ABOUT THE VALLEY'S PHANTOM RAIL; RESIDENTS HAVE ALREADY PAID FOR 20 MILES OF DEEP-BORE SUBWAY; BILLIONS MORE WILL BE SPENT FOR NAUGHT.

Byline: Bob Scott and Nate Brogin

IN 1980 the voters approved Proposition A, a ballot measure that was to provide transportation development funding through a one-half-cent sales tax increase. The ballot literature was accompanied by statements and a map promising a ``Rail Rapid-Transit System'' extending west from North Hollywood to Canoga Park and another line extending north from North Hollywood to Sylmar.

The voters, under Proposition C in 1990, approved an additional one-half-cent increase in order to expedite the development of the mass transit system. Under these two propositions, approximately $1.3 billion in sales taxes has been extracted to date from the good people of the San Fernando Valley.

While initially established as a well-intended agency, the Metropolitan Transportation Authority is widely recognized as being mismanaged and inefficient, in part due to its internal parochial approaches to issues and in part due to external micro-management and meddling.

While politically favored projects move forward, the Valley has been forced to absorb the losses. The latest projections for the start of an intra-Valley rail line would be as late as 2011, if ever, with optimistic estimates around 2007.

Under present day economics ($300 million per mile for deep-bore subway and a ratio of 3:1 state/federal match) the Valley has already coughed up enough sales tax to fund 20 miles or more of heavy rail (like the Red Line).

Even with the Valley consensus seeking less costly options, by 2011 the Valley will have been mugged for $3 billion, give or take $100 million. This should be enough to provide 40 miles of intra-Valley transit.

By 2001 over 30 years will have passed since the passage of Proposition A. Because of this high-stakes shell game, an entire generation of the Valley's voting taxpayers will have paid billions in extra taxes for a phantom transit system.

Ironically, 100 years earlier, in 1911, the city of Los Angeles boasted a rail transportation system with more than 1,100 miles of track. The Northwest District of the privately funded Pacific Electric R.R. ably served the San Fernando Valley, and provided a valleywide framework for the establishment of communities such as Canoga Park, Van Nuys and San Fernando.

The Valley, with more than 250 square miles to serve, grew up around the Red Cars, a system which was finally dismantled in the early 1960s under questionable circumstances.

As early as 1948, Valley leaders were already calling for the construction of a grade-separated (over or under street traffic) Valley rail ``rapid''-transit system. Since then, hundreds of alternatives have been proposed and studied.

Impatient to start construction after 30 years of delay, in 1980 Valley business leaders and voters rallied around Proposition A, which in the voter material put the Valley at the top of the list for construction. With the purported goal to expedite matters, Valley voters were gullible enough to go back to the polls in 1990 and support another half-cent tax under Proposition C.

Although Valley voters had just led the charge to limit taxes with Proposition 13, they nonetheless reasoned that a rail rapid-transit system was important enough to justify imposing a tax increase on themselves. Well, they got the tax, but surprise, surprise - no system.

It is now 50 years since the Valley began seeking the privilege to fund and construct a rail rapid-transit system to serve its massive population and alleviate its growing traffic congestion.

Based on recent decisions of the MTA and the federal government, the probable date that the Valley portion could possibly begin construction is speculatively 2011 - 31 years after the initial vote, and over 63 years after Valley leaders first sought to construct a system.

Although Valley residents have already paid over $1.3 billion, it is clear that most who voted will not see a system in their lifetimes.

The 1.5 million citizens of the San Fernando Valley should have the right to deploy their transit tax dollars in their own service area. It is clear this will never occur so long as Valley transit decisions are made by the Metropolitan Transportation Authority, which has made a practice of defrauding Valley taxpayers and diverting their resources.

Without representation, the Valley will continue to see declining citizen morale, and the erosion of its taxpayer base.

It is clear that the lead agencies have violated the spirit and the letter of Propositions A and C, in failing to construct a ``Rail Rapid-Transit System'' to serve the San Fernando Valley, and that they have misrepresented the voters and misappropriated public funds. So, what are some solutions?

Immediately reduce Valley sales taxes by 1 cent.

Conduct an investigation and audit of the application of Valley sales taxes under the ballot language of Proposition A and Proposition C.

Refund all Valley transportation sales taxes paid between 1980 and the present.

Create a trust fund for the Valley's sales taxes and restrict its uses to Valley transportation needs.

Create a state-chartered Valley Transit Authority to coordinate with regional, state and federal agencies.