The Anatomy of Public Corruption

Showing posts with label The Pete Bennett Story. Show all posts
Showing posts with label The Pete Bennett Story. Show all posts

The Milne Files - Grandfather of Peter Carver Bennett

The Kennedy Files

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David L. Milne

Patterson, Teele and Dennis

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Mr. Milne partner at Patterson, Teele and Dennis from early 1900's to his untimely death in December 1962. During his tenure is clients were David Rockefeller, Joseph P. Kennedy and Family and Marvin Pierce.

Marvin Pierce

CEO of McCalls Magazine

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Mr. Pierce is the father of Barbara Pierce Bush and CEO of McCalls Magazine located at 120 Broadway New York,NY. Barbara Pierce attended Rye Country Day School New York with Dorothea and Sydney Milne twin daughters of David and Dorothea Milne, grandparents of Pete Bennett.

The Pelosi Files

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Beat Pete, Take Food, Arrest Pete, Steal From Pete, Deny Pete Food, Water and Shelter

Bennett Customer

No Police Report

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Pete Bennett a resident of Contra Costa County since 1978 has left numerous requests for police reports. Behind Bennett is a meter reader, a Walnut Creek Police Car and the boot of an officer while he lay bleeding in the street. Bennett was taken to Kaiser for scans when did get the skull fracture, then she noticed the broken collar bone, then the rotator cuff, then she noticed this was the first assualt case based on my charts.

2004 Kinder Morgan Explosion

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Bennett traveled through the Broadway Bypass heading to court with Judge Golub where Bennett was laden with triple fines. This explosion and related investigation was rigged but the real owners lead the the 1990 Witness Murder in Bennett vs. Southern Pacific

Philip Anschutz

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Chairman of the Board of Southern Pacific well aware that in order to beat Plaintiff Pete Bennett they needed to kill someone and they did.

Alamo 1st Ward Murders

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Pete Bennett met Nate Greenan sometime in the early 2000s, they both performed at Vinnies Bar and Grill in Concord. That same week Bennett was arrested where Deputy Vince Jimenez placed a dangerous inmate in his cell then witheld medication of a highly unstable inmate.

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Mr. and Mrs. David Leslie Milne of 417 Park Avenue

Wedding Announcement 1947 


Mr. and Mrs. David Leslie Milne of 417 Park Avenue have announced the engagement of their twin daughter, Dorothea Leslie, to Wilson Cobbold Bennett, son of Mr. and Mrs. Ernest H. Bennett of Montclair. N. J., and Orlando


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Who stole my Ibanez?

The Strack Murders Sept 2014

This is a complicated issue connected to the theft of the Trust Documents of Dorothea Leslie Milne Bennett taken in November 2004 by memmbers of the Alamo 1st Ward.


WHO STOLE PETE's Ms. Ibanez Guitar?

The guitar was taken with a 2001 Ford Explored sold to Bennett by a son-in-law connected to District Attorney Mark Peterson

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WHO STOLE PETE'S GUITAR

The guitar was taken with a 2001 Ford Explore sold to Bennett by a son-in-law connected to District Attorney Mark Peterson

The Truck Fire as Attempted Murder

Boot polish is a waxy paste, cream, or liquid used to polish, shine, and waterproof leather shoes or boots to extend the footwear's life, and restore, maintain and improve their appearance.
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Cosmo Model Svetlana Griaznova is friends with Jeffrey Epstein lives at former Coop owned by Bennett's family

SVETLANA GRIAZNOVA 

Resident of 417 Park Ave New York, NY 

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SVETLANA GRIAZNOVA


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John Doe

Some example text.

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Bennett (Milne) Family Apartment

The family apartment from 1923 to the death of Dorothea Milne. Sold to reduce costs for the survivors. Alex Bennett older brother sold off the assets in 1980. During 2014 five of his nephews were murdered in Springville Utah and the only copy of Bennett's original trust stolen by Mormons primarily from Alamo 1st Ward.

Strack Murders
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Frank Doyle Jr.

FBI Agent Frank Doyle Jr. is a enigma agent. A sorted history connected to Lockerbie and PanAm which is the story with the failed hostile takeover Jeffery Epstein of PanAm. The plan failed when two years later PanAm and Boeing exploded over Lockerbie Scotland.

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Bush-Linked Company Handled Security for the WTC, Dulles and United

Bush-Linked Company Handled Security for the WTC, Dulles and United


by: Margie Burns

George W. Bush's brother was on the board of directors of a company providing electronic security for the World Trade Center, Dulles International Airport and United Airlines, according to public records. The company was backed by an investment firm, the Kuwait-American Corp., also linked for years to the Bush family.

The security company, formerly named Securacom and now named Stratesec, is in Sterling, Va.. Its CEO, Barry McDaniel, said the company had a ``completion contract" to handle some of the security at the World Trade Center ``up to the day the buildings fell down."

It also had a three-year contract to maintain electronic security systems at Dulles Airport, according to a Dulles contracting official. Securacom/Stratesec also handled some security for United Airlines in the 1990s, according to McDaniel, but it had been completed before his arriving on the board in 1998.

McDaniel confirmed that the company has security contracts with the Department of Defense, including the U.S. Army, but did not detail the nature of the work, citing security concerns. It has an ongoing line with the General Services Administration - meaning that its bids for contracts are noncompetitive - and also did security work for the Los Alamos laboratory before 1998.

Marvin P. Bush, the president's youngest brother, was a director at Stratesec from 1993 to fiscal year 2000. But the White House has not publicly disclosed Bush connections in any of its responses to 9/11, nor has it mentioned that another Bush-linked business had done security work for the facilities attacked.

Marvin Bush joined Securacom when it was capitalized by the Kuwait-American Corporation, a private investment firm in D.C. that was the security company's major investor, sometimes holding a controlling interest. Marvin Bush has not responded to telephone calls and e-mails for comment.

KuwAm has been linked to the Bush family financially since the Gulf War. One of its principals and a member of the Kuwaiti royal family, Mishal Yousef Saud al Sabah, served on the board of Stratesec.

The managing director at KuwAm, Wirt D. Walker III, was also a principal at Stratesec, and Walker, Marvin Bush and al Sabah are listed in SEC filings as significant shareholders in both companies during that period.

Marvin Bush's last year on the board at Stratesec coincided with his first year on the board of HCC Insurance, formerly Houston Casualty Co., one of the insurance carriers for the WTC. He left the HCC board in November 2002.

But none of these connections has been looked at during the extensive investigations since 9/11. McDaniel says principals and other personnel at Stratesec have not been questioned or debriefed by the FBI or other investigators. Walker declined to answer the same question regarding KuwAm, referring to the public record.


Walker is also chairman and CEO of Aviation General, a Tulsa, Okla.-based aviation company with two subsidiaries. SEC filings also show al Sabah as a principal and shareholder in Aviation General, which was recently delisted by the Nasdaq. Stratesec was delisted by the American Stock Exchange in October 2002.


The suite in which Marvin Bush was annually re-elected, according to public records, is located in the Watergate in space leased to the Saudi government. The company now holds shareholder meetings in space leased by the Kuwaiti government there. The White House has not responded to various requests for comment.


Speaking of the Watergate, Riggs National Bank, where Saudi Princess Al-Faisal had her ``Saudi money trail" bank account, has as one of its executives Jonathan Bush, an uncle of the president. The public has not learned whether Riggs - which services 95 percent of Washington's foreign embassies - will be turning over records relating to Saudi finance.


Meanwhile, Bush has nominated William H. Donaldson to head the Securities and Exchange Commission. Donaldson, a longtime Bush family friend, was a Yale classmate of Jonathan Bush.


On the very day of the tragic space shuttle crash, the government appointed an independent investigative panel, and rightly so. Why didn't it do the same on Sept. 12, 2001?


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Milne Carver.
Miss Dorothea Carver, daughter of
Mrs. Alexander B. Carver and the late
Rev. Alexander B. Carver, was married
yesterday to David Leslie Milne of New
York In the home of the bride, 1180
North Broadway, Yonkers. Bishop C.
S. Burch officiated. The bride's attend
ants were her sisters, Mrs. Alexander
Bryan Johnson and Mrs. J. Lloyd Un
duch. The best man was J. Lloyd Un
duch.
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The Santa Fe Murder Railways - Key System




For other uses, see Key system (disambiguation).

Key System logo
The Key System (or Key Route) was a privately owned company that provided mass transit in the cities of Oakland, Berkeley, Alameda,[1] Emeryville, Piedmont, San Leandro, Richmond, Albany and El Cerrito in the eastern San Francisco Bay Area from 1903 until 1960, when it was sold to a newly formed public agency, AC Transit.
The Key System consisted of local streetcar and bus lines in the East Bay, and commuter rail and bus lines connecting the East Bay to San Francisco by a ferry pier on San Francisco Bay, later via the lower deck of the Bay Bridge. At its height during the 1940s, the Key System had over 66 miles (106 km) of track.
The local streetcars were discontinued in 1948 and the commuter trains to San Francisco were discontinued in 1958. The Key System's territory is today served by BART and AC Transit bus service.

Contents

History

Early years

The system was a consolidation of several streetcar lines assembled in the late 1890s and early 1900s by Francis Marion "Borax" Smith, an entrepreneur who made a fortune in his namesake mineral, and then turned to real estate and electric traction. The Key System began as the San Francisco, Oakland, and San Jose Railway (SFOSJR), incorporated in 1902. Service began on October 26, 1903 with a 4-car train carrying 250 passengers, departing downtown Berkeley for the ferry pier. Before the end of 1903, the general manager of the SFOSJR devised the idea of using a stylized map on which the system's routes resembled an old-fashioned key, with three "handle loops" that covered the cities of Berkeley, Piedmont (initially, "Claremont" shared the Piedmont loop) and Oakland, and a "shaft" in the form of the Key pier, the "teeth" representing the ferry berths at the end of the pier. The company touted its 'key route', which led to the adoption of the name "Key System".
In 1908, the SFOSJR changed its name to the San Francisco, Oakland & San Jose Consolidated Railway, changed to the San Francisco-Oakland Terminal Railway in 1912. This went bankrupt in December 1923 and was re-organized as the Key System Transit Co., transforming a marketing buzzword into the name of the company.
Following the Great Crash of 1929, a holding company called the Railway Equipment & Realty Co. was created, with the subsidiary Key System Ltd running the commuter trains. In 1938, the name became the Key System.
During World War II, the Key System built and operated the Shipyard Railway between a transfer station in Emeryville and the Kaiser Shipyards in Richmond.

National City Lines era

National City Lines acquired 64% of the stock in the system in 1946.[2]
The same year E. Jay Quinby hand published a document exposing the ownership of National City Lines (General Motors, Firestone Tire, and Phillips Petroleum). He addressed the publication to The Mayors; The City Manager; The City Transit Engineer; The members of The Committee on Mass-Transportation and The Tax-Payers and The Riding Citizens of Your Community. In it he wrote This is an urgent warning to each and every one of you that there is a careful, deliberately planned campaign to swindle you out of your most important and valuable public utilities–your Electric Railway System.[3]
The new owners made a number of rapid changes. In 1946 they cut back the A-1 train route and then the express trains in 1947. The company increased fares in 1946 and then in both January and November 1947. During the period there were many complaints of overcrowding.[4]
On April 9, 1947, nine corporations and seven individuals (constituting officers and directors of certain of the corporate defendants) were indicted in the Federal District Court of Southern California on two counts: 'conspiring to acquire control of a number of transit companies, forming a transportation monopoly' and 'Conspiring to monopolize sales of buses and supplies to companies owned by National City Lines'.[5] They were convicted of conspiring to monopolize sales of buses and supplies. They were acquitted of conspiring to monopolize the ownership of these companies.
In 1948 they proposed a plan to convert all the streetcars to buses.[6] They placed an advertisement in the local papers explaining their plan to 'modernize' and 'motorize' Line 14.[7] Oakland city council opposed the plan by 5–3.[2] The Public Utilities Commission (PUC) supported the plan which included large fare increases.[6] In October 1948, 700 people signed a petition with the PUC "against the Key System, seeking restoration of the bus service on the #70 Chabot Bus line".[4] The councils of Oakland, Berkeley and San Leandro opposed the removal of street cars. The traffic planners supported removal of the streetcar lines to facilitate movement of automobiles.[2] Local governments in the East Bay attempted to purchase the Key System, but were unsuccessful.
Streetcars were converted to buses during November/December 1948.[6]
In 1949 National City Lines, General Motors and others were convicted of conspiring to monopolize the sale of buses and related products to their subsidiary transit companies throughout the U.S.[8]
Between 1946 and 1954 transbay fares increased from 20¢ to 50¢. Fares in this period were used to operate and for 'motorisation' which included streetcar track removal, repaving, purchase of new buses and the construction of bus maintenance facilities. Transbay ridership fell from 22.2 million in 1946 to 9.8 million in 1952.[4]
The Key System's famed commuter train system was dismantled in 1958 after many years of declining ridership as well by the corrupt monopolistic efforts of National City Lines. The last run was on April 20, 1958. In 1960, the newly formed publicly owned AC Transit took over the Key System's facilities.
Most of the rolling stock was scrapped, with some sold to Buenos Aires, Argentina. Several streetcars, interurbans and bridge units were salvaged for collections in the United States. Of the large bridge units, three are at the Western Railway Museum near Rio Vista, California[9] while another is at the Orange Empire Railway Museum in southern California.

System details

The initial connection across the Bay to San Francisco was by ferryboat via a causeway and pier ("mole"), extending from the end of Yerba Buena Avenue in Oakland, California westward 16,000 feet (4,900 m) to a ferry terminal near Yerba Buena Island. Filling for the causeway had been started by a short-lived narrow-gauge railroad company in the late 19th century, the California and Nevada Railroad. "Borax" Smith acquired the causeway from the California and Nevada upon its bankruptcy. The Key System operated a fleet of ferries between the Key Route Pier[10] and the San Francisco Ferry Building until 1939 when a new dual track opened on the south side of the lower deck of the San Francisco – Oakland Bay Bridge, bringing Key System trains to the then-new Transbay Terminal in San Francisco's downtown. The bridge railway and Transbay Terminal were shared with the Southern Pacific's Interurban Electric and the Sacramento Northern railroads.
The Key System's first trains were composed of standard wooden railroad passenger cars, complete with clerestory roofs. Atop each of these, a pair of pantographs, invented and manufactured by the Key System's own shops, were installed to collect current from overhead wires to power a pair of electric motors on each car, one on each truck (bogie).
The design of rolling stock changed over the years. Wood gave way to steel, and, instead of doors at each end, center doors were adopted.
The later rolling stock consisted of specially designed "bridge units" for use on the new bridge, articulated cars sharing a common central truck and including central passenger entries in each car, a forerunner of the design of most light rail vehicles today. Several of these pairs were connected to make up a train. Power pickup was via pantograph from overhead catenary wires, except on the Bay Bridge where a third rail pickup was used. The Key's trains ran on 600 volt direct current, compared to the 1200 volts used by the SP commuter trains. The cars had an enclosed operator's cab in the right front, with passenger seats extending to the very front of the vehicle, a favorite seat for many children, with dramatic views of the tracks ahead.
The exterior color of the cars was orange and cream white with a pale green stripe at the window level. Interior upholstery was woven reed seat covers in one of the articulated sections, and leather in the other, the smoking section. The flooring was linoleum. During WWII, the roofs were painted gray for aerial camouflage. After acquisition by National City Lines, all Key vehicles including the bridge units were re-painted in that company's standard colors, yellow and green.

Transbay rail lines

Until the Bay Bridge railway began operation, Key commuter trains had no letter designation. They were named for the principal street or district they served.
  • A – Downtown Oakland (was extended far into East Oakland to near the San Leandro border on the competing Southern Pacific interurban (see East Bay Electric Lines) tracks when they shut down their operations in 1941)
  • B – Lakeshore and Trestle Glen (originally ran through a Key hotel, the Key Route Inn at Grand and Broadway in Oakland; the Inn burned down in the 1930s)
  • C – Piedmont (Via 40th Street and Piedmont Avenue; alongside Pleasant Valley and Arroyo avenues; and between York Drive and Ricardo Avenue to terminus at Oakland Avenue)
  • E – Claremont (ran directly to the Claremont Hotel, terminating on a track between the two tennis courts; the tennis courts survive to this day)
  • F – Berkeley / Adeline Street (was also extended on former Southern Pacific interurban tracks on Shattuck Avenue beyond Dwight Way and through the SP's Northbrae Tunnel, terminating at Solano Avenue and The Alameda)
  • G – Westbrae Shuttle (actually, a streetcar shuttle providing a connection at University Avenue with the H transbay train)
  • H – Monterey Avenue (originally, the Sacramento Street Line; the original line ran up Hopkins, but was switched to the SP's old tracks up Monterey after 1933)
  • K – College Avenue (also a streetcar shuttle providing a connection at Alcatraz Avenue and Adeline Street with the F transbay train); this line ran extra cars and was heavily used on football game days as its terminus was only a few blocks away from UC's Memorial Stadium
  • D was reserved for a proposed line into Montclair alongside the Sacramento Northern interurban railway
The A, B, C, E and F lines were the last Key System rail lines. Train service ended on April 20, 1958, replaced by buses using the same letter designations. AC Transit preserved the letter-designated routes when it took over the Key System two years later, and are still in use; AC Transit's B, C, E, F, G and H lines follow roughly the corresponding Key routes and neighborhoods.

East Bay Street railways

The Key System's streetcars operated as a separate division under the name "Oakland Traction Company", later changed to "East Bay Street Railways. Ltd" and finally "East Bay Transit Co.," reflecting the increasing use of buses. The numbering of the streetcar lines changed several times over the years. The Key System's streetcars operated out of several carbarns. The Central Carhouse was on the east side of Lake Merritt on Third Avenue. The Western Carhouse was located at 51st and Telegraph Avenue in the Temescal District of Oakland. The Elmhurst Carhouse was in the east Oakland district of Elmhurst. The Northern Carhouse was in Richmond. In the early years of operation, these were supplemented by a number of smaller carbarns scattered throughout the East Bay area, many of them inherited from the pre-Key companies acquired by "Borax" Smith. The Key streetcars were painted dark green and cream white until they were re-painted in the green and yellow scheme of National City Lines after NCL acquired the Key System.[11]
The Key System had ordered 40 trolley coaches from ACF-Brill in 1945 to convert the East Bay trolley lines. The new NCL management canceled the Key's trackless program in 1946 before wire changes were made, and diverted the order (some units of which were already painted for the Key and delivered to Oakland) to its own Los Angeles Transit Lines where they ran until 1963.[12] The last Key streetcars ran in 1948, replaced by buses.

Related rail systems

  • The Key System organized its freight business in 1929 as the Key Terminal Railway, Ltd. In 1938, the name was changed to the Oakland Terminal Railroad, Ltd. In 1943 the Oakland Terminal Railroad was jointly purchased by the Western Pacific Railroad and the Atchison, Topeka and Santa Fe Railway and is now known as the Oakland Terminal Railway.
  • See also the East Bay Electric Lines; another transbay commuter rail system operated by the Southern Pacific in the East Bay until 1941.
  • See also the Sacramento Northern Railroad, an interurban system running from Chico through Sacramento to Oakland which also used some of the Key System's trackage as well as the Key System's ferry pier, and later ran to the Transbay Terminal until 1941.

Other properties

From the beginning, the Key System had been conceived as a dual real estate and transportation system. "Borax" Smith and his partner Frank C. Havens first established a company called the "Realty Syndicate" which acquired large tracts of undeveloped land throughout the East Bay. The Realty Syndicate also built two large hotels, each served by a San Francisco-bound train, the Claremont and the Key Route Inn, and a popular amusement park in Oakland called Idora Park. Streetcar lines were also routed to serve all these properties, thereby enhancing their value. In its early years, the Key System was actually a subsidiary of the Realty Syndicate. Berkeley's numerous paths, lanes, walks and steps, were put in place in many of the newly developed neighborhoods, often in the middle of a city block, so that commuters could walk more directly to the new train system. Berkeley's pathways are still maintained by local groups.

Legacy


Key System car #187 preserved at Western Railway Museum
Signs of the system still remain.
  • The elevated loop at San Francisco's Transbay Transit Terminal, with some modifications to the original design, was used until the terminal's closure on August 6, 2010 by AC Transit buses to drop off passengers and return to the East Bay as the Key System once did. The loop was completely demolished in 2010-11 as part of the project to replace the old Transbay Terminal with a new structure scheduled for completion in 2017.
  • The south wall[13] of the lower level (today's eastbound lanes) of the Yerba Buena Tunnel, connecting the two spans of the Bay Bridge, still contains the as-built "deadman holes", regularly spaced nooks into which railway workers could duck whenever a train came along.
  • The eastern end of the San Francisco – Oakland Bay Bridge sits on landfill which was added to the northern edge of the causeway which carried the Key System railbed to the ferry piers.
  • The underpass tunnel used by transbay trains on their way to the Oakland ferry pier (and later to the Bay Bridge) to cross under the Southern Pacific (now Union Pacific and AMTRAK) mainline tracks, is today still in use for an access road leading to the East Bay Municipal Utility District (EBMUD) sewage treatment plant. The road is gated, but visible at the far southwest corner of the parking lot of the Orchard Supply and Hardware outlet in Emeryville, and also from the new Bay Bridge bikeway.
  • A stretch of road in Albany that was built with a wide median for a planned extension (never constructed) of the "G" Westbrae line is named Key Route Boulevard.
  • The Claremont Hotel, built by a Key System affiliate company, The Realty Syndicate, survives as the Claremont Resort. It was the terminus of the "E" transbay line.
  • The Realty Syndicate Building at 1440 Broadway was built in 1912 and housed "Borax" Smith and Frank C. Havens's Realty Syndicate that created the Key System.[14] It is listed on the National Historic Register.[15]
  • The Key System's subsequent administrative headquarters building, built as the Security Bank and Trust Company Building in 1914, still exists at 1100 Broadway in downtown Oakland and is listed on the National Register of Historic Places.[16] The building suffered some damage in the 1989 Loma Prieta earthquake and is currently unoccupied.
  • A building which today houses a restaurant at 41st Street and Piedmont Avenue in Oakland is the partial remnant of what was formerly a covered stop for trains on the C-line. (The tracks followed 40th Street, crossed Howe Street and curved through the parking lot behind Piedmont Avenue shops, then merged onto Piedmont Avenue at 41st Street and headed toward Pleasant Valley Avenue.) There are old photos of the Key System on the walls of the restaurant as well as a mural of Key System images on one of its outside walls. In December 2014, the mural was destroyed during renovation of the building. This act, apparently done swiftly and without public notice, has stirred considerable controversy [17]
  • The old Key System Piedmont shops building at Bay Place and Harrison is now a Whole Foods Market retail store. This building was originally built in 1890 as the powerhouse and car barn of the Piedmont Cable Car Co. In the 1920s it was substantially remodeled and used as a Cadillac showroom which closed in the mid-1990s. The building sat vacant until 2003 when Whole Foods initiated a radical interior redesign while retaining and restoring much of the facade.
  • The bus yards of today's AC Transit in Emeryville and Richmond were originally the bus yards of the Key System. The Richmond yard was also previously the site of the Northern Carhouse of the Key streetcar system.
  • Several streetcars and bridge trains from the Key System are preserved at the Western Railway Museum at Rio Vista Junction in Solano County, as well as a Bridge Unit at the Orange Empire Railroad Museum in Perris, California and a streetcar at Seashore Trolley Museum in Kennebunk, Maine.[18]
  • One of the 0-4-0 Steam locomotives used to push the trains during power outages is on display at the Redwood Valley Railroad. It had a brief stint on the currently re-constructing Virginia and Truckee Railroad in Virginia City, Nevada. Here, the mountain grades proved too taxing for the little locomotive. It was later replaced by 2–8–0 Steam locomotive No. 29.[19]
  • Though built by the Southern Pacific Railroad, the Key System inherited the Northbrae Tunnel alignment, which it operated from 1942 through 1958. It was converted to street use in 1963.

See also

References








  • Old Alameda's transit system was less confusing













  • "Traffic Engineers vs. Transit Patrons". Archived from the original on 2012-02-04.













  • "Paving the Way for Buses – The Great GM Streetcar Conspiracy Part II – The Plot Clots". Bay Crossings. May 2003. E. Jay Quinby, a mercurial rail fan, former electric traction employee, retired Lieutenant Commander in the Navy (World War II), and home builder of a battery-powered electric Volkswagen. His contribution to this story was to hand publish and expose the owners of National City Lines (GM, Firestone, and Phillips Petroleum) and he addressed it to "The Mayors; The City Manager; The City Transit Engineer; The members of The Committee on Mass-Transportation and The Tax-Payers and The Riding Citizens of Your Community." In 1946, he sent his 36-page analysis, which began: "This is an urgent warning to each and every one of you that there is a careful, deliberately planned campaign to swindle you out of your most important and valuable public utilities–your Electric Railway System."













  • "The Desired Result: Drive People to Drive". Archived from the original on 2012-02-04.













  • "United States Court of Appeals for the Seventh Circuit". 1951. Archived from the original on 2008-06-08. On April 9, 1947, nine corporations and seven individuals, constituting officers and directors of certain of the corporate defendants, were indicted on two counts, the second of which charged them with conspiring to monopolize certain portions of interstate commerce, in violation of Section 2 of the Anti-trust Act, 15 U.S.C.A. § 2.













  • "The Fight to Save the Streetcars and Electric Trains". Archived from the original on 2012-02-04.













  • "Newspaper ad (reduced from actual size) from Oakland Tribune, 1/23/48:". Archived from the original on 2012-03-14.













  • See appeals court ruling: Altlaw.org













  • WRM equipment roster.













  • Exhibit Name: Trains of Oakland, Oakland Museum of California













  • Key System Streetcars, by Vernon Sappers, Signature Press, 2007













  • The Yellow Cars of Los Angeles, by Jim Walker. Interurbans Press, 1977.













  • San Francisco-Oakland Bay Bridge Lower Deck Eastbound Drive http://www.youtube.com/watch?v=f9Eo5-PpPVU (visible at 4:15 to 4:35)













  • "Oakland" by Annalee Allen, Edmund Clausen. p. 32













  • Downtown Historic Oakland - National Historic Register #98000813













  • "Oakland California Landmarks". Retrieved 2010-04-02. See also National Register of Historic Places listings in Alameda County, California.













  • [url = https://localwiki.org/oakland/Key_Route_Plaza_mural "Oakland wiki: Key Route Plaza mural"]. Retrieved on 2015-04-18.













  • "Key System in Preserved North American Electric Cars Roster". Retrieved on 2009-08-18.









    1. Virginia & Truckee. Virginiaandtruckee.com (1902-07-14). Retrieved on 2013-07-15.

    External links

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    The Dorothea Leslie Milne Trust

    Bennett Losses

    Good Will Hunting Estates

    It took Pete Bennett several years to disseminate the source of severe economic losses. Like other financial fraud victims hailing from Contra Costa County

    Probate Fraud

    Pete Bennett was lilsted as 1/3 Benificiary to an trust estimated to be valued at over One Million. Bennett lost all his legal documents when relocating from Danville to Walnut Creek during December 2004. His Mormon home teacher fro Alamo 1st Ward scooped up his 4 x 8 trailer filled with 25 years of legal, personal and medical history.

    At the time Bennett was duress unaware of police officers setting up divorcees or did he realize the depth of the murders near him or his defendants

    The Felonious District Attorney

    Deputy District Attorrney Mark Peterson and Pete Bennett connect through a series of muurder or cold cases. Bennett met with Peterson just a month before the November 2010 election hoping a direct meeting with bring some resolution to ongoing incidents such as fraud, arson and attempted murder. A few weeks later he was evicted from his offices on Oak Park Blvd. in Pleasant Hill where after getting a series of credible deaths threats he fled to San Francisco. He was forced to leave behind his equipment, servers and software development projects.

    A Will to Collect

    The investigation regarding the forgery connected to the Dorothea Leslie Milne Bennett Trust was a classic stonewalling an investigation. It is also Abuse of Authority under Color of Law and Official Right.

    In August 1995 my mother passed leaving an estimated estate of One Million.  I waited to collect mine due a tax problem for liens to expire.
    The core reason for the liens was being forced from Pittsburg CA when the FBI arrived in regards to events unfolding in Pittsburg which today is part of my current issues with the County and the Contra Costa Bar Association plus cities participating in the Municipal Pooling Authority (MPA) operating under the laws in regards to the Joint Powers Authority (JPA) 

    A Will to Collect

    In August 1995 my mother passed leaving an estimated estate of One Million.  I waited to collect mine due a tax problem for liens to expire. The core reason for the liens was being forced from Pittsburg CA when the FBI arrived in regards to events unfolding in Pittsburg which today is part of my current issues with the County and the Contra Costa Bar Association. A troubling connection is the cities participating in the Municipal Pooling Authority (MPA) operating under the laws in regards to the Joint Powers Authority (JPA) strongly correlate to the dead witnesses.

    Dubious Document 

    The trust document at issue is about it's validity, the authoring of the will, the original distribution intentions and legitimacy of release of funds.  I cannot challenge anything at this point as the person connected US Grand Jury Cases permeate endless roadblocks thrown up by Police Officers, The Courts themselves and the attacks on my counsel.  

    The Strack/Bennett Connection

    The trust document at issue is about it's validity, the authoring of the will, the original distribution intentions and legitimacy of release of funds.  I cannot challenge anything at this point as the person connected US Grand Jury Cases permeate endless roadblocks thrown up by Police Officers, The Courts themselves and the attacks on my counsel.  

    Crush or Kill Litigants

    The following is a sample of the medical journey connected to events such as poison, arson, bacteria and numerous severe beatings. Bennett considers his maladies nothing compared to loss of the lives of others.

    Bennett in ER over and over

    It is clear after two decades of setbacks Bennett had a target on his back. Eventually it became clear it was a protection opera

    Pete Bennett was lilsted as 1/3 Benificiary to an trust estimated to be valued at over One Million. Bennett lost all his legal documents when relocating from Danville to Walnut Creek during December 2004. His Mormon home teacher fro Alamo 1st Ward scooped up his 4 x 8 trailer filled with 25 years of legal, personal and medical history.

    At the time Bennett was duress unaware of police officers setting up divorcees or did he realize the depth of the murders near him or his defendants

    Longs Senior Project Manager/Director

    Former Longs Senior IT Director James Powell passed away at the end of 2019 His ex-wife escaped the deadly fire in Paradise CA

    James Powell resided in Walnut Creek but grew up in Berkeley. He was with Longs Drugs formerly located on N. Civic Drive Walnut Creek. Jim was a senior IT project manager in charge of the Point of Sale Systems.

    Sometime during 2007 while at work during lunch he collapsed in the Rest Room then left in an Ambulance but never returned. His life changing stroke eventually destroyed his family via finances as a side effect of strokes often are dramatic personality changes.

    The Driscol Murders June 2005

    Pete Bennett had a friend and her daughter that set a picnic date with but dissappeared during June 2005.

    Pete Bennett was lilsted as 1/3 Benificiary to an trust estimated to be valued at over One Million. Bennett lost all his legal documents when relocating from Danville to Walnut Creek during December 2004. His Mormon home teacher fro Alamo 1st Ward scooped up his 4 x 8 trailer filled with 25 years of legal, personal and medical history.

    At the time Bennett was duress unaware of police officers setting up divorcees or did he realize the depth of the murders near him or his defendants

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    Good Will Hunting Estates

    It took Pete Bennett several years to disseminate the source of severe economic losses. Like other financial fraud victims hailing from Contra Costa County


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