Tag Archives: IL

Niles, Illinois: Racist playground? – Niles Cops, Chase Bank, Panera Bread say Racist WiFi Network Broadcast is “Free Speech”!

“Do you go around looking for things like this?” – Mirela Davorija, Vice President, Bank Manager, Chase Consumer Banking, 7007 Dempster Ave., Niles, IL to IWPCHI correspondent.

Strip mall at 7007 Dempster St., Niles, IL where managers of Chase Bank, Panera Bread and Advanced Auto Parts tolerate racist wireless network broadcast to their customers. Photo copyright 2012 by IWPCHI

Soooooo… our correspondent was up in Niles, Il – just next door to where he caught the  Morton Grove Fire Department dumping toxic chemicals into the North Branch of the Chicago River

and he came across something even more revolting.  Imagine!  In the pristine suburbs of Chicago there lurks at least one racist pig, and a police department and a phalanx of corporate shits who couldn’t care less!

Here’s what happened:  our correspondent was intending to go to the Dunkin Donuts on Dempster St.  in Niles, where scores of students from India and Pakistan, the Middle East and many other countries congregate nightly to do their homework – and he found the Dunkin facility so crowded that he couldn’t obtain a seat with an outlet where he could plug in his laptop.  What is a member of the Independent Workers Party of Chicago to do?  Well, it turns out that just a few doors down is a Panera Bread franchise, which offers “Free Wifi” and is a nice, well-maintained place to sit and eat and have a cup of coffee and etc. !  So our hero goes to Panera and finds a seat with an outlet and he sets up his computer (this was on 13 October, 2012 by the way) and he tries to log on to the Panera Internet connection and sees that among the 8 or so wireless networks available in the area is one named “NIGGER_DICK”!

Well, this did not sit well with our correspondent, who is a communist, a Trotskyist and who has been of that political persuasion since 1980.  He was mightily pissed off to see this, and suspected that the Panera Bread managers knew about it and had done absolutely nothing to stop it.  So he went up to the counter and asked for the manager.

[All the following quotes are approximations, not verbatim quotes from the individuals quoted.  Though we can not confirm that these are verbatim quotes, we assure our readers that they are as close to the actual speech of the quoted people as it is possible to obtain.  Our correspondent has given us his solemn word that these are the quotes as close to the originals as he can remember, and we, knowing this person well and accepting his honesty as unimpeachable, reiterate his quotes here.    These are quotes taken from our correspondent’s notes in his notebook written down right after the conversations occurred.  IWPCHI]

The page from our correspondent’s personal notebook registering the exact time and date of the encounter with the racist wireless network broadcast in Niles, IL.

On the night of the 13th of October, when our correspondent first noticed this racist broadcast, when he asked for the manager of the Panera Bread restaurant at 7023 Dempster Ave., Niles, IL, Amanda Sharbaugh, she came to the counter.  Our correspondent asked her: “Have you seen this racist network for “NIGGER_DICK” and she responded: “Oh is he back again?”  Our correspondent replied: “What do you mean, “he’s back again?” How long has this been going on?”  Amanda Sharbaugh stated that this racist network broadcast had been happening for weeks.  Our correspondent asked her what she had done to stop it.  She replied that she didn’t know what to do and offered our correspondent free drinks and food.  Our correspondent declined the free food and drinks and left the building after registering his complaint about the racist broadcast.  Ms. Sharbaugh stated that she suspected that the broadcast was coming from another merchant in her strip mall.

Our correspondent then left the Panera Bread location and used his laptop to do a cursory site survey of the wireless networks in the area, hoping to find unequivocal evidence that the broadcast was coming from any specific location.  Though our correspondent’s laptop is not equipped to perform such a search in anything like a scientific manner, he did perform the search and located a possible source for the broadcast directly across the street from the Panera Bread franchise.  However, this site survey can not be considered to be accurate enough to accuse anyone at all, though it did indicate that the source of the broadcast was not from the south of the Panera Bread location, nor from the strip mall itself, but from the houses across Dempster Ave.

Our correspondent took the information he had developed and went home, intending to pursue the matter further as soon as possible.

On 16 October, 2012, at approximately 10:11 AM, our correspondent went, once again, to the Panera Bread location at 7023 Dempster Ave. , Niles, IL to see if the racist router was still broadcasting its foul message.  It was.  Once again, our intrepid correspondent asked to see the manger.  The cashier asked what the problem was.  Our correspondent said: “It’s about the racist wireless network broadcast”.  The cashier said she didn’t know what that meant.  Our correspondent said: ” The “NIGGER_DICK” network.”  The cashier expressed extreme shock: “WHAT?  SHH! SHH!” She tried to get our correspondent to quiet down his statement of facts. Then she went to get the manager.

This time, not only was the manager, Amanda Sharbaugh present, but the General Manager, Divietta Starr came up to speak to our correspondent.  Amanda Sharbaugh stated that the company providing the WiFi network was “Wandering WiFi”, and that she had asked them to look into the issue and “Wandering WiFi” said that there “was nothing they could do” to stop the racist broadcast.

Amanda also told our correspondent that she had called the Niles, IL Police Department and that they had told her that there was nothing that they could do as it was a freedom of speech issue – meaning that the racist broadcasting this vile message was protected by the Constitution of the United States!

Our correspondent told Ms. Sharbaugh that he was quite sure that broadcasting racist messages over the airwaves was in fact a violation of the Civil Rights Laws of the United States.  He asked her what steps she had taken to have this racist brought to justice.  She informed our correspondent that she had found that the Panera management was reluctant to do anything to oppose this racist and that she had not spoken to any of the other businesses in the strip mall who were undoubtedly affected by the same racist broadcast.

She also told our correspondent that she suspected that another business in the same strip mall was the source of the broadcast – an allegation that our correspondent’s site survey did not confirm.

[To Be Continued]


EXCLUSIVE: IWP Investigation Reveals Deterioration of 2nd Glenview, IL Railroad Bridge Union Pacific Deems “Structurally Sound”

This past Monday, July 16th, a Community Meeting was held at Glenbrook North High School in Glenview, IL to attempt to put a lid on the outrage created when a coal train derailment caused one of Union Pacific Railroad’s decrepit bridges to collapse here, killing Burton and Zorine Lindner.

During this meeting, the Union Pacific admitted that this was not an accident; it was corporate murder. One of the Union Pacific’s engineers stated that on the day of the “accident” – July 4th – as temperatures soared into the low hundreds – a Union Pacific track inspector had spotted something wrong with the rails.  The intense heat of the sun, combined with the additional heating of the track caused by the 25 huge freight trains per day that pass over the Shermer Rd. bridge, had caused a “sun kink” to develop in the rails.

The Union Pacific Railroad, as always, keeping its bottom line uppermost in its set of priorities, made no attempt to do so much as to slow down the speed of rail traffic passing through the area where the “sun kink” was reported – in spite of this very same section of track having had 4 major derailments, including a collision of two trains over the past 44 years.  Instead, they called for another supervisor to go out to the bridge to inspect the rails further.  Meanwhile, a 138-car coal train was barreling down the track at 30-35 mph, its engineers unaware of the potentially serious problem with the track up ahead of them.  This incredible lack of concern for human life – thousands of auto drivers, truck drivers, bicyclists and joggers pass under this bridge every day – is nothing new for Union Pacific, which, throughout its long and sordid history, has always placed human life at the mercy of the corporation’s drive for profits.  Once again on the 4th of July, 2012 – as so many times before – people would lose their lives to the Union Pacific Railroad’s insatiable greed.

Corporate spin doctors were sent to the Glenview High School on the night of July 16th to placate an incensed public, only to have to face two hours of intense questioning from the citizenry.

During that question and answer period, the citizens were repeatedly assured by Union Pacific officials that the temporary embankment as well as the other bridges in the area had been repeatedly inspected since the murder of the Lindners and that all the railroad’s infrastructure was found to be “structurally sound”.

The Independent Workers Party sent an investigative reporter to the scene twice since the bridge collapse to review the case.  There was nothing left to view of the collapsed bridge itself when we arrived there on July 6th: the Union Pacific had seen to it that every bit of the murder scene had been scrubbed clean.  All the broken rail ties, shredded hopper cars and parts of the bridge that remained had either been broken up and moved or had been carted away already, making the reconstruction of what had occurred a practical impossibility.

All that was left of the Shermer Rd. bridge were some images of it that had been made some time during 2011 by Google’s “Street View” cameras, mounted on a vehicle that had passed under the Shermer Rd. bridge and taken multiple photographs of it.  These photographs showed the extensive deterioration of the then 102-year-old bridge: huge cracks in the concrete buttresses that upheld the track were visible, with heavily corroded steel rebar showing in the fissures.

All this was supposedly repaired by UP after those photos were taken, in a brief 3-month repair effort.  But the bridge was considered by Union Pacific to be “substantially sound” according to its engineers at the 16 July Community Meeting.  All that was needed to repair the bridge was that some superficial covering up of some “minor spalling” or flaking of the external surface of the concrete covering the pillars, according to these engineers.

Unable to learn anything about the condition of the collapsed Shermer Rd. bridge thanks to UP’s extensive cover-up of its crime, we did the next best thing: we checked out the condition of the very next bridge down the line from the Shermer Rd. bridge: the Willow Rd. railroad bridge.

If the Shermer Rd. bridge, which had only two lanes of traffic passing under it was busy, the Willow Rd. bridge is many many times busier.  Its span passes over four lanes of heavy traffic.  It is one of the main east-west roadways in the region north of Chicago; probably tens of thousands of cars and trucks pass under it every day.  An “accident” here could kill dozens of people and maybe many more than that.

So, we wondered: what is the condition of this bridge?  What can we learn from studying this structure that might give us some insight into the quality of the maintenance work being performed by the Union Pacific Railroad on its bridges in this very busy and historically accident-prone area?

On our very first visit to the bridge we found our answer: the Union Pacific’s side of the WILLOW Rd. railroad bridge contains key structural elements that are right now – as you are reading this article – in an advanced stage of deterioration.  As the following photos show, the steel structural elements holding up the rails upon which millions of tons of cargo – some of it flammable and even explosive in nature – are so corroded as to be in need of immediate repair.

Remember: At that Community Meeting on 16 July, Union Pacific officials and engineers claimed that they had – since July 4th – inspected this bridge and found it to be “structurally sound”.  The following photographs of these steel supports were taken on July 16th and 18th; the measurements we cite of the vertical elements of the steel supports were taken on July 18, 2012.

We can confirm that someone – perhaps the Union Pacific’s own inspectors? – have been out under the Willow Rd.  bridge since the murder of the Lindners on July 4th.  We had taken photos of this bridge on July 6th and had seen severe corrosion and flaking of the bridge supports at that time.  Those photographs were taken with a poor-quality cell phone camera and are not very clear.  This is why we went back out there on July 16th – just hours before the Community Meeting – with a better camera to take some more photos.  To our surprise, we discovered that someone had scraped all the flakes of corrosion off ALL of the steel supports!  Though this did, indeed reduce the shocking nature of the advanced corrosion of the steel, it also served to provide us with the opportunity to see and measure what remains of it: the thickness of the steel that exists on these supports once the rust and detritus is swept away.

These photos of the bridge were taken on the 16th of July, 2012.  They show the advanced deterioration of the concrete pillars supporting the railbed.  This Willow Rd. structure – built in 1948 – is very reminiscent of its now-gone centenarian neighbor to the south on Shermer Rd.

These are exterior shots of the Willow Rd. Bridge as seen from the east side.  The structure is rusting heavily from years of going unmaintained.

Southeast side of Willow Rd. Bridge – 16 July, 2012 – Photo Copyright 2012 Independent Workers Party

Northeast side of Willow Rd. Bridge – 16 July, 2012 – Photo Copyright 2012 Independent Workers Party

These next photos show the “spalling” of concrete on the pillars of the Willow Rd. bridge.  Heavily corroded steel rebar can be seen sticking out of the sides and arches of the pillars.

Pillars near the east side of the Willow Rd. bridge – July 16, 2012 – Photo Copyright 2012 Independent Workers Party

The next photograph shows the underside of the railroad bridge.  The Union Pacific’s side of the bridge is on the left; the Canadian Pacific’s side of the bridge is on the right.  Note the rust and condition of the steel supports just above the concrete buttress on the Union Pacific (left) side; compare to the condition of the horizontal I-beams and the new-looking steel supports just above the concrete buttress on the Canadian Pacific (right) side.

South side of the Willow Rd. Bridge. The horizontal I-beams rest on steel supports that in turn rest on steel-reinforced concrete buttresses. The Union Pacific side is on the left; the Canadian Pacific side is on the right. 16 July, 2012 – Photo Copyright 2012 Independent Workers Party

We now will focus on the steel supports that hold up those horizontal I-beams that support the railroad bed upon which the trains run.  They are individual supports; each one is centered under one of the horizontal I-beams.  These steel supports are (or are supposed to be) bolted to the steel-reinforced concrete buttress that supports the weight of the entire structure.

This first close-up is of a newer support.  You can see that though it is rust-colored, the oxidation of the steel affects only the surface of the steel.  Very little corrosion has occurred.  The vertical elements facing you are 2.5 centimeters wide (thick).  Unfortunately, the photo is a bit blurry due to the fact that we had to rely on a 2-megapixel cell phone camera to take these photos.

New structural support, south side of Willow Rd. bridge, July 16, 2012 – Photo Copyright 2012 Independent Workers Party

Now we will move to the first support on the southeast side of the Willow Rd. bridge.

Willow Rd. bridge support S1, showing severe deterioration of vertical elements of steel support. This unit’s vertical elements measure 2.5 cm at the top of both elements and just 1.3 cm on the left bottom and 1.4 cm thick on the right bottom.
18 July, 2012 – Photo Copyright 2012 Independent Workers Party

Here is a closeup of the lower section of the left side of Willow Rd. bridge support S1:

Willow Rd. bridge support detail. The lower portion of the vertical element of this support has eroded from 2.5 cm thick to just 1.3 cm. thick at it’s thinnest section.
18 July, 2012 – Photo Copyright 2012 Independent Workers Party

This image shows a close-up of the right side of Willow Rd. bridge support S1.  This vertical element of the support has eroded from 2.5 cm to just 1.4 cm.

Right side of Willow Rd. bridge support S1. The thickness of this element of the bridge support has eroded from 2.5 cm to 1.4 cm.
18 July, 2012 – Photo Copyright 2012 Independent Workers Party

This photo, blurred due to the low light conditions and the closeness of the camera to the subject, shows how we measured the thickness of the bridge elements.  This particular element, part of Willow St. bridge support S2, is just approximately 0.85 cm thick.

Willow St. bridge support S2; element thickness 0.85 cm. 18 July, 2012 – Photo Copyright 2012 Independent Workers Party

This next support – S4 – is the worst one under the entire bridge.  It measures 1.5 cm at top L; 1.0 cm at top R; and only 0.5 cm at bottom L and 0.1 cm at bottom right!

Willow St bridge support S4.
18 July, 2012 – Photo Copyright 2012 Independent Workers Party

Here are the complete set of measurements we made of all of the steel supports under the southeast  and northeast sides of the railroad bridge at Willow Rd. that are maintained by Union Pacific.  If you look at the fourth photo above, you can see the last four of the “S” supports (S5, S6, S7, and S8) and then another steel support that holds up the non-structurally important “siding” of the bridge, used for advertising purposes and perhaps to reduce the amount of debris falling off the bridge during train passages over it.  Our numbering system is a letter-number combination: S for South and N for North, then the number of the support, from left to right (SE side to SW side on Southern end of bridge, NE to NW side on North end of bridge.  We measured the thinnest exterior part of the upper half of the vertical elements of the support and then the thinnest exterior part at the lower half of the support using a steel tape measure divided in both metric and the hideously outdated US monarchical system (inches).  we used the metric scale as that is what every modern industrial society outside the US uses.  We realize that it would be best to use some type of calipers to measure the thickness of this metal, but a: we don’t own any and b: the flakes of rust that remain on the interior sections of these supports would have to be scraped down to bare metal to perform those measurements accurately – something we will not do as it would require tampering with the structural elements of the bridge, which would be highly irresponsible.   We made no attempt to scrape any rust off these elements of the bridge and only moved some large flakes of rust that had already been scraped away, apparently, by the Union Pacific/Federal Railroad Administration inspection team(s) that inspected the Willow Rd. bridge some time after the murder of the Lindners at the Shermer Rd. bridge.  The uncorroded elements of these supports measure 2.5 centimeters across (in thickness).  That is what ALL the measurements SHOULD be.

WILLOW RD. BRIDGE, GLENVIEW/NORTHBROOK IL.  Measurements (in centimeters) taken on 18 July 2012.

South side of bridge (from SE to SW or L to R):  All measurements should be 2.5 cm if support was “like new”.

Top half thickness                               Bottom half thickness

L                  R                                            L                            R

S1:             2.5 cm       2.5 cm                               1.3 cm                   1.4 cm

S2:             2.5 cm       2.5 cm                               0.85 cm               1.0 cm

S3:             2.5 cm       2.5 cm                               0.80 cm               0.70 cm

S4:             1.5 cm        1.0 cm                               0.5 cm                 0.1 cm

S5:             2.0 cm        2.0 cm                              1.0 cm                  0.5 cm

S6:             2.5 cm        2.0 cm                               0.8 cm                 0.85 cm

S7:             2.5 cm        2.3 cm                               0.9 cm                 0.7 cm

S8:              1.5 cm        2.4 cm                               0.8 cm                 0.6 cm

NORTH SIDE OF BRIDGE:  From right to left (NE to NW)

N1:             2.5 cm        2.5 cm                              0.5 cm                  0.9 cm

N2:             2.3 cm        1.0 cm                              0.8 cm                  0.7 cm

N3:             2.5 cm        2.5 cm                              0.8 cm                  0.9 cm

N4:             1.9 cm         1.6 cm                              1.5 cm                   1.0 cm

N5:             2.5 cm         2.5 cm                              1.1 cm                   1.2 cm

N6:             2.5 cm         2.3 cm                              1.0 cm                   0.7 cm

N7:             2.4 cm         2.5 cm                              1.0 cm                   0.9 cm

N8:             2.5 cm         2.5 cm                              1.8 cm                    0.9 cm