exactly like that.

You quickly inhaled and shut your eyes, forcing the negative thoughts to float into the back of your mind before you grabbed the dress and slipped it on over the nice black lingerie you had saved for a special occasion. Not that Tony was going to see your lingerie that evening, but it always felt nice to have something sexy on under your clothes just to give you that extra ounce of encouragement and self esteem.

The dress was long and curve hugging, cinching in at your waist and falling down loose past your hips. The slit going up your right leg was just high enough to show some skin but low enough to leave something to the imagination. It had a nice low U-shape neckline that flaunted your breasts but was also modest. You took in a deep breath and turned around to look in the mirror. It had been such a long time since you’ve seen yourself in anything even remotely fancy that it kind of made you nervous and giddy all the same time. Looking at the clock you saw you still had about an hour and a half to get ready so you walked over to your vanity and began to put on some makeup, turning on your favorite playlist and singing along to help release your nerves.

It was now 7:45 and you were ready to go. Your heels complemented your dress, and your hair fell nicely down your back in large loose waves. You heard the buzzer for your apartment buzz and you quickly took one final breath before quickly walking over and answering it.

“Hello?”

“Hello Ms. Y/L/N. I am here to escort you to dinner”

You smiled and rolled your eyes slightly at his tone and shook your head in amusement

“I’ll be right down”

You quickly walked over to your floor length mirror and checked everything again. You fluffed up your hair, did a couple of quick turn, reapplied some of your lipstick although it was already perfect, and then you grabbed your phone and your small bag and walked out into the elevator.

The ride down was full of anxiety and if anyone else was in the elevator with you you’re sure they would have felt all that energy rolling off of you like heat waves from the sun. The elevator ding sounded and you looked up seeing you were already on the ground floor. You took in one more deep breath in and then walked out when the doors opened. The first thing you saw was Tony’s figure. He was looking down at his watch and twiddling his fingers as though he was just an average man, nervous to to meet a woman for the first time. He never looked up and if anything he probably looked like he was gathering his own thoughts.

You walked over and put on a smile, tapping Tony on the shoulder and he immediately turned his head to take you in. His eyes roamed, from your head right down to the very tip of your feet. The gaze he was giving you made you nervous and you shifted under it before he cleared his throat

“Well if I’ve ever seen a more beautiful woman in my life I couldn’t remember”

You took the time to let out a nervous chuckle and looked down before looking back up at him

“Thank you. I wasn’t sure how fancy or how not fancy to dress so I’d say this is in between”

Tony shook his head and sent you a smile

“You look amazing. Even if we were going out to watch a movie or eat at a fast food restaurant I still wouldn’t even think about telling you since you might change”

His tone was one of playfulness and you smiled brightly at him

“Shall we?”

Tony quickly gathered his wits

“Sorry. Yes, yes we shall”

He stuck out his arm for you to take and you did so without a second thought. Talking to him was so effortless you couldn’t even remember why had you had been so nervous in the first place. You both walked out towards the front of your apartment complex and you saw his very nice black car. He opened the door for you, you sent him a polite thank you and he got into the driver’s side and you were off.

Dinner flew by and now you were both back at the tower going over Tony’s new idea

“I like it. I think it could help a lot of people by giving them access to clean water all the time. How much are we thinking this is going to cost for the countries that want to purchase it?”

“And that’s where you come in. See I want to do this as more of a humanitarian project. I don’t want this to cost a fortune, if those who need it can’t afford to have clean water now I wouldn’t want them to stress out about being able to purchase this mechanism. I want it to be affordable”

You pouted your lips out a bit and felt your thoughts racing before a light bulb went off

“We’d have to make it as biodegradable as possible. If you can locate the pieces we need that are either recycled or if they are pieces that are broke and going to be used for scraps, we could get them cheaper, I can fix them and then we wouldn’t have to charge an arm and a leg for it”

Tony nodded along before smiling

“And that’s why you’re working with me. I’ll start looking for suppliers tomorrow”

You smiled at Tony and fixed your dress. You were seated on top of the lab counter, your legs dangling and your mind racing with all the ideas that you has planned

“So Y/N, tell me more about you. I know the basics, I know you graduated at the top of your university on the Dean’s List. But how is it you’re so good at everything? I know I��m smart, but your brain kind of functions like a little computer and it’s the most, impressive thing I’ve seen in my life”

You looked up at Tony before smiling and wiped your hands on your thighs since they had since gotten sweaty from being alone in the same room with Tony

“Well, that’s because it practically is. When I was a kid, I used to get these horrible migraines in school and the longer I was in school the worst they got. Then in about middle school I had a moment in my chemistry class where we were dissecting an earthworm, and my vision kind of zoomed in a little and I was able to vividly see the entire system of how it worked and what was lying even beneath what the normal eyes could see. I started being able to solve Calculus problems without a piece of paper or a calculator by 7th grade. I just...I don’t know my brain kind of works where, if I’m asked something, I put everything together in my head, sometimes so fast where I don’t even register what I’m doing. I wouldn’t say I can see into the future or something, but my brain goes into overdrive and I’m able to kind of do trials in my head of every possible way something could go and I’m able to accomplish what I can because of that”

Tony was leaned back against the counter in front of you, listening to everything you were saying almost like he was trying to memorize all of it.

“What about family life? Any brothers, sisters? Mom? Dad?”

You furrowed your eyebrows and looked down

“None. Well, technically I do. But I don”t talk to them anymore”

“Why’s that?”

You took in a deep breath and looked up at him

“When I was in 7th grade, my counselor at school spoke to my parents about me. At first it was because there were complaints from my teachers, saying I must be cheating during tests or cheating during spelling bees and science competitions because I never missed anything. But my counselor was a nice older lady and I trusted her with what I was able to do. She believed in me so she told my parents I should be going to school at a math and science academy or a more top tier school. When I was younger we were poor. We were living 5 in a single room apartment, my mom, my dad, me and my two sisters. They signed me up into a great school like my counselor said. But I had to receive financial aid and scholarships because we weren’t able to afford it. Long story short instead of using the money I was receiving to keep me in school, they were keeping it to themselves and not paying my classes. We owed thousands of dollars to the school so I was kicked out and for high school I was back in public school”

Tony furrowed his eyebrows and looked down

“That’s insane. I can’t believe they’d do that”

“Neither could I. And it only continued in high school. I was getting prize money for doing inventions and projects and winning the competitions. But I never saw that money. I always figured it was the least I could do, since I lived under their roof and they were clothing me and feeding me. But one day I was unable to compete because my teacher wanted to give others a chance. My parents found out, they blew their shit, and I kind of became an outcast after that. I stopped enjoying science and just kind of did mediocre work. At 18 I left for college and I just never kept in contact”

Tony looked back up at you before exhaling, moving from his previous position to stand in front of you. You were so close you could feel his thighs brushing against your knees and you looked up at him

“Well it was a nice turn of events in a way. Now what they couldn’t appreciate I can. I...I know this might be inappropriate, and please, stop me at anytime, but you are the most gorgeous, smartest woman I’ve ever met. And I want to know more about you, and I want to help you reach any goal you want to conquer. I just, the short time you’ve been here has been so great”

You bit your lower lip

“Tony what....”

But before you were able to get your thoughts out, his lips came to yours and his hands moved to cup your cheeks to pull you closer. You were surprised and your heart was racing, but you felt your body instantly react and you kissed him back. Your hands moved to rest on his waist and he took that as an opportunity to pull himself closer to you. You could feel his heart beating against his chest and you melted deeper into the kiss. He pulled away and opened his eyes to look at you. You looked back but before he was able to say anything JARVIS spoke

“Mr. Stark, Fury is here. He’s called an emergency meeting and would like to meet in conference room 3″

You furrowed your eyebrows unable to decide if you should say something but Tony beat you to it

“He’s always had such amazing timing”

#iron man x reader #iron man drabble #iron man fluff #iron man imagine #tony stark x reader #tony stark drabble #tony stark imagine #tony stark fluff #marvel drabble #marvel imagine #marvel fluff

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bigsmegbehua1977-blog · 5 years ago

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ckret2 · 7 years ago

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Forty-Five Missiles

Prompt: "Something happy with Prowl?"

Check it out, the first thing I ever got money to write! Which is why I got stage fright/writer's block and it took me a month to write! Sorry about that.

In which Prowl shows off his only two skills: calculating trajectories and orchestrating massive plans.

If you want a tiny fic/story, buy me a coffee and leave a prompt in the comments!

(Feel free to reblog/add comments)

Seventeen Autobots, with vents frozen, stared up at a screen. It was displaying a black sphere covered in still, bright purple dots. Slowly approaching the purple dots were several blinking red ones.

It was the most fascinating bunch of dots any of them had ever seen.

Eight star systems away from the nearest Autobot base, and twelve planets away from their current temporary station, was a Decepticon outpost—a weapons manufacturing facility, being run by alien slave labor. Aside from the slaves, it was almost entirely automated, with less than a dozen Decepticons to control tens of thousands of laborers. Less than a dozen was all they needed—most of the work of controlling the slaves was performed by an automated weapons system that corralled the population and fired on prisoner fights, dispensed food only when work quotas were met, and sounded alarms when it detected the barest whisper of rebellious talk. Furthermore, they'd all but eliminated the possibility of escape or rescue by completely seeding the star system with mines that could sense, chase, and destroy anything that got too close to them. Just outside the orbit of the planet, the net of mines was so dense, it dimmed the sunlight. Not even a car could squeeze between the mines undetected.

A car couldn't—but forty-five missiles with meticulously-calculated trajectories could.

Which was why Prowl was here.

And one way or another, it was thanks to Prowl that they were all here. It had been one of his agents, still undercover in the Decepticons, who discovered this weapons manufacturing facility. It had been another agent (Skids, who was in the room now, although no one else had been told his role in all this) who had discovered while on a diplomatic mission that the facility was populated by enslaved alien—shortly before the Autobots had planned to throw so many bombs at the planet the surface would be liquefied even after the mine field took out some. They’d had to immediately cancel that plan and look for some way to destroy the facility without killing the aliens.

Over the next couple hundred years, Prowl had slid another spy into the group of twelve Decepticons stationed on the planet, to get them intel from the inside; had sent three scouts to painstakingly map out the galaxy; and had personally mapped the movements of every mine, celestial body, and asteroid belt in the system.

It had been Prowl who had tracked down someone at the Kimia Facility who could design missiles small enough and maneuverable enough to get through the narrow gaps, thus Wheeljack’s presence too. (Not because Wheeljack had made the missiles, but because somebody who knew how they worked had to be there to get them prepped and install the guidance software, and—according to Wheeljack—the missiles' actual inventor shouldn't be trusted within ten lightyears of a planet full of unknown Decepticon weapons tech, lest he be inspired.) And Prowl had consulted with a dozen different tacticians, two of whom were in the room now, before selecting the forty-five targets they would aim for on the planet below.

Even Springer and Impactor were present, the rest of the Wreckers waiting on their ship—"Either to go take those dozen Decepticons alive," Prowl had said, "or to fight their way in if the missiles don't work."

If the missiles didn't work, it could mean anything from the death of all the aliens on the planet, to the swift location and annihilation of the small Autobot station from which this operation was being carried out.

The latter of these risks was the reason—the only reason—that Optimus wasn't present for such a major operation. (Prowl had spent several weeks talking him out of coming.) But he was here in spirit, hovering spectral green in the room through a hologram projector. Watching.

They were all watching.

Watching the missiles, and watching Prowl.

Prowl was sitting at the front of the room, looking straight up at the projection of the globe, his optics glowing so bright they were almost white. His processor fans were audible from every corner of the room, whirring furiously to keep pace with his calculations. The only sound competing with them was the clicking of his fingers on a keyboard. He'd decided that this operation was too delicate for him to risk letting the missiles go down on autopilot, and so he was flying them manually.

Who else could do it? Of all the Autobots here, only Springer came close to matching Prowl's ability to track and calculate a multitude of trajectories at once—but unlike Prowl, he could only track them. He'd never needed to learn how to manipulate them. It had to be Prowl.

Wheeljack had offered to set him up with a joystick to pilot them, but Prowl had declined, for two reasons. One, he wasn't dexterous enough to use one; and two, a joystick could only control one, but he needed to steer all forty-five. Yes, simultaneously. No, he couldn't fly one at a time—many of their targets were interstellar comm towers and most of the rest controlled the weaponry aimed at the native population. If they only hit one or some of the targets in the first wave then the Decepticons might radio for help or slaughter their hostage slaves. It had to be all of them, at once.

Prowl had been planning this operation for centuries. Everyone in this room knew it, because he'd brought everyone to this room as part of that plan. Everyone in this room knew what it might cost if a single thing went wrong. And they were all watching him, as he adjusted the course of every single missile, sometimes one-by-one and sometimes a handful in synchronized movements and sometimes a couple dozen veering sideways all at once, as he carefully, carefully, so carefully, so quickly, snuck them past the minefield wrapped around the planet.

His vents hitched once (and consequently, another half dozen mechs' did as well), as a notification popped up stating that missile #33 had come dangerously close to triggering a mine. (They were all dangerously close, all the time; that notification popped up only when a missile was within an inch of going too far.) Prowl frantically corrected the course, and the notification went away. It didn't help relax him at all.

Not until every single missile was through the minefield.

He was going to make it.

From that point, getting all the missiles to their targets was a snap. Just point them in the right direction, waste a little time zig-zagging the ones that were closer to their targets so they didn't get there too soon, and...

All forty-five red dots hit all forty-five purple dots within a second. All forty-five flashed white, and then disappeared so quickly and so neatly that it looked more like the simulation had suddenly shut off than like the mission had been successful. Which was why Wheeljack, who'd been leaning over Prowl's shoulder this whole time, asked, tentatively, "... That all of them?"

Prowl nodded sharply. "That's all of them," he said. "Every one."

All right, he thought. They'd need a moment to process that, but the cheering would begin at any time.

There it was. The expected hooting and hollering. Job well done. (Job very well done, he thought. A Decepticon weapons facility destroyed, a whole planet of aliens liberated, and not a single Autobot or alien life lost. How often did that happen? How often could he save everyone, accomplish everything, and lose nothing?)

The hooting and hollering were expected. The clapping—not excited clapping, but actual applause—was not expected. He turned around, surprised, to look at the rest of the room. He also hadn't expected everyone to be looking at him.

But they were. And they were smiling. He didn't think that had ever happened before.

"Beautiful!" Wheeljack clapped a hand on Prowl's shoulder, making him start. "I didn't think you'd pull it off."

Why would Prowl have attempted it if he couldn't pull it off? But he decided to simply accept the compliment for what it was and nodded.

A bigger, heavier hand clapped Prowl's other shoulder, and Prowl started again. He looked up at Springer. "It's a shame," Springer said, although he was smiling. "I was looking forward to battling my way through a whole planet of automated weaponry."

"I'm sure you'll get another opportunity someday," Prowl said. "You'd better get moving. You've got a spy to extract and eleven soon-to-be prisoners of war to capture, and you don't want to give them time to recover from the shock."

"Right, right." Springer jogged over to where Impactor was waiting by the door. "Minefield's down?"

"All three stations controlling it."

"Then let's go!" Springer was out the door, and Impactor right behind him. Prowl watched him go, then settled back in his chair, prepared to bask in the rare bounty of peer approval.

"Prowl."

Prowl was immediately on his feet, facing the hologram. "Optimus, sir."

"So." The resolution wasn't great, but Prowl was sure he could see the twinkle in Optimus's optic. "All went according to plan?"

The beginning of a smirk twitched at the corner of Prowl's mouth. "Yes, sir."

"The most long-laid plan I've seen to date."

"Not my longest," Prowl admitted, "but it's up there."

"I see," Optimus said. "Well. You did some fine work."

Prowl's already elevated mood shot straight up, and ended up hovering somewhere in the vicinity of cloud nine. "Thank you, sir."

Optimus nodded. "I'll take care of contacting the Galactic Council to let them know we have some refugees for them to pick up, and I'll delegate someone else to getting the refugees onto a neighboring planet to wait so we don't have to worry about the Council landing on a planet loaded with Decepticon technology."

Oh, this was going to score the Autobots massive diplomatic points with the Council. "With all due respect, Optimus, I'm already here, and I can—"

"I'm completely confident that you can, Prowl. But you've earned yourself a break. Enjoy your victory."

Prowl considered protesting, decided that taking a break while surrounded by mechs who currently thought he was a missile-mastering magician didn't sound so bad, and nodded. Optimus nodded back, and the hologram flickered off.

Prowl settled back into his chair, looking around the room with a wholly unfamiliar sensation that he thought might be contentment. Skids caught his optic and gave him a thumbs up. Prowl gave a thumbs up back.

Yeah. Okay. Enjoy his victory. He could do that.

You can also read/kudos/bookmark/review this on AO3.

#prowl #transformers #maccadam #fanfic #my writing #kofi prompts

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rgvhaulingjunkmoving · 4 years ago

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TIPS

Tips To Dismantle Your Camper

Camper removal Service near McAllen TX: So, you think you have to completely rebuild your camper. It can be like pulling a thread on a sweater. The more you tear into it, the further you have to go. I know from experience! Sometimes you just don't know the extent of your project until you start the demolition process.

I thought I was going to be able to replace some of the sub-floor and the interior paneling. What I wound up doing was tearing the whole thing apart...down to the trailer frame. The further I dug, the worse she looked, so I went for it!

Here's how I did it;

● My first bit of advice is to document your project. It's extremely important to take photos. Take lots and LOTS of photos. Take them at every stage of demolition and from every angle. ● Keep all the parts and pieces for use as templates. The old pieces will also help you to reassemble your camper later. I referred to my camper parts many times over the course of the project. ● Carefully number and label your parts. I stored all my parts and templates in one place and as I rebuilt the camper I would move the old parts and templates to a separate location.

COST

How Much Does it Cost to Removal a camper?

Camper removal Service near McAllen TX: The cost of transporting an Camper depends on the distance and the size of the vehicle and the distance travelled. On average, it costs $3.32 per mile for Camper transport to move less than 100 miles, but costs $1.05 per mile for Camper shipping less than 1000 miles. Camper inspection costs can run the gamut from about $150 to $1,200 for a full inspection. The price will mostly depend on the size and type of motorhome you're having inspected. Although a motorhome inspection cost can seem daunting, spending this money at the beginning can save you money in the long run.

Motorhomes/Campers

Good running condition, have title: Starting at FREE Bad condition / Ready for the graveyard: $50 PER FOOT (measure feet in length x $50)

Travel Trailers And Fifth Wheels

Good condition, have title: Starting at FREE Bad condition / Ready for the graveyard: $50 PER FOOT (in length)

Pop Up Campers

$40 PER FOOT (measure feet in length x $40)

Instances When We Have Additional Fees

Your RV is in a difficult location and takes an excessive amount of time to load (this is rare). Your RV is full of trash or other miscellaneous items. The location is over 90 miles from our central location

Forms Of Payment We Accept:

Camper Removers accepts most forms of payment. Keep in mind that we apply a 3% processing fee for credit cards and PayPal. For any additional questions such as billing through escrow or terms please call or email us.

FREQUENTLY ASKED QUESTIONS

What do you do with old Campers?

We either demolish RVs on-site or haul them back to our facility for processing. We strip out all recyclable materials, and then send the rest of the RV to a landfill.

What does junk Camper removal cost?

Typically, junk RV removal starts at roughly $1,500 and varies depending on the size & weight. We handle all the loading, transportation, recycling, and disposal.

Where do you remove old Campers?

We service primarily the McAllen TX areas. Our company also travels outside the Wyoming Valley for RV Removal, so give us a call!

Is there scrap value in a junk Camper?

The average junk Camper has $200-300 in salvage scrap value. That includes aluminum siding, steel frame, engine/transmission, etc.

What do you do with all the stuff that gets hauled away?

We try to keep as much stuff out of the landfill as possible, however some items that are not recyclable will end up in the landfill. The landfill is our last stop once we either donate everything we can or recycle it. Sometimes if the items are useful we will try to either drop it off at a donation center or give it away to people we know that could use it.

What type of payment do you accept?

We accept all major credit cards, checks and cash.

CALL FOR US:

● Camper Removal Near McAllen TX ● Old Camper Removal ● How To Scrap A Camper Trailer ● Pop Up Camper Removal ● Free Junk RV Removal ● RV Salvage Yards ● Free Junk Removal ● Junk RV Buyers ● Junk Trailer Removal Near McAllen TX ● Camper Removal Service ● How To Scrap A Camper ● Pop Up Camper ● Free Junk Trailer Removal ● RV Salvage ● Junk Camper ● Junk Trailer Removal Near McAllen TX

BEST CAMPER REMOVAL SERVICES IN MCALLEN TX RGV HAULING JUNK & MOVING REQUEST MORE INFORMATION. CONTACT US NOW!

0 notes

wichitahaulingjunkmoving · 4 years ago

Link

Best Camper removal Service and Cost in Wichita KS |WICHITA HAULING JUNK & MOVING

More information is at: https://junkremovalhaulerwichita.org/camper-removal-near-me/

Camper removal Service near Wichita KS: Are you looking for the Best Camper removal Service near Wichita KS? WICHITA HAULING JUNK & MOVING, provides an easy and safe junk camper removal service so you don't need to worry about the pick up or disposal of your old camper. Cost? Free estimates! Send us a message or call us today. Best Camper removal Service around Wichita KS. We serve Wichita KS and other areas. Get a Free Quote Now!

BEST CAMPER REMOVAL SERVICE IN WICHITA KS WICHITA CAMPER REMOVAL

Camper Removal Made Easy

Camper removal Service near Wichita KS: Do you have a camper sitting around your yard, garage, or property? Is your camper beyond repair and is now an eyesore for the neighbors to see? Is your camper old, have a leak, have rotted floors, or are you just tired of seeing it rot away every year? Whatever the reason is, we can remove all types of campers. We can remove campers from your home, marina, storage, business. Moving, loading, lifting and getting rid of campers can be a daunting process.

WICHITA HAULING JUNK & MOVING provides an easy and safe junk camper removal service so you don't need to worry about the pick up or disposal of your old camper. We will remove all of your unwanted items from anywhere on your property without you having to lift a finger. Why not relieve all that stress and concern and have our professional camper removal service remove that junk camper and your worries? All junk campers and unwanted campers will be properly disposed of, not dumped on the side of the road like some other guys.

We remove almost all types of campers including junk campers, mobile homes, trailers, house trailers, unwanted campers, abandoned campers and more. We can remove your old camper even if we have to tear it apart. WICHITA HAULING JUNK & MOVING is your heavy hauling source for campers, boats, tractors, junk cars, trucks and more

Do you have to be on site for us to remove your unwanted camper? We recommend for you to be on location when we arrive, we understand that sometimes that is not possible.

Benefits Of Using WICHITA HAULING JUNK & MOVING

What area is our camper removal service available? Our camper removal and camper recycling is available in Wichita KS.

Camper removal Service near Wichita KS: WICHITA HAULING JUNK & MOVING is a family owned and operated business and offers a full service junk removal, property cleanup, clean outs, trash outs and hauling company for your home or business including homes, apartments, rental homes, estates, offices, retail locations, constructions sites, attics, storage units, evictions, rental properties, basements, commercial properties and more. ● Junk Camper Removal, ● Unwanted Camper Removal ● Abandoned Camper Removal ● Junk Camper ● Removal Services ● Camper Disposal

Camper Removal Service

Have an old RV, camper, or motor home that you need to be removed? They don’t have to rust away in your property. Count on WICHITA HAULING JUNK & MOVING for your RV removal, camper removal, and motorhome removal needs.

Safety First

How It’s Done

We understand almost every job is different. That’s why we use different methods to get RVs, campers, and motor homes removed from your property. Sometimes we can hook right up to it and haul it away. Other times, we have to get more creative and pull them up onto our trailer. If it’s too rusted to transport, we might just have to demolish it right where it sits. What you can fully expect is you on WICHITA HAULING JUNK & MOVING to do what needs to be done. If you need our RV removal, camper removal, or motor home removal services, give us a call or send us an email to talk to our specialist. You can also book online to schedule when you want your junk removed.

TIPS

Tips To Dismantle Your Camper

Camper removal Service near Wichita KS: So, you think you have to completely rebuild your camper. It can be like pulling a thread on a sweater. The more you tear into it, the further you have to go. I know from experience! Sometimes you just don't know the extent of your project until you start the demolition process.

Here's how I did it;

COST

How Much Does it Cost to Removal a camper?

Camper removal Service near Wichita KS: The cost of transporting an Camper depends on the distance and the size of the vehicle and the distance travelled. On average, it costs $3.32 per mile for Camper transport to move less than 100 miles, but costs $1.05 per mile for Camper shipping less than 1000 miles. Camper inspection costs can run the gamut from about $150 to $1,200 for a full inspection. The price will mostly depend on the size and type of motorhome you're having inspected. Although a motorhome inspection cost can seem daunting, spending this money at the beginning can save you money in the long run.

Motorhomes/Campers

Good running condition, have title: Starting at FREE Bad condition / Ready for the graveyard: $50 PER FOOT (measure feet in length x $50)

Travel Trailers And Fifth Wheels

Good condition, have title: Starting at FREE Bad condition / Ready for the graveyard: $50 PER FOOT (in length)

Pop Up Campers

$40 PER FOOT (measure feet in length x $40)

Instances When We Have Additional Fees

Forms Of Payment We Accept:

FREQUENTLY ASKED QUESTIONS

What do you do with old Campers?

We either demolish RVs on-site or haul them back to our facility for processing. We strip out all recyclable materials, and then send the rest of the RV to a landfill.

What does junk Camper removal cost?

Typically, junk RV removal starts at roughly $1,500 and varies depending on the size & weight. We handle all the loading, transportation, recycling, and disposal.

Where do you remove old Campers?

We service primarily the Wichita KS areas. Our company also travels outside the Wyoming Valley for RV Removal, so give us a call!

Is there scrap value in a junk Camper?

The average junk Camper has $200-300 in salvage scrap value. That includes aluminum siding, steel frame, engine/transmission, etc.

What do you do with all the stuff that gets hauled away?

What type of payment do you accept?

We accept all major credit cards, checks and cash.

CALL FOR US:

● Camper Removal Near Wichita KS ● Old Camper Removal ● How To Scrap A Camper Trailer ● Pop Up Camper Removal ● Free Junk RV Removal ● RV Salvage Yards ● Free Junk Removal ● Junk RV Buyers ● Junk Trailer Removal Near Wichita KS ● Camper Removal Service ● How To Scrap A Camper ● Pop Up Camper ● Free Junk Trailer Removal ● RV Salvage ● Junk Camper ● Junk Trailer Removal Near Wichita KS

BEST CAMPER REMOVAL SERVICES IN WICHITA KS WICHITA HAULING JUNK & MOVING REQUEST MORE INFORMATION. CONTACT US NOW!

0 notes

lnkhauler · 4 years ago

Link

Best Camper removal Service and Cost in Lincoln NE |LNK HAULING JUNK & MOVING

More information is at: http://junkremovallincoln.org/camper-removal-near-me/

Camper removal Service near Lincoln NE: Are you looking for the Best Camper removal Service near Lincoln NE? LNK HAULING JUNK & MOVING, provides an easy and safe junk camper removal service so you don't need to worry about the pick up or disposal of your old camper. Cost? Free estimates! Send us a message or call us today. Best Camper removal Service around Lincoln NE. We serve Lincoln NE and other areas. Get a Free Quote Now!

BEST CAMPER REMOVAL SERVICE IN LINCOLN NE LINCOLN CAMPER REMOVAL

Camper Removal Made Easy

Camper removal Service near Lincoln NE: Do you have a camper sitting around your yard, garage, or property? Is your camper beyond repair and is now an eyesore for the neighbors to see? Is your camper old, have a leak, have rotted floors, or are you just tired of seeing it rot away every year? Whatever the reason is, we can remove all types of campers. We can remove campers from your home, marina, storage, business. Moving, loading, lifting and getting rid of campers can be a daunting process.

LNK HAULING JUNK & MOVING provides an easy and safe junk camper removal service so you don't need to worry about the pick up or disposal of your old camper. We will remove all of your unwanted items from anywhere on your property without you having to lift a finger. Why not relieve all that stress and concern and have our professional camper removal service remove that junk camper and your worries? All junk campers and unwanted campers will be properly disposed of, not dumped on the side of the road like some other guys.

We remove almost all types of campers including junk campers, mobile homes, trailers, house trailers, unwanted campers, abandoned campers and more. We can remove your old camper even if we have to tear it apart. LNK HAULING JUNK & MOVING is your heavy hauling source for campers, boats, tractors, junk cars, trucks and more

Do you have to be on site for us to remove your unwanted camper? We recommend for you to be on location when we arrive, we understand that sometimes that is not possible.

Benefits Of Using LNK HAULING JUNK & MOVING

What area is our camper removal service available? Our camper removal and camper recycling is available in Lincoln NE.

Camper removal Service near Lincoln NE: LNK HAULING JUNK & MOVING is a family owned and operated business and offers a full service junk removal, property cleanup, clean outs, trash outs and hauling company for your home or business including homes, apartments, rental homes, estates, offices, retail locations, constructions sites, attics, storage units, evictions, rental properties, basements, commercial properties and more. ● Junk Camper Removal, ● Unwanted Camper Removal ● Abandoned Camper Removal ● Junk Camper ● Removal Services ● Camper Disposal

Camper Removal Service

Have an old RV, camper, or motor home that you need to be removed? They don’t have to rust away in your property. Count on LNK HAULING JUNK & MOVING for your RV removal, camper removal, and motorhome removal needs.

Safety First

How It’s Done

We understand almost every job is different. That’s why we use different methods to get RVs, campers, and motor homes removed from your property. Sometimes we can hook right up to it and haul it away. Other times, we have to get more creative and pull them up onto our trailer. If it’s too rusted to transport, we might just have to demolish it right where it sits. What you can fully expect is you on LNK HAULING JUNK & MOVING to do what needs to be done. If you need our RV removal, camper removal, or motor home removal services, give us a call or send us an email to talk to our specialist. You can also book online to schedule when you want your junk removed.

TIPS

Tips To Dismantle Your Camper

Camper removal Service near Lincoln NE: So, you think you have to completely rebuild your camper. It can be like pulling a thread on a sweater. The more you tear into it, the further you have to go. I know from experience! Sometimes you just don't know the extent of your project until you start the demolition process.

Here's how I did it;

COST

How Much Does it Cost to Removal a camper?

Camper removal Service near Lincoln NE: The cost of transporting an Camper depends on the distance and the size of the vehicle and the distance travelled. On average, it costs $3.32 per mile for Camper transport to move less than 100 miles, but costs $1.05 per mile for Camper shipping less than 1000 miles. Camper inspection costs can run the gamut from about $150 to $1,200 for a full inspection. The price will mostly depend on the size and type of motorhome you're having inspected. Although a motorhome inspection cost can seem daunting, spending this money at the beginning can save you money in the long run.

Motorhomes/Campers

Good running condition, have title: Starting at FREE Bad condition / Ready for the graveyard: $50 PER FOOT (measure feet in length x $50)

Travel Trailers And Fifth Wheels

Good condition, have title: Starting at FREE Bad condition / Ready for the graveyard: $50 PER FOOT (in length)

Pop Up Campers

$40 PER FOOT (measure feet in length x $40)

Instances When We Have Additional Fees

Forms Of Payment We Accept:

FREQUENTLY ASKED QUESTIONS

What do you do with old Campers?

We either demolish RVs on-site or haul them back to our facility for processing. We strip out all recyclable materials, and then send the rest of the RV to a landfill.

What does junk Camper removal cost?

Typically, junk RV removal starts at roughly $1,500 and varies depending on the size & weight. We handle all the loading, transportation, recycling, and disposal.

Where do you remove old Campers?

We service primarily the Lincoln NE areas. Our company also travels outside the Wyoming Valley for RV Removal, so give us a call!

Is there scrap value in a junk Camper?

The average junk Camper has $200-300 in salvage scrap value. That includes aluminum siding, steel frame, engine/transmission, etc.

What do you do with all the stuff that gets hauled away?

What type of payment do you accept?

We accept all major credit cards, checks and cash.

CALL FOR US:

● Camper Removal Near Lincoln NE ● Old Camper Removal ● How To Scrap A Camper Trailer ● Pop Up Camper Removal ● Free Junk RV Removal ● RV Salvage Yards ● Free Junk Removal ● Junk RV Buyers ● Junk Trailer Removal Near Lincoln NE ● Camper Removal Service ● How To Scrap A Camper ● Pop Up Camper ● Free Junk Trailer Removal ● RV Salvage ● Junk Camper ● Junk Trailer Removal Near Lincoln NE

BEST CAMPER REMOVAL SERVICES IN LINCOLN NE LNK HAULING JUNK & MOVING REQUEST MORE INFORMATION. CONTACT US NOW!

CONTACT US: LNK Hauling Junk & Moving Lincoln`s famous junk removal hauling services! CALL (402) 875 7271 JUNK REMOVAL CALL (402) 881 3135 CLEANING CALL (402) 875 7305 HANDYMAN CALL (402) 590 8095 MOVING Open Monday to Sunday Lincoln Nebraska WEBSITE: https://junkremovallincoln.org http://www.lnkjunkremoval.com/ https://lnk-hauling-junk-and-moving-lincoln.business.site SERVICE AREA: Lincoln Nebraska Metro Area: Bennet Ne, Firth Ne, Hallam Ne, Hickman Ne, Lancaster County, Lincoln Nebraska, Malcolm Ne, Milford Ne, Panama Ne, Seward County, Seward Ne, Staplehurst Ne, Utica Ne, Walton Ne, WAVERLY NE, Lincoln NE | Lincoln NE | Lancaster County NE | Seward County NE | Milford NE | 68501, 68510, 68512, 68514, 68516, 68517, 68520, 68524, 68526, 68529, 68531, 68532, 68542, 68544, 68583, 68588. Omaha-Council Bluffs Metropolitan Area: Downtown Omaha, Central Omaha, Southwest Lincoln and Sarpy County, including the communities of Lincoln, Omaha, Bellevue, Blair, Carter Lake, Elkhorn, Fort Calhoun, Fremont, Gretna, La Vista, Millard, Papillion, Ralston, Springfield, Plattsmouth, Arlington, Ashland, Louisville, Wahoo, Yutan and Waterloo, NE, and Missouri Valley, Avoca, Glenwood, Council Bluffs, IA. Zip codes: 68007, 68010, 68022, 68102, 68104, 68105, 68106, 68107, 68108, 68110, 68111, 68112, 68114, 68116, 68117, 68118, 68122, 68124, 68127, 68130, 68131, 68132, 68134, 68135, 68137, 68142, 68144, 68147, 68152, 68154, 68157, 68164, 68178. #junkremoval #movingservice #cleaning #commercialjunk #residencialjunkremoval #lincoln #nebaraska #handymanservice

0 notes

lasvegashauling · 4 years ago

Link

Best Camper removal Service and Cost in Las Vegas NV |LAS VEGAS HAULING JUNK & MOVING

More information is at: http://junkremovallasvegas.org/camper-removal-near-me/

Camper removal Service near Las Vegas NV: Are you looking for the Best Camper removal Service near Las Vegas NV? LAS VEGAS HAULING JUNK & MOVING, provides an easy and safe junk camper removal service so you don't need to worry about the pick up or disposal of your old camper. Cost? Free estimates! Send us a message or call us today. Best Camper removal Service around Las Vegas NV. We serve Las Vegas NV and other areas. Get a Free Quote Now!

BEST CAMPER REMOVAL SERVICE IN LAS VEGAS NV LAS VEGAS CAMPER REMOVAL

Camper Removal Made Easy

Camper removal Service near Las Vegas NV: Do you have a camper sitting around your yard, garage, or property? Is your camper beyond repair and is now an eyesore for the neighbors to see? Is your camper old, have a leak, have rotted floors, or are you just tired of seeing it rot away every year? Whatever the reason is, we can remove all types of campers. We can remove campers from your home, marina, storage, business. Moving, loading, lifting and getting rid of campers can be a daunting process.

LAS VEGAS HAULING JUNK & MOVING provides an easy and safe junk camper removal service so you don't need to worry about the pick up or disposal of your old camper. We will remove all of your unwanted items from anywhere on your property without you having to lift a finger. Why not relieve all that stress and concern and have our professional camper removal service remove that junk camper and your worries? All junk campers and unwanted campers will be properly disposed of, not dumped on the side of the road like some other guys.

We remove almost all types of campers including junk campers, mobile homes, trailers, house trailers, unwanted campers, abandoned campers and more. We can remove your old camper even if we have to tear it apart. LAS VEGAS HAULING JUNK & MOVING is your heavy hauling source for campers, boats, tractors, junk cars, trucks and more

Do you have to be on site for us to remove your unwanted camper? We recommend for you to be on location when we arrive, we understand that sometimes that is not possible.

Benefits Of Using LAS VEGAS HAULING JUNK & MOVING

What area is our camper removal service available? Our camper removal and camper recycling is available in Las Vegas NV.

Camper removal Service near Las Vegas NV: LAS VEGAS HAULING JUNK & MOVING is a family owned and operated business and offers a full service junk removal, property cleanup, clean outs, trash outs and hauling company for your home or business including homes, apartments, rental homes, estates, offices, retail locations, constructions sites, attics, storage units, evictions, rental properties, basements, commercial properties and more. ● Junk Camper Removal, ● Unwanted Camper Removal ● Abandoned Camper Removal ● Junk Camper ● Removal Services ● Camper Disposal

Camper Removal Service

Have an old RV, camper, or motor home that you need to be removed? They don’t have to rust away in your property. Count on LAS VEGAS HAULING JUNK & MOVING for your RV removal, camper removal, and motorhome removal needs.

Safety First

How It’s Done

We understand almost every job is different. That’s why we use different methods to get RVs, campers, and motor homes removed from your property. Sometimes we can hook right up to it and haul it away. Other times, we have to get more creative and pull them up onto our trailer. If it’s too rusted to transport, we might just have to demolish it right where it sits. What you can fully expect is you on LAS VEGAS HAULING JUNK & MOVING to do what needs to be done. If you need our RV removal, camper removal, or motor home removal services, give us a call or send us an email to talk to our specialist. You can also book online to schedule when you want your junk removed.

TIPS

Tips To Dismantle Your Camper

Camper removal Service near Las Vegas NV: So, you think you have to completely rebuild your camper. It can be like pulling a thread on a sweater. The more you tear into it, the further you have to go. I know from experience! Sometimes you just don't know the extent of your project until you start the demolition process.

Here's how I did it;

COST

How Much Does it Cost to Removal a camper?

Camper removal Service near Las Vegas NV: The cost of transporting an Camper depends on the distance and the size of the vehicle and the distance travelled. On average, it costs $3.32 per mile for Camper transport to move less than 100 miles, but costs $1.05 per mile for Camper shipping less than 1000 miles. Camper inspection costs can run the gamut from about $150 to $1,200 for a full inspection. The price will mostly depend on the size and type of motorhome you're having inspected. Although a motorhome inspection cost can seem daunting, spending this money at the beginning can save you money in the long run.

Motorhomes/Campers

Good running condition, have title: Starting at FREE Bad condition / Ready for the graveyard: $50 PER FOOT (measure feet in length x $50)

Travel Trailers And Fifth Wheels

Good condition, have title: Starting at FREE Bad condition / Ready for the graveyard: $50 PER FOOT (in length)

Pop Up Campers

$40 PER FOOT (measure feet in length x $40)

Instances When We Have Additional Fees

Forms Of Payment We Accept:

FREQUENTLY ASKED QUESTIONS

What do you do with old Campers?

We either demolish RVs on-site or haul them back to our facility for processing. We strip out all recyclable materials, and then send the rest of the RV to a landfill.

What does junk Camper removal cost?

Typically, junk RV removal starts at roughly $1,500 and varies depending on the size & weight. We handle all the loading, transportation, recycling, and disposal.

Where do you remove old Campers?

We service primarily the Las Vegas NV areas. Our company also travels outside the Wyoming Valley for RV Removal, so give us a call!

Is there scrap value in a junk Camper?

The average junk Camper has $200-300 in salvage scrap value. That includes aluminum siding, steel frame, engine/transmission, etc.

What do you do with all the stuff that gets hauled away?

What type of payment do you accept?

We accept all major credit cards, checks and cash.

CALL FOR US:

● Camper Removal Near Las Vegas NV ● Old Camper Removal ● How To Scrap A Camper Trailer ● Pop Up Camper Removal ● Free Junk RV Removal ● RV Salvage Yards ● Free Junk Removal ● Junk RV Buyers ● Junk Trailer Removal Near Las Vegas NV ● Camper Removal Service ● How To Scrap A Camper ● Pop Up Camper ● Free Junk Trailer Removal ● RV Salvage ● Junk Camper ● Junk Trailer Removal Near Las Vegas NV

BEST CAMPER REMOVAL SERVICES IN LAS VEGAS NV LAS VEGAS HAULING JUNK & MOVING REQUEST MORE INFORMATION. CONTACT US NOW! CONTACT US: Las Vegas Hauling Junk & Moving CALL (702) 329-9729 JUNK REMOVAL CALL (702) 570-4765 MOVERS MOVING CALL (702) 530-7597 CLEANING Best Junk Removal Hauling Company in Las Vegas, NV Open Monday to Sunday Located in Las Vegas, NV 89108 Websites: http://junkremovallasvegas.org/ http://www.mgmjunkremoval.com/ http://www.cleaningserviceslasvegasnv.com/ Service area: Las Vegas NV, Boulder City NV, Enterprise, Henderson, North Las Vegas, Paradise, Spring Valley, Summerlin, Sunrise Manor Nevada. Las Vegas Neighborhoods: Aliante, Anthem/Anthem Country Club, Chinatown, Downtown Las Vegas, Green Valley, Lake Las Vegas, Las Vegas Country Club, MacDonald Highlands, Mountain’s Edge, Paradise Palms, Queensridge & One Queensridge Place, Seven Hills, Southern Highlands, Summerlin, Summerlin South, The Lakes, The Ridges, West Las Vegas Nevada. Las Vegas Neighborhoods: Aliante, Anthem/Anthem Country Club, Chinatown, Downtown Las Vegas, Green Valley, Lake Las Vegas, Las Vegas Country Club, MacDonald Highlands, Mountain’s Edge, Paradise Palms, Queensridge & One Queensridge Place, Seven Hills, Southern Highlands, Summerlin, Summerlin South, The Lakes, The Ridges, West Las Vegas Nevada. #Junk #handyman #cleaning #movers #moving #lasvegas #Nevada

1 note · View note

the-abqhauler505nm · 4 years ago

Link

Best Camper removal Service and Cost in Albuquerque NM |ABQ HAULING JUNK & MOVING

More information is at: http://albuquerquejunkremovalhaulingmovers.org/camper-removal-near-me/

Camper removal Service near Albuquerque NM: Are you looking for the Best Camper removal Service near Albuquerque NM? ABQ HAULING JUNK & MOVING, provides an easy and safe junk camper removal service so you don't need to worry about the pick up or disposal of your old camper. Cost? Free estimates! Send us a message or call us today. Best Camper removal Service around Albuquerque NM. We serve Albuquerque NM and other areas. Get a Free Quote Now!

BEST CAMPER REMOVAL SERVICE IN ALBUQUERQUE NM ALBUQUERQUE CAMPER REMOVAL

Camper Removal Made Easy

Camper removal Service near Albuquerque NM: Do you have a camper sitting around your yard, garage, or property? Is your camper beyond repair and is now an eyesore for the neighbors to see? Is your camper old, have a leak, have rotted floors, or are you just tired of seeing it rot away every year? Whatever the reason is, we can remove all types of campers. We can remove campers from your home, marina, storage, business. Moving, loading, lifting and getting rid of campers can be a daunting process.

ABQ HAULING JUNK & MOVING provides an easy and safe junk camper removal service so you don't need to worry about the pick up or disposal of your old camper. We will remove all of your unwanted items from anywhere on your property without you having to lift a finger. Why not relieve all that stress and concern and have our professional camper removal service remove that junk camper and your worries? All junk campers and unwanted campers will be properly disposed of, not dumped on the side of the road like some other guys.

We remove almost all types of campers including junk campers, mobile homes, trailers, house trailers, unwanted campers, abandoned campers and more. We can remove your old camper even if we have to tear it apart. ABQ HAULING JUNK & MOVING is your heavy hauling source for campers, boats, tractors, junk cars, trucks and more

Do you have to be on site for us to remove your unwanted camper? We recommend for you to be on location when we arrive, we understand that sometimes that is not possible.

Benefits Of Using ABQ HAULING JUNK & MOVING

What area is our camper removal service available? Our camper removal and camper recycling is available in Albuquerque NM.

Camper removal Service near Albuquerque NM: ABQ HAULING JUNK & MOVING is a family owned and operated business and offers a full service junk removal, property cleanup, clean outs, trash outs and hauling company for your home or business including homes, apartments, rental homes, estates, offices, retail locations, constructions sites, attics, storage units, evictions, rental properties, basements, commercial properties and more. ● Junk Camper Removal, ● Unwanted Camper Removal ● Abandoned Camper Removal ● Junk Camper ● Removal Services ● Camper Disposal

Camper Removal Service

Have an old RV, camper, or motor home that you need to be removed? They don’t have to rust away in your property. Count on ABQ HAULING JUNK & MOVING for your RV removal, camper removal, and motorhome removal needs.

Safety First

How It’s Done

We understand almost every job is different. That’s why we use different methods to get RVs, campers, and motor homes removed from your property. Sometimes we can hook right up to it and haul it away. Other times, we have to get more creative and pull them up onto our trailer. If it’s too rusted to transport, we might just have to demolish it right where it sits. What you can fully expect is you on ABQ HAULING JUNK & MOVING to do what needs to be done. If you need our RV removal, camper removal, or motor home removal services, give us a call or send us an email to talk to our specialist. You can also book online to schedule when you want your junk removed.

TIPS

Tips To Dismantle Your Camper

Camper removal Service near Albuquerque NM: So, you think you have to completely rebuild your camper. It can be like pulling a thread on a sweater. The more you tear into it, the further you have to go. I know from experience! Sometimes you just don't know the extent of your project until you start the demolition process.

Here's how I did it;

COST

How Much Does it Cost to Removal a camper?

Camper removal Service near Albuquerque NM: The cost of transporting an Camper depends on the distance and the size of the vehicle and the distance travelled. On average, it costs $3.32 per mile for Camper transport to move less than 100 miles, but costs $1.05 per mile for Camper shipping less than 1000 miles. Camper inspection costs can run the gamut from about $150 to $1,200 for a full inspection. The price will mostly depend on the size and type of motorhome you're having inspected. Although a motorhome inspection cost can seem daunting, spending this money at the beginning can save you money in the long run.

Motorhomes/Campers

Good running condition, have title: Starting at FREE Bad condition / Ready for the graveyard: $50 PER FOOT (measure feet in length x $50)

Travel Trailers And Fifth Wheels

Good condition, have title: Starting at FREE Bad condition / Ready for the graveyard: $50 PER FOOT (in length)

Pop Up Campers

$40 PER FOOT (measure feet in length x $40)

Instances When We Have Additional Fees

Forms Of Payment We Accept:

FREQUENTLY ASKED QUESTIONS

What do you do with old Campers?

We either demolish RVs on-site or haul them back to our facility for processing. We strip out all recyclable materials, and then send the rest of the RV to a landfill.

What does junk Camper removal cost?

Typically, junk RV removal starts at roughly $1,500 and varies depending on the size & weight. We handle all the loading, transportation, recycling, and disposal.

Where do you remove old Campers?

We service primarily the Albuquerque NM areas. Our company also travels outside the Wyoming Valley for RV Removal, so give us a call!

Is there scrap value in a junk Camper?

The average junk Camper has $200-300 in salvage scrap value. That includes aluminum siding, steel frame, engine/transmission, etc.

What do you do with all the stuff that gets hauled away?

What type of payment do you accept?

We accept all major credit cards, checks and cash.

CALL FOR US:

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BEST CAMPER REMOVAL SERVICES IN ALBUQUERQUE NM ABQ HAULING JUNK & MOVING REQUEST MORE INFORMATION. CONTACT US NOW!

CONTACT: ABQ Hauling Junk & Moving CALL (505) 225 3810 CLEANING CALL (505) 570 4605 JUNK REMOVAL CALL (505) 850 3570 MOVING Best Junk Removal Hauling Company in Albuquerque NM Open Monday to Sunday 7:00 am – 11:00 pm Located in Albuquerque NM 87120 Website: http://www.albuquerquejunkremovalhaulingmovers.org/ http://www.serviceabq.com/ SERVICE AREA: Albuquerque Metropolitan Area: Bernalillo, Sandoval, Torrance, Valencia Counties NM, Albuquerque, Belen, Moriarty, Rio Communities, Rio Rancho, Bernalillo, Estancia, Mountainair, Peralta, Bosque Farms, Corrales, Cuba, Encino, Jemez Springs, Los Lunas, Los Ranchos de Albuquerque, San Ysidro, Tijeras, Willard, Algodones, Carnuel, Casa Colorada, Cedar Crest, Chilili, Cochiti, El Cerro-Monterey Park, Isleta Village Proper, Jarales, Jemez Pueblo, La Jara, Los Chavez, Los Trujillos-Gabaldon, Manzano, Meadow Lake, North Valley, Paradise Hills, Pena Blanca, Placitas Ponderosa, Pueblo of Sandia Village, Regina, Rio Communities North, Rio Communities, San Felipe Pueblo, Santa Ana Pueblo, Santo Domingo Pueblo, South Valley, Tajique, Tome-Adelino, Torreon (Sandoval County), Torreon (Torrance County), Valencia, Zia Pueblo New Mexico

#junkremoval #hauling #moving #trashremoval #cleaning #newmexico #Albuquerque

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fnewstoday · 5 years ago

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How To Save Money During The Coronavirus Pandemic In 2020?

The coronavirus pandemic, the fall in oil and stock prices, the slowdown in the national economy and the depreciation of the dollar are all elements of a single crisis that the Americans are experiencing today. This makes everyone wonder how to save money during the coronavirus pandemic. There is a high probability that we are only at the beginning of the way, and all possible precautions, including in personal finances, will not be superfluous. As Warren Buffett says, "when the tide gives way to low tide, you can immediately see who was swimming naked." This rule is useful to remember in order to organize your finances in a truly reliable and efficient manner. Here are some simple tips to help you answer the question of how to save money during the coronavirus pandemic and make you feel much better in the next crisis that is inevitably coming.

What are the current ways to save money during the Coronavirus pandemic for private investors?

When it comes to preserving capital, the investment object is exclusively financial instruments with a fixed interest rate. That is, such an instrument is selected that will provide the investor with a certain income with minimal risk of losing the initial investment. Thus, to preserve money, it is probably worth to focus on such instruments as deposits and bonds. Other investment objects, for example, real estate, stocks, derivative securities do not meet the requirements of money conservation, because they do not provide for repayment or payment of the initial amount of the investment at a predetermined date.

current-ways-to-save-money-for-private-investors We proceed directly to the consideration of financial instruments that will help preserve money. The power of the cache We are already used to various credit cards, Apple and Android Pay, other modern payment systems via smartphone. It seems that nothing can prevent it from continuing to use all this. True, some people already had experience, for example, calculating at the cash desk of a large store or in a foreign restaurant, when your card does not work, it will be easier to understand what it is about. In the era of coronavirus infection of a large number of people, which, of course, can be included in those who service our credit cards in various banks, such failures cannot be ruled out. That is why in these difficult times it is better to carry several cards of various banks with you, and it is even better to have a certain amount of cash in your pocket, which will allow you to overcome difficult situations with honor. Margin of safety Every family should have own financial cushion. It is believed that this stock should last for 6-12 months. The problem of everyday settlements smoothly leads us to the fact that it is necessary to build up cash reserves and houses that will allow us to live normally when banks fail, and some of them may even stop working for one reason or another. I think that such an amount should be some about monthly expenses of a family, and it is better to constantly maintain this supply within the given range. For those families where there are elderly parents and relatives, I would significantly increase this sum, bearing in mind the possible medical costs. And please do not be too lazy to optimize large bills, so that it is convenient to pay for the delivery of food or goods without change. This is in case of voluntary quarantine. Problems with the national currency make the question once again topical in what is better to keep your financial cushion. We believe that it is better to diversify your stocks. As for your family savings in general, it is better guided by the cache. The specific proportions depend on your personal circumstances. This is not connected with the current crisis - just after the one of 2007-2008, the dollar lost a lot in value for not to remain a reliable option for saving, and so far nothing has changed much. Further devaluation only confirms this thesis. Audit of expenses Once we have secured uninterrupted financing of our current needs, we can go further and look at family income. Are they in danger? Can’t reduce your place in the company? Will your business survive the crisis or will you have to tighten your belts? how to save money during the coronavirus pandemic in a situation if something goes according to an unfavorable scenario. Count on the worst and, if necessary, adjust your plans and upcoming expenses. For example, it might be better to postpone the purchase of a new car, or you should not take a mortgage loan for the purchase a home. In general, a little caution and prudence will not hurt anyone. Assets Portfolio Review Now is the time to look at your assets. What do you have? How is your money invested? Is everything good there? The situation has changed, and it’s possible that something is already too tough for you. Let's say you have invested $ 100,000 in a two-year structural product that is linked to the growth of shares in technology giants such as Apple, Facebook, or Alphabet. They sagged a lot, and you can lose a lot of money. It is worth contacting the investment company and once again saying everything - it might be better to leave this product ahead of schedule, if there is such an opportunity. It is worth worrying about those who have large investment portfolios abroad. Analysis of their current state and verification of “communication” with the manager will not hurt.

Any-crisis-has-one-big-plus Make your Roadmap It will not hurt to look at your long-term plans again. Do you need to change anything there? For example, in a year your son graduates from high school and for many years you saved up for his studies at a prestigious university. Money was invested in the US stock market, and portfolio valuation has already fallen by 25% this year. This is a sign of alarm. And if it gets worse? You need to sit down and take everything into account, make informed decisions together with your investment adviser, if any. Do not rush to hypes Do not give in to these difficult times to various “attractive” offers. You can often hear: “Crisis is new opportunity!” For whom? For a professional speculator? For new customers? For those who have never played these games and are not going to do it? For an ordinary private investor, a crisis is usually almost a disaster. If this is your case, then it is better to carefully analyze your losses and look for a answer to question how to save money during the coronavirus pandemic . An honest and open conversation with yourself is the best thing you can do now. Remember that no one can predict the future and everyone relies on the old experience, but this time everything can be much worse. Only based on your personal circumstances and plans should you make responsible decisions yourself. Deposits A tool known to every American, the mechanism of which is quite simple. Having visited any bank, you need to sign an agreement and deposit money into the account. However, is everything so simple with this tool? Advantages of deposit: The ability to draw up a deposit agreement offline at the office or online through online banking; A guarantee of the return of the investment amount up to a certain amount in commercial banks; An individual approach to determining interest rates for large amounts of investments. Disadvantages: Withholding tax on personal income; Ability to fix rates only for a short time; The inability to close a term deposit without loss of interest. Bonds This tool is one of the main ways to attract capital in developed countries. Bonds are debt securities issued by the borrower as evidence of his obligations to the lender, that is, the investor. You can buy bonds by contacting a professional broker. Benefits: In the case of government bonds, there is no levy on personal income tax; The ability to prematurely sell bonds without loss or with a slight loss of interest income; The ability to fix the interest rate for a long time. Disadvantages: The bonds are mainly guaranteed by the issuer. In the case of corporate bonds, payments are guaranteed by a specific company; There is a risk of an increase in interest rates and a decrease in the market price of bonds, which may lead to losses in the event of early sale of bonds; Additional expenses for broker's commission. Every secret becomes apparent Any crisis has one big plus, and many smart people use it. The fact is that the crisis perfectly illuminates all the mistakes that you made. This applies both to the choice of personal financial strategy, and in the tactics of its implementation. For example, during a coronavirus epidemic, the owner of a restaurant or travel agency will immediately realize that it was a mistake to focus only on this business and invest all their money there. And a private investor, looking at his portfolio of securities, without any explanation will guess the value of the advice that he received for so long from his investment adviser.

Advantages-of-deposit New and timely investments Significant imbalances in the development of individual fields of the economy and activities give reason to think about the feasibility of entering new business projects. For example, projects in the agricultural industry may become relevant at the present time, because no one will cancel the demand for food. Despite the fact that prices for agricultural products are still somewhat lower, however, the fall will be significantly lower than other commodities, such as oil, metal, etc. Delivery services for goods, including food, are also becoming relevant. Today there is a great opportunity to invest in an online service for delivering fresh food from farmers and craft manufacturers in large cities. The organization of search services for home staff under quarantine in schools and kindergartens as never before can also be demanded. Watch carefully for changing demand, and you can find opportunities to start a new profitable business. Production related to the manufacture of hygiene products, such as toilet paper, napkins, respirators, etc., will be at the peak of loading. It is worth taking a closer look at the various investment proposals, from the position of the ongoing changes. Some projects and companies that are likely to bring you closer to the answer on the question of how to save money during the coronavirus pandemic, whose shares are probably worth paying attention to in the current situation, you might have known before, but considered them not attractive enough for investment. Read the full article

#coronaviruspandemic #COVID-19 #FinancialAssistance #financialsupport #savemoneyduringthecoronavirus

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melaniasukaczcas · 5 years ago

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CAS PROJECT

As for our cas project together with my friends we have decided to organize prom which is our school’s tradition and is held every year a hundred days before the final exams. We volunteered to organize the whole event and take care of fiding the space, the carterer, making an estimated budget, organizing the dance classes etc.

September 2019

As such events require a lot of time of preparing it beforehand we decided to begin the planning phase as early as possible. Our first step was to find the venue. We narrowed down the choices to two and prepared a general plan of expanses to present to our fellow students and choose one by voting in a survey so that everyone could play a part in the choosing process. When one venue was finally chosen with the majority of votes we have contacted the owner and booked the space.

October/November 2019

Our next step was to prepare a very detailed plan of expenses and rise the money from every student in order to make an advance payment for the venue and caterers. Preparing the plan of expanses was very time-consuming and difficult so it required involvement from everyone in our project so that we make accurate calculations without any errors. With our great teamwork we succeeded and presented the plan to everyone in our grade so they could accept it and deliver the money so that we can make the payment in time. In order to minimise the costs we found the cheapest alternatives for the DJ and negotied the price for the rental with the venue owners which hreatly contributed to enhancing our communication and organization skills.

December 2019

In December came the time to organize the dancing lessons. We chose the dance called „polonez” which is a Polish dance. Firstly, we had to find a person who would teach us. We managed to ask a teacher from our school. Secondly, we had to plan the time of the lessons so that everyone could attend. Thus, we have decided to host them during the weekends.

January 2020

As the prom was held on the 24th of January this was the last month of our CAS project. It was also the most challening time for us because we felt the time pressure to complete everything we had to. Additionaly, we experienced some technical issues connected to finances. In January we had to pay the last part of the money to the venue owners but in the last moment some of the students decided to not particpate in the prom and hence not pay so we were short on money that we had to pay as fast as possible to the owners. Thus, we had to organize another fundraising and complete it just two days which was almost impossible and we were very stressed. However, with our great teamwork and communication and organization skills which greatly improved during the planning process of this event we managed to complete it in time and make the final payment.

The whole process cost us a lot of stress and anxiety that the event would not work out or we would forget about something but I can say that the whole event turned out great and everyone enjoyed themselves.

#casproject

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shirlleycoyle · 5 years ago

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Why the US Sucks at Building Public Transit

American cities are facing a transportation crisis. There’s terrible traffic. Public transit doesn’t work or go where people need it to. The cities are growing, but newcomers are faced with the prospects of paying high rents for reasonable commutes or lower rents for dreary, frustrating daily treks. Nearly all Americans, including those in cities, face a dire choice: spend thousands of dollars a year owning a car and sitting in traffic, or sacrifice hours every day on ramshackle public transit getting where they need to go. Things are so broken that, increasingly, they do both. Nationwide, three out of every four commuters drive alone. The rate in metro areas is not much different.

“Without an integrated system of transit in our metropolitan areas the great anticipated growth will become a dream that will fail,” predicted Ralph Merritt, general manager of the Los Angeles Metropolitan Transportation Authority, “because people cannot move freely, safely, rapidly, and economically from where they live to where they work.”

Although Merritt’s words could just as well apply today, he said them 66 years ago in 1954. This is a crisis facing American cities right now in 2020, but it’s an old crisis. The only thing that has changed is the problem has gotten worse.

Like most crises, there is no single cause. Our cities, and our federal government, have made a lot of mistakes. Some were obvious at the time, others only in hindsight, but most have been a combination of the two. We keep doing things that stopped being good ideas a long time ago.

Many of those mistakes have to do with housing policy, which is inextricably linked to transportation policy. But the most obvious cause of our transportation crisis is a simple one: America sucks at building public transportation.

Why is this? Why does the U.S. suck at building good, useful public transit?

It’s a question that has vexed me for years. Just when I think I’ve figured it out, some other facet I had never previously considered comes to my attention. I have spoken to a dozen transit experts and historians. I have read several histories of American mass transportation policy written by independent scholars as well as government agencies. I've scoured federal archives and interviewed employees of transit agencies planning their own big projects. I’ve analyzed budgets and construction costs and compared them to our international peers. The tangle of American governmental dysfunction is so profound, digging into it can feel like undoing a rubber band ball with your teeth.

But the failure itself is simple and obvious. It’s apparent to anyone who has traveled abroad in the last several decades. Whether it’s traditional subway and commuter rail systems, modern streetcars and light rails, high-speed intercity rail, or even the humble bus with dedicated lanes and train-like stops, the U.S. lags perilously behind. It is a national embarrassment and a major reason our cities are less pleasant, more expensive places to live.

Just to name a few recent accomplishments abroad lacking an American parallel: Paris has the Grand Paris Express, 120 miles and 68 stations of new lines, plus a host of new trams and express bus lines with dedicated lanes. Moscow is building 98 new miles and 79 new stations for its Metro. At two years delayed and three billion pounds over budget, London’s Crossrail qualifies as a scandalous by European standards. But when it opens—perhaps in 2021—it will provide 73 miles of new rapid, frequent trains across greater London, including right through the center of the city. Since the 1990s, Madrid’s Metro has added more than 100 kilometers to its system. There are numerous examples of highly functioning and useful public transit systems in Latin America, which also invented the Bus Rapid Transit, a hybrid system with enclosed stops and dedicated lanes. China, which had basically no rapid transit through 1990, now has 25 cities with comprehensive rail systems, including seven of the world’s 12 largest metro networks by length.

Source: Yonah Freemark. Chart by Cathryn Virginia

Of course, China’s massive central government means it can build what it wants when and where it wants. But it’s hardly just China and other authoritarian regimes embarrassing the U.S. when it comes to transit construction. Consider, for example, high speed rail, or trains between cities capable of going faster than 120 mph. Over the last 30 years, almost two dozen countries have built true high-speed rail networks, according to transportation expert Yonah Freemark. The U.S. has a grand total of 34 miles of high-speed track.

China is not on this graph because they're literally off the charts (sorry). Data source: Yonah Freemark. Chart by Cathryn Virginia

This isn’t to say the U.S. has built nothing in the same time period. Freemark, one of the most thorough chroniclers of American transportation projects, calculated that the U.S. spent more than $47 billion on 1,200 miles of new and expanded transit lines in the decade from 2010 to 2019 (most of that mileage has been on bus routes).

That may sound like a lot, and at first glance it can seem like the U.S. has made some progress. There are now 93 miles of light rail in Dallas, 60 miles in Portland, and 87.5 combined light and commuter rail miles in Denver. Los Angeles, Seattle, Houston, San Diego, Sacramento, Phoenix, and others can cite similar improvements. For all their flaws, these are transit systems that didn’t exist 40 years ago.

But these systems, with the possible exception of Portland’s, do have one thing in common: they’re not especially useful because they’re not big enough and don’t go where people need them to. There is no perfect metric to evaluate the usefulness of a transit system, but, the most obvious failure is these systems haven’t changed their cities. Few people rely on them. As a general rule, these light rail systems serve fewer than 30 million passenger trips a year (LA has more, although as a percentage of the metro area population its usage is in line with other new systems). Even in cities of millions of people like Houston and Phoenix, light rail systems serve fewer than half that. Meanwhile, the Grand Paris Express and Crossrail are projecting ridership in the millions per day.

The basic truth is nearly everyone still depends on their cars even in cities with soul-destroying traffic. By any definition, the last half-century of American transportation policy has been a dismal failure.

Ultimately, this is not about trains and buses. This is about a political system uninterested in reform, a system unconcerned with fixing what’s broken.

But the problem isn’t limited just to new systems with growing pains. Older American cities with legacy systems have barely expanded to meet the growing footprint of their metro areas, as London and Paris are. The subway maps of New York, Boston, Chicago, and Philadelphia look almost identical as they did in 1950; in some cases, they’ve actually shrunk.

Simply put, the U.S. builds less public transit per urban dweller than its peer countries. Freemark found U.S. cities “added an average of fewer than 2 miles of urban bus improvements per million inhabitants—and fewer than 1 mile of rail improvements.” Meanwhile, France added 10 miles of buses and 3 miles of rail per million inhabitants in that same time period.

There is, of course, no simple answer why our transportation systems are broken, in much the same way there’s no simple answer to why our healthcare system is broken or why our criminal justice system is broken, beyond, as Freemark put it, that our “dysfunctional, irascible political system [is] woefully unprepared to commit to anything particularly significant.”

Ultimately, this is not about trains and buses. This is about a political system uninterested in reform, a system unconcerned with fixing what’s broken. If we can understand how politics failed American transportation systems, perhaps we can make the solution part of broader reform that must occur if American government is to start addressing the needs of the people in all aspects of life, from health care to criminal justice to housing to employment law to digital privacy to climate change.

It’s more important to understand all those causes now than ever. Building lots of public transit fast is, according to the Department of Transportation, a key front in the fight against climate change, because transportation accounts for about 30 percent of U.S. emissions, most of that from private automobiles. Are we up for the task? Can we, as a nation, build the infrastructure we desperately need to create a more sustainable world?

Do you work for the Federal Transit Administration or a local transit agency? What are the challenges you face in getting public transit projects done? We'd love to hear from you. Using a non-work phone or computer, you can contact Aaron Gordon at [email protected] or [email protected].

The answer to that question depends on understanding why we have failed so miserably up to this point. While researching the question of why our public transit is so bad, I’ve encountered a series of partial but ultimately incomplete explanations. If you don’t feel like descending into the transit nerd tunnel with me, here’s the tl;dr version:

Everything costs too much

We build highways instead

We don't plan well

People don't trust the government to build things so they vote against projects under the assumption they will be executed poorly and waste taxpayer dollars

We don't give transit agencies enough money to run good service which erodes political support to have more of it

There are too many agencies at all levels of government, especially at the local level, and not enough coordination between them

Our newer cities are sprawled out which makes good transit hard, and our older cities are too paralyzed by political dysfunction to expand the systems they have

As a result of generations of privatization efforts by all levels of government, in the rare event we do actually get to build stuff there is not enough expertise within the agencies to do it well

The good news is all of this is fixable. At least, that’s what Freemark believes. “The idea that we can’t build new systems is ridiculous,” he told me in an interview. “We just have to assemble the political interest and excitement to make those things happen.”

“There Was Always A Subsidy Somewhere”

Before we go any further, it’s important to dispel a pernicious myth that has perpetuated in the United States about public transportation. This is the idea that transit ought to pay for itself just like any other business.

This was a popular position in local, state, and federal governments until the mid-20th century. It is also the founding principle of public authorities, like the Metropolitan Transportation Authority that oversees much of greater New York’s transit, which are legally required to balance their budgets every year. The concept is that well-run public transit ought to be profitable.

The problem—well, just one of the problems—with this philosophy is it’s based on a totally fictitious belief that the New York City subway once was a good business, or that the Boston subway once was a self-sustaining operation.

This was never true. “There was always a subsidy somewhere,” Jeff Davis, senior fellow at the think tank Eno Transportation Center said. Streetcars and early subways were paid for by wealthy financiers, real estate speculators, and electric companies, among others. The speculators bought cheap land on the outskirts of town and then built transportation that went there before selling the land for a tidy profit. Back in the day when lights were the main use of electricity, electric companies faced a huge surge at night. Streetcars were a convenient use of that excess electric capacity during the day when demand was lower. And, as the 19th century became the 20th, financiers (mistakenly) thought rapid transit would be a great investment, typically as part of an arrangement we now commonly refer to as public-private partnerships that required transit companies to keep fares low, usually at five cents.

Then it all slowly fell apart. Inflation jacked up costs, but transit companies were legally obligated to keep fares the same per their agreements with cities. The Great Depression hit. Real estate speculators sold off all their land and no longer cared about the transit connections. The public utility companies were forced to sell off their streetcar stakes by Congress under an antitrust provision. Long-term maintenance and upkeep rendered short-term profits illusory. Although most commuters still used transit through the 1940s, people tended to use private automobiles for recreational trips. Bills for decades of deferred maintenance came due. Streetcars went bankrupt. Local governments picked up the slack, and as part of the transition, closed the electric streetcars and converted those routes to buses. By the 1960s, most every transit system had either closed down or was under the auspices of some level of local government.

“And then that subsidy became an explicit job of the local government to subsidize and take over management,” Davis said. Private subsidies were replaced by public ones, just at the time when government was deeply, fundamentally uninterested in public transit. Because in the mid-20th century, cars were the future.

The Road to More Roads

From 1950 to 2017, the U.S. constructed 871,496 miles of roads, enough to go to the Moon, come back, return to the Moon again, and then get two-thirds of the way back to Earth. The pace has slowed in the last few decades, but barely. Thirty-seven percent of those miles have been built since 1985.

As traffic increased, it was accepted policy to widen a lot of roads under the mistaken belief this would reduce traffic. The Federal Highway Administration only started tracking lane-miles built in 1980, but in the 37 years between then and 2017 we added 881,918 lane-miles to our some four million lane-miles of road, an 11 percent increase. Urban areas in particular added 30,511 new lane-miles to freeways since 1993, an increase of 42 percent, according to the non-profit Transportation for America, which went on to call this program of building more lanes in a misguided attempt to reduce traffic a “congestion con.”

In the meantime, the U.S. barely built any new rail. The Bureau of Transportation Statistics only started tracking rail miles in 1985, but from that year through 2017 the U.S. constructed 6,247 miles of commuter rail, heavy rail, and light rail combined. That’s only 195 miles a year on average, compared to 10,017 miles of roads per year during that same time. In fact, the pace of building new transit has been so languid, America’s 20 largest metro areas have the same or even fewer miles of transit service (including bus routes) per capita than they did in 2003.

“It’s all about priorities,” said Jeff Brown, an urban planning professor at Florida State University. “What are the spending priorities that we’ve established?”

Source: Bureau of Transportation Statistics and Transportation For America. Chart by Cathryn Virginia

Of course, the short term cost of building a mile of road is lower than building a mile of transit, but that can be deceptive. According to Transportation for America, it costs $24,000 per lane-mile per year to maintain a road in good repair, and much more for those in disrepair, as many of America’s roads are. And that’s even before accounting for the strain on public services by encouraging and supporting sprawl where every mile of sewer, water, and power line serves fewer taxpayers.

Nevertheless, we’ve also spent much less money overall on transit compared to roads. These funding mechanisms are extremely confusing and have changed over time, but what has not changed is that roads always get a lot more.

Congress gives states roughly $40 billion a year for roads, according to Transportation For America, which can be spent either on new roads or maintenance at the states' discretion. Meanwhile, public transit agencies have to compete for only $2.3 billion in annual transit funding for big projects such as extending rail lines or building new ones, some $37.7 billion less than what states get for roads (the feds dole out an additional $7.5 billion a year for maintenance and buying new subway cars and buses).

That $40 billion a year in road money is given out to states based on a formula. It’s automatic, and states can spend that money however they wish. Not so with transit money. Transit agencies have to apply for funding for individual projects.

And should the transit agency’s project be deemed worthy of federal funding, the federal government will subsidize a much smaller percentage of the project costs than it will for roads. Transit agencies can get a maximum of 50 percent of the project cost covered by the feds, whereas roads can get up to 80 percent (down from 90 percent during the highway spending spree of the 20th Century).

And this is just at the federal level. The discrepancy between road and transit funding is even wider at the state level, Freemark says, where legislatures are typically dominated by rural interests.

Brown, the Florida State professor, said the numbers don’t lie. “It’s not a sufficient amount of money to support grand project ideas.”

Of course, many people believe it is not the federal government’s role to be paying for mass transportation because it’s a local issue (rarely is a similar argument made about roads). This was very much up for debate when the Urban Mass Transportation Administration (now a part of the Federal Transit Administration) was created in 1964. The upshot was that there’s no clear reason why the federal government should be subsidizing road construction, home mortgages, auto fuel, and any number of other things but not mass transportation. Plus, in light of the local and state government failures to pay for transit, if not the federal government, then who? Tellingly, the UMTA was founded under the Welfare Clause of the Constitution, not the Commerce Clause that authorized highway construction, because it is good for cities to have good transportation.

From nearly any vantage point, this road-heavy, transit-lite approach has been a disaster for American cities. We’ve spent hundreds of billions of dollars constructing and maintaining an unsustainable roadway network, and traffic has only gotten worse to boot. In 2015, California’s Department of Transportation, which supervised some of the most fervent highway construction in the nation during the 20th century, came right out and admitted this didn’t work. More roads means more traffic. So, the state is no longer going to keep widening roads to relieve congestion.

Not only is there not enough money to go around, but it has to be shared by all the states. Federal rules require that no single project gets too big a slice.

“You can’t ask for so much money in a single year as to crowd out everyone else,” explained Davis. For example, he said, the Federal Transit Administration (FTA) under the Obama administration told Los Angeles that it wouldn’t get all the money it wanted for the Westside Purple Line as one big extension through Beverly Hills and into Westwood. So, LA broke it up into three segments, with construction on Phase I beginning in 2014. Each got its own cost-benefit analysis, planning, and studies, and waited a few years between applications, which drives up costs. In February, LA received its grant for the third and final segment, a $1.3 billion payout that will cover just 36 percent of the cost. It is expected to be completed in 2027, meaning it will take 13 years to build a nine mile extension.

“Usually congressional and even executive branch political realities mean they spread the peanut butter around,” said Sarah Jo Peterson, author of Planning the Home Front, “and, when there isn't much peanut butter, they spread it thinly.”

The Costs Are Too Damn High

Not only does the money get spread too thinly, but once cities do get their money, they waste a lot of it.

“In the cities where rail transit works best,” Davis observed, “costs have just gotten out of control.” This is especially true for megaprojects, huge public works that cost billions of dollars.

I could spend an entire article on this subject alone and not even scratch the surface of just how profoundly screwed American megaproject costs are. Indeed, many writers and researchers have done exactly that, and one researcher in particular, Alon Levy, has more or less made a name for themselves on this subject.

New York City is responsible for the most expensive mile of subway track on Earth, at $3.5 billion per mile, the first segment of the Second Avenue Subway. The second phase is projected to crush that record. The Metropolitan Transportation Authority, which runs the subway and commuter rail system, is also some two decades late and $8 billion over budget on the $11 billion East Side Access project, which will bring Long Island Railroad trains into Grand Central, a 15 minute walk from Penn Station where Long Island Railroad trains currently go.

What is undoubtedly clear is every transit project is first and foremost a political project, and political projects are about consensus-building. This gets us not the projects we need but the projects we deserve.

The problem is hardly limited to New York. California’s high speed rail project has given new definition to the term “boondoggle.” And, as Levy has documented, San Francisco, Los Angeles, Seattle, Boston, and D.C., among others, all build subways and light rail lines at much higher costs than European cities.

“Nearly all American urban rail projects cost much more than their European counterparts do,” Levy wrote in Citylab. “The cheaper ones cost twice as much, and the more expensive ones about seven times as much.” This includes both heavy rail (subways) and light rail. “Only a handful of American [light rail] lines come in cheaper than $100 million per mile, the upper limit for French light rail.”

There are a lot of reasons for this, including:

Over-engineered stations

Arcane labor rules that inhibit productivity such as requiring more employees to work at a machine than is necessary

A lack of cooperation between agencies

But cost overruns are not a new problem for American transit.

“Cost escalation has been going on for some time,” Davis of Eno Center said. The D.C. Metro was initially slated to cost $2.5 billion but ended up with a $10 billion bill. Dating back to the Ford administration, the federal government started changing grant rules so the feds wouldn’t be on the hook for the inevitable cost overruns, leaving any eventualities to the transit agency building it and the local government overseeing it.

Do you work for a public transit agency or a contractor and have any experience with how projects end up costing so much? We'd love to hear from you. Using a non-work phone or computer, you can contact Aaron Gordon at [email protected] or [email protected].

Some cost overruns are attributable to unforeseen circumstances, but across the board, we are very bad at estimating how much these projects will cost to begin with. Sometimes, agencies give low estimates in order to make projects more politically palatable, knowing a realistic assessment will get shot down. D.C.’s initial estimate of $2.5 billion, according to George Mason University historian and author of The Great Society Subway: A history of the Washington Metro Zachary Schrag, was “never terribly realistic.”

Depressingly, it seems we gave up on ever building necessary infrastructure for the same price as other countries decades ago. Schrag also quoted Jim Caywood, head of the engineering firm that helped design Metro, as saying “there’s no way in this world that you can build a mammoth public works project such as Metro within a reasonable budget with all the outside influences. They won’t let you do it.”

The Biggest Outside Influence of All

What are those “outside influences” Caywood referenced? The big one is politics.

“Transportation planning is not just a matter of letting the engineers find the best solution to a technical problem,” Schrag wrote, “but a political process in which competing priorities must be resolved by negotiation among interest groups.”

If there’s one point on which all the experts I spoke to agree the most, it is that transportation is politics. A 1988 deep dive into the construction of the Bay Area Rapid Transit (BART) system by Portland State University professor Sy Adler found any vague proposal for a transit project, whether it be highway or rail, produces competing coalitions with their own self-interests. Maybe they want to spur development in their own downtown area or make it easy for commuters to live in their suburb. These factions then weaponize the options on the table for their preferred ends. The protracted debates result in entire regions losing focus over why they wanted to build a new transit system in the first place. Over time, it becomes a battle not of which option solves a given problem, but re-defining what the problem is.

Meanwhile, another cohort of interest groups form to stop projects they don’t want. Typically, these are neighborhood associations that don’t want a transit line coming through their block, either out of fear of construction impacts or racist concerns that it’ll disrupt the segregation of their urban area. Sometimes, they are not just neighborhood groups but entire regions.

In the 1970s, in what was later called “referendums on race,” Atlanta’s suburban and overwhelmingly white Cobb, Clayton, and Gwinnett counties voted out of the region’s MARTA system before it was even built. In 1988, five years after voting in favor of a 200-mile light rail system with local financing, Dallas voters refused to approve bonds to pay for construction, growing skittish on the whole prospect due to the oil crisis which hurt the local economy, according to Indiana University professor George Smerk’s history of the government’s mass transportation policy. Seattle, Detroit, and scores of other cities either voted against major transportation projects or approved watered down versions of original plans thanks to local opposition.

To take just one of scores of possible examples because it affected me personally: back in the 1970s the University of Maryland rejected plans to have the D.C. Metro’s Green Line stop on campus, again for predominantly racist reasons. This forced “a complicated redesign” that “later caused commotion in College Park,” Schrag wrote. Today, anyone looking to take public transportation to the university, with 41,000 students and 14,000 faculty and staff, must either take a shuttle bus from campus or walk at least 20 minutes each way. Repeat these fights dozens of times per project and it’s no longer so difficult to envision how they end up getting relegated to land the public already owns regardless of how useful it is like freeway medians or don’t get built at all.

Meanwhile, a great political shift occurred in the United States that made transit’s prospects even worse. First was the Reagan-era movement away from services provided by the government and towards private enterprise.

Transit was not spared. When Miami’s Metrorail opened, Reagan derided the “$1 billion federal subsidy” that “serves less than 10,000 daily riders” as a prime example of government waste. Better for the government to have bought everyone a limousine, Reagan quipped.

Nevermind that all of those numbers were incorrect and deeply misleading because the project hadn’t even been completed yet, according to the Sun-Sentinel. But factual errors aside, there was a larger ideological one. “Even if Metrorail doesn't turn a profit,” the paper said, “it will be performing a valuable service. Without it, thousands of new commuters would be forced back into their cars, making the roads even more overcrowded.”

Ironically, some of the blame for the wastefulness of federal transit money belongs to Reagan himself. He spent considerable effort trying to kill the main transit grant program, according to Davis, but Congress wouldn’t let him because these projects were often popular.

In order to keep the funding going, Congress had to resort to doling out the money through annual appropriations—in other words, the 435 members of the House of Representatives, with all its byzantine committees and rules, deciding for itself which projects to fund rather than career experts in the Federal Transit Administration—through a process called earmarking. In this way, transit projects became just another horse to trade.

“The nature of earmarking is that since there are 435 House districts and 50 states, and only so much money to go around, things get split more widely than they would if the Administration just got to pick a few.” Davis continued: “Ted Stevens [longtime Alaska Senator and chair of the Senate Appropriations Committee from 1997 to 2005] used to put a million dollar grants to little towns all over Alaska. I don't know what the hell they were for.”

Not only did it become fashionable to slash funds for big transit projects, but so too was it the sign of the times to slash agency budgets as well. Expertise then migrated to the private sector, in many cases to the very consultants and engineering firms hired to execute the few projects that got done. As a result, agencies were—and remain—ill-equipped to make big decisions on big projects, who hire those aforementioned consultants, who in turn charge a pretty penny for their services.

Do you work for a local transit agency and struggle with a lack of resources or funding? We'd love to hear from you. Using a non-work phone or computer, you can contact Aaron Gordon at [email protected] or [email protected].

“We often don't have really expert public staff making decisions, making some key decisions at least,” said Eric Eidlin, a former FTA planner. “We've given over that responsibility to consultants that have a profit motive. I don't mean to say that the consultants have this desire to subvert the public interest or anything, it's just not their job, right?”

Karen Trapenberg Frick, an urban planner at UC Berkeley who used to work for the Bay Area’s planning commission, echoed Eidlin’s point and said it had a real impact on what agencies were able to do, only further undermining the public’s willingness to give them money for big projects.

“There are certain cities where when I was a planner a long time ago and now, it's the same complaint: we give the city money but they can't move the project through because they don't have the staff to do it,” she explained. “And we don't have the staff to do it because there's been this whole neoliberal mind shift that the public sector can't do a good job.”

There’s a very sad irony here. The Reagan era cuts were ostensibly designed to make the public sector more efficient by harnessing the power of the market, but instead it made public agencies reliant on for-profit contractors that jack up costs, only making government less efficient and more wasteful.

“When there's no in-house public sector expertise, the ability to deliver projects quickly or efficiently is compromised,” Eidlin said. “And time is money, too.”

Who Decides?

So far, I’ve focused on the federal side of things because it has a lot of money and power. But what level of government is the right one to make decisions about massive transportation projects? Although there is no obvious right answer, it feels like the U.S. has discovered an awful lot of wrong ones.

As a nation, local authority is our founding principle. We fought a revolution to achieve it, wrote a (bad) set of rules to maintain it, scrapped those, then wrote a new set of rules we have been arguing about ever since. Most of those arguments have been about whether the federal or state governments should determine how we live.

But unprecedented depressions and world wars have a funny way of harnessing big government power, and the feds continued to flex those newly-discovered muscles as American cities deteriorated in the years afterward. From New York to Los Angeles and in dozens of cities in between, so-called “urban renewal” programs used federal dollars to quite literally tear down and rebuild massive sections of cities from scratch, sometimes in order to build a highway through the demolished portion. One of the many legacies of this program, which destroyed entire neighborhoods, was a growing distrust in the government to sensitively execute centrally planned projects. The preferred remedy was to have more local control, neighborhood by neighborhood.

This approach has its merits, but for transportation it has serious drawbacks. Whether they be subways, light rail, bus routes, or even the humble bike lane, any transportation worth using is a network that allows people to get from one side of a city to another quickly and efficiently. Giving substantial input or even veto power to individual communities along that network undermines the entire concept.

“Transit is fundamentally regional,” Eidlin said, “And I really feel like our general population and our decision makers don't universally agree with that or even had that epiphany yet.”

Just as too much hyperlocal control can stymie useful transit, putting transit under the auspices of entire states can have downsides, too. Several of the country’s biggest transit systems including New York, Boston, and Washington, D.C. are controlled not by local authorities but state (or in D.C.’s case, quasi-federal) bodies. This means taxpayers who don’t obviously benefit from the system pay into it, a constant source of political tension. And when proposed projects cross state lines, it opens up a prolonged debate about who pays for what share, a fight that often takes years or decades to resolve.

Put the lack of funds for transit together with our country’s general desire to give local control as close to the individual citizen level as possible, and we’re left with a contradictory system where every limb and appendage fights the others. The lack of funds dedicated to transit means higher and higher levels of government—the ones with more and more money—often have control over transit, either by law or by practice. But those same agencies must seek local consensus for what are not local projects, a time-consuming and expensive proposition at best and a poison pill at worst.

This desire for local control yields bizarre outcomes. For example, Eidlin is working on a transportation hub project in San Jose, CA. Four different public agencies are involved, each for a different jurisdiction that will meet at the hub (this is indicative of the Bay Area, which has 27 transit operators and 151—yes, 151—transit agencies). As a result, Eidlin says much of the project’s work at this stage is not on the project itself, but administrative tasks to keep all the agencies up to speed.

“We value local control so much and we fund so many things locally that we never stop and ask,” Eidlin said, “what's the right level of government at which to be addressing a public issue?”

How To Fix This

As dire as the American transit landscape is, there are specs of hope. Federal funds are no longer given out through earmarks; that stopped in 2010. Now, the FTA grades projects based on merit. And some metro areas have big plans. Los Angeles and Seattle voters have opted to raise their sales taxes slightly to fund tens of billions of dollars in transit upgrades that could significantly improve their region.

But we need much bigger solutions, not only to build transit systems faster and more efficiently, but to run them better, too. In the vicious cycle of transit funding, agencies that are perceived as wasteful or bad at providing services have a harder time getting money from politicians, which then makes it harder to run a good transit service. This cycle must be broken.

Public transit…ought to be as natural a government service as trash collection.

More money for transit would obviously help. Bernie Sanders has proposed $300 billion for public transit by 2030 and $607 billion for a high speed rail network (Joe Biden, in an excellent distillation of the failures of American transportation policy to date, does not commit any dollar amounts to these issues in his platform, but does commit $50 billion in his first year to repair roads, highways, and bridges). That would be a lot more money where it’s desperately needed, and polling suggests it’s a popular platform with majority support.

The most noteworthy part of Sanders' platform, however, is not the money. It’s the framework under which it is proposed: the Green New Deal.

This, says Florida State University’s Jeff Brown, fits with the history of how big transit projects are proposed. “Transit, in most places, has very much been an afterthought or a reaction to some other perceived crisis,” he said. Traditionally, that crisis has been traffic. For periods in the 1970s and 1980s, it was the oil crises. Sanders, however, clearly puts better public transportation within the framework of the climate crisis.

But the very concept of tying transit construction to a crisis misses the point. Transit does address those issues, but it is more than that. We will never build good transit until we jettison the century-old misconception that it is a business the government happens to run out of necessity. Rather, public transportation is a public good on its own merits, good times and bad. Allowing people to move about their cities cheaply, efficiently, and quickly makes cities more productive and better places to live and has numerous knock-on public health, environmental, social, and economic effects. Public transit funding ought not to be a response to any crisis. It ought to be as natural a government service as trash collection.

On the other hand, framing transit as a fight against traffic is a losing battle, because it doesn’t take very many cars to create traffic. It is, as transit planner Jarrett Walker argues, a matter of geometry. It will always appear to a certain type of person that money was wasted. But positing that transit is a way for city dwellers to live better, more pleasant lives is a winning platform, as politicians across Europe can attest.

We also have to work out what the right level of government is to make transit decisions. New York, D.C., and San Francisco in particular have complicated and bizarre governance structures for their transit agencies. Most of these structures were created in mid-century when good governance types replicated the corporate boardroom as the ideal of good governance. History has proven this approach hopelessly naive. Transit is politics. It’s time to, as Freemark has argued, put transit squarely within the responsibility of one elected official who is clearly accountable.

None of this solves what may be the biggest impediment to good American public transit: costs. The solutions here are not easy. Hell, as Josh Barro of New York has pointed out, and I've also learned, we don’t even fully understand the problem. At the very least, fixing it requires cultivating long-term expertise on the local level so agencies aren’t reinventing the wheel the rare occasions they’re given enough money to undertake megaprojects. It also might require, as Laura Tolkoff of the San Francisco-based non-profit SPUR suggested, establishing governmental entities with in-house megaproject expertise, weaning the transit world off relying on expensive contractors and consultants and onto agencies looking out for the taxpayers’ interest, not the stock market’s.

These are just a handful of the high-level suggestions I learned while reporting this story. I will keep reporting on this and learning more, and you should contact me if you work in a transit-related industry and know anything I ought to know. But one thing we must always keep in mind is the answers are out there.

“[The U.S.] needs to learn what works in Japan, France, Germany, Switzerland, Sweden, the Netherlands, Denmark, South Korea, Spain, Italy, Singapore, Belgium, Norway, Taiwan, Finland, Austria,” Levy wrote. “It needs to learn how to plan around cooperation between different agencies and operators, how to integrate infrastructure and technology, how to use 21st-century engineering.”

To that end, Levy and fellow researcher Eric Goldwyn just received a two-year grant from the John Arnold Foundation via New York University to study why U.S. construction costs are so high. And they’re looking to hire a research associate, preferably one with language skills other than English. “We are particularly looking to extend our coverage outside countries where information is readily available in English,” their job posting for the project says.

“Imitate,” Levy advises. “Don’t innovate.”

Why the US Sucks at Building Public Transit syndicated from https://triviaqaweb.wordpress.com/feed/

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