Automobile Transport Quotes

I'm not sure he's wrong about automobiles," he said. "With all their speed forward they may be a step backward in civilization -- that is, in spiritual civilization. It may be that they will not add to the beauty of the world, nor to the life of men's souls.

The automobile, which began as a transportation convenience, has become a bloody tyrant (50,000 lives a year), and it is the responsibility of the park service, as well as that of everyone else concerned with preserving both wilderness and civilization, to begin a campaign of resistance.

Can knowledge be conveyed that isn't felt? But if transport's the problem - they tell me get a job and earn yourself an automobile-I'd rather collect my parts as I go: chair, desk, house and crankshaft Shakespeare. Generator boy, Paul, love is carried if it's held.

Let anyone who believes that a high standard of living is the achievement of labor unions and government controls ask himself the following question: If one had a “time machine” and transported the united labor chieftains of America, plus three million government bureaucrats, back to the tenth century—would they be able to provide the medieval serf with electric light, refrigerators, automobiles, and television sets?

Cars will need to be designed with whole new ways of thinking. The design of cars will need to adapt to a whole new transportation system. Each individual car part will evolve as functionalities evolve and the way we utilize cars evolves.

It is the flight from us that sent them sprawling into the subdivided woods. And the method of transport through these new subdivisions, across the sprawl, is the automobile, the noose around the neck of the Earth, and ultimately, the Dreamers themselves.

Thus, Americans taxed and harassed public transportation, even while subsidizing the automobile like a pampered child.

The activities of automobile manufacturers, commercial real estate developers, and the federal government have been far more important in determining patterns of transportation than consumer choice.

[...] there is one inexorable law of technology, and it is this: when revolutionary inventions become widely accessible, they cease to be accessible. Technology is inherently democratic, because it promises the same services to all; but it works only if the rich are alone using it. When the poor also adopt technology, it stops working. A train used to take two hours to go from A to B; then the motor car arrived, which could cover the same distance in one hour. For this reason cars were very expensive. But as soon as the masses could afford to buy them, the roads became jammed, and the trains started to move faster. Consider how absurd it is for the authorities constantly to urge people to use public transport, in the age of the automobile; but with public transport, by consenting not to belong to the elite, you get where you're going before members of the elite do.

the people who could author the mechanized death of our ghettos, the mass rape of private prisons, then engineer their own forgetting, must inevitably plunder much more. This is not a belief in prophecy but in the seductiveness of cheap gasoline. Once, the Dream’s parameters were caged by technology and by the limits of horsepower and wind. But the Dreamers have improved themselves, and the damming of seas for voltage, the extraction of coal, the transmuting of oil into food, have enabled an expansion in plunder with no known precedent. And this revolution has freed the Dreamers to plunder not just the bodies of humans but the body of the Earth itself. The Earth is not our creation. It has no respect for us. It has no use for us. And its vengeance is not the fire in the cities but the fire in the sky. Something more fierce than Marcus Garvey is riding on the whirlwind. Something more awful than all our African ancestors is rising with the seas. The two phenomena are known to each other. It was the cotton that passed through our chained hands that inaugurated this age. It is the flight from us that sent them sprawling into the subdivided woods. And the methods of transport through these new subdivisions, across the sprawl, is the automobile, the noose around the neck of the earth, and ultimately, the Dreamers themselves.

As the avenues and streets of a city are nothing less than its arteries and veins, we may well ask what doctor would venture to promise bodily health if he knew that the blood circulation was steadily growing more congested!

Destroyed, that is, were not only men, women and thousands of children but also restaurants and inns, laundries, theater groups, sports clubs, sewing clubs, boys’ clubs, girls’ clubs, love affairs, trees and gardens, grass, gates, gravestones, temples and shrines, family heirlooms, radios, classmates, books, courts of law, clothes, pets, groceries and markets, telephones, personal letters, automobiles, bicycles, horses—120 war-horses—musical instruments, medicines and medical equipment, life savings, eyeglasses, city records, sidewalks, family scrapbooks, monuments, engagements, marriages, employees, clocks and watches, public transportation, street signs, parents, works of art. “The whole of society,” concludes the Japanese study, “was laid waste to its very foundations.”2698 Lifton’s history professor saw not even foundations left. “Such a weapon,” he told the American psychiatrist, “has the power to make everything into nothing.

The total average cost of driving, including depreciation, maintenance, and insurance, runs about 61 cents a mile, and since the average automobile used for commuting to work contains only 1.1 people, every commute costs a little more than 55 cents per passenger mile. This means that, if you’re an automobile commuter traveling twenty-five miles each way to work, you’re spending around $30 a day for the privilege, not including the cost, if there is one, to park. You’re also spending an hour every day for which, unless you’re a cabbie or bus driver yourself, you’re not getting paid, and during which you’re not doing anything productive at all. For the average American, that’s another $24. In transportation, time really is money.

* Engineers have had to invent a new category for the commuter trains of Mumbai, whose Western Railway Line is the world's single most crowded public transport corridor. When fourteen or more people are standing per square meter - above 275 percent capacity - the train has attained "Super Dense Crush Load." In Mumbai, of course, this means people are actually sitting on the roof and hanging out the open doors.

By the turn of the century, the electric streetcar had largely replaced the use of horses in public transportation. The animals continued to serve for general hauling, merchandise delivery, and small-scale energy generation. In fact, their urban numbers actually increased.32 Only the development of the internal combustion engine and its application to power the truck and the automobile across the years 1900 to 1915 replaced the city horse with mechanical transportation.

In 1989, I asked the GDR ambassador in Washington, D.C. why his country made such junky two-cylinder cars. He said the goal was to develop good public transportation and discourage the use of costly private vehicles. But when asked to choose between a rational, efficient, economically sound and ecologically sane mass transportation system or an automobile with its instant mobility, special status, privacy, and personal empowerment, the East Germans went for the latter, as do most people in the world. The ambassador added ruefully: "We thought building a good society would make good people. That's not always true." Whether or not it was a good society, at least he was belatedly recognizing the discrepancy between public ideology and private desire.

Get the ongoing process right and it will keep generating ongoing benefits. In our new era, processes trump products. This shift toward processes also means ceaseless change is the fate for everything we make. We are moving away from the world of fixed nouns and toward a world of fluid verbs. In the next 30 years we will continue to take solid things—an automobile, a shoe—and turn them into intangible verbs. Products will become services and processes. Embedded with high doses of technology, an automobile becomes a transportation service, a continuously updated sequence of materials rapidly adapting to customer usage, feedback, competition, innovation, and wear. Whether it is a driverless car or one you drive, this transportation service is packed with flexibility, customization, upgrades, connections, and new benefits.

It never ceases to amaze me how many Christians, in the North and the South, continue to refer to the former as the “developed” and the latter as the “developing” world. When we in the South use this term to describe ourselves, we are evaluating ourselves by a set of cultural values that are alien to our own cultures, let alone to a Christian world-view! All our normative images and yardsticks of “development” are ideologically loaded. Who dictates that mushrooming TV satellite dishes and skyscrapers are signs of “development”? Who, apart from the automobile industry and the advertising agencies, seriously believes that a country with six-lane highways and multi-story car-parks is more “developed” than one whose chief mode of transport is railways? Does the fact that there are more telephones in Manhattan, New York, than in the whole of sub-Saharan Africa, mean that human communication is more developed in the former than the latter?

Congress displayed contempt for the city's residents, yet it retained a fondness for buildings and parks. In 1900, the centennial of the federal government's move to Washington, many congressmen expressed frustration that the proud nation did not have a capital to rival London, Paris, and Berlin. The following year, Senator James McMillan of Michigan, chairman of the Senate District Committee, recruited architects Daniel Burnham and Charles McKim, landscape architect Frederick Law Olmsted Jr., and sculptor Augustus Saint-Gaudens to propose a park system. The team, thereafter known as the McMillan Commission, emerged with a bold proposal in the City Beautiful tradition, based on the White City of Chicago's 1893 Columbian Exposition. Their plan reaffirmed L'Enfant's avenues as the best guide for the city's growth and emphasized the majesty of government by calling for symmetrical compositions of horizontal, neoclassical buildings of marble and white granite sitting amid wide lawns and reflecting pools. Eventually, the plan resulted in the remaking of the Mall as an open lawn, the construction of the Lincoln Memorial and Memorial Bridge across the Potomac, and the building of Burnham's Union Station. Commissioned in 1903, when the state of the art in automobiles and airplanes was represented by the curved-dash Olds and the Wright Flyer, the station served as a vast and gorgeous granite monument to rail transportation.

Understanding Metro's history may illuminate today's debates. To conservatives who decry Metro's expense--around $10 billion in nominal dollars--this book serves as a reminder that Metro was never intended to be the cheapest solution to any problem, and that it is the product of an age that did not always regard cheapness as an essential attribute of good government. To those who celebrate automobile commuting as the rational choice of free Americans, it replies that some Americans have made other choices, based on their understanding that building great cities is more important than minimizing average commuting time. This book may also answer radicals who believe that public funds should primarily--or exclusively--serve the poor, which in the context of transportation means providing bus and rail transit for the carless while leaving the middle class to drive. It suggests that Metro has done more for inner-city African Americans than is generally understood. And to those hostile to public mega-projects as a matter of principle, it responds that it may take a mega-project to kill a mega-project. Had activists merely opposed freeways, they might as well have been dismissed as cranks by politicians and technical experts alike. By championing rapid transit as an equally bold alternative, they won allies, and, ultimately, victory. Most important, this book recalls the belief of Great Society liberals that public investments should serve all classes and all races, rather than functioning as a last resort. These liberals believed, with Abraham Lincoln, that 'the legitimate object of government is to do for a community of people, whatever they need to have done, but can not do, at all, or can not, so well do, for themselves--in their separate, and individual capacities.' This approach justifies the government's role in rail not as a means of distributing wealth, but as an agent for purchasing rapid transit--a good that people collectively want but cannot collectively buy through a market.

After the Second and Third Avenue Els were torn down, East Side property owners had prospered as brownstones, loft buildings, and tenements were replaced by high-rise offices and apartment buildings. The area east of Central Park between 59th and 96th Streets, known as the Upper East Side, became home to fashionable boutiques, luxury restaurants, and expensive furniture houses. With thousands of well-educated young professionals moving there, the neighborhood contained the greatest concentration of single people in the entire country.3 Even though the number of cars registered in the United States grew by 47 percent in the 1950s, New York City’s economy still relied on the subway in the early 1960s. During the 8:00 to 9:00 a.m. rush hour, 72 percent of the people entering the CBD traveled by subway, which could move people far more efficiently than automobiles. Each subway car could carry approximately one hundred people, and a ten-car train could accommodate a thousand. Since trains could operate every two minutes, each track could carry thirty thousand people per hour. By comparison, one lane of a highway could carry only about two thousand cars in an hour.4 Although Manhattan and the region were dependent on the rail transit system, 750,000 cars and trucks were entering the CBD on a typical weekday, three times more than had been the case thirty years earlier. Many New Yorkers expected the city to accommodate the growing number of cars. For example, the Greater New York Safety Council’s transportation division claimed that Americans had a fundamental freedom to drive, and that it was the city’s obligation to accommodate drivers by building more parking spaces in Manhattan. The members argued that without more parking, Manhattan would not be able to continue its role as the region’s CBD because a growing number of suburbanites were so highly conditioned to using their cars.5 In

The one market that seemed to be guaranteed for oil for a very long time was transportation and, specifically, the automobile. No longer, not on the “Roadmap” to the future. For oil now faces a sudden challenge from the New Triad: the electric car, which uses no oil; “mobility as a service,” ride-hailing and ride-sharing; and cars that drive themselves. The result could be a contest for dominance in a new trillion-dollar industry: “Auto-Tech.

L'industrie du transport façonne son produit : l'usage. Chassé du monde où les personnes sont douées d'autonomie, il a aussi perdu l'impression de se trouver au centre du monde. Il a conscience de manque de plus en plus de temps, bien qu'il utilise chaque jour la voiture, le train, l'autobus, le métro et l'ascenseur, le tout pour franchir en moyenne trente kilomètres, souvent dans un rayon de moins de dix kilomètres. Le sol se dérobe sous ses pieds, il est cloué à la roue. Qu'il prenne le métro ou l'avion, il a toujours le sentiment d'avancer moins vite ou moins bien que les autres et il est jaloux des raccourcis qu'empruntent les privilégiés pour échapper à l'exaspération créée par la circulation. Enchaîné à l'horaire de son train de banlieue, il rêve d'avoir une auto. Épuisé par les embouteillages aux heures de pointe, il envie le riche qui se déplace à contre-sens. Il paie sa voiture de sa poche, mais il sait trop bien que le PDG utilise les voitures de l'entreprise, fait passer son essence dans les frais généraux ou se fait louer une voiture sans bourse délier. L'usager se trouve tout au bas de l'échelle où sans cesse augmentent l'inégalité, le manque de temps et sa propre impuissance, mais pour y mettre fin il s'accroche à l'espoir fou d'obtenir plus de la même chose : une circulation améliorée par des transports plus rapides. Il réclame des améliorations techniques des véhicules, des voies de circulation et des horaires ; ou bien il appelle de ses vœux une révolution qui organise des transports publics rapides en nationalisant les moyens de transport. Jamais il ne calcule le prix qu'il lui en coûtera pour être ainsi véhiculé dans un avenir meilleur. Il oublie que de toute accélération supplémentaire il payera lui-même la facture, sous forme d'impôts directs ou de taxes multiples. Il ne mesure pas le coût indirect du remplacement des voitures privées par des transports publics aussi rapides. Il est incapable d'imaginer les avantages apportés par l'abandon de l'automobile et le recours à la force musculaire de chacun.

L'automobile coûte chaque année dix fois plus d'hommes aux U.S.A. que la guerre du Vietnam, autant qu'une guerre mondiale ; et comme la guerre, la bagnole tue d'abord les jeunes : dans les pays développés, elle est la première cause de mortalité entre dix-huit et trente ans. Imagine-t-on la S.N.C.F. ou Air-France présentant un bilan annuel, sans cesse accru, de douze mille tués et cent mille blessés ? Plus personne n'oserait prendre le train ou l'avion, et le peuple indigné mettrait le feu au ministère des Transports.

The present relationship between cities and automobiles represents, in short, one of those jokes that history sometimes plays on progress. The interval of the automobile’s development as everyday transportation has corresponded precisely with the interval during which the ideal of the suburbanized anti-city was developed architecturally, sociologically, legislatively and financially.

It is questionable how much of the destruction wrought by automobiles on cities is really a response to transportation and traffic needs, and how much of it is owing to sheer disrespect for other city needs, uses and functions.

The Centers for Disease Control and Prevention (CDC) regularly points to traffic deathse as the number one cause of unintentional injury death for all Americans aged 4 through 34.2 This isn’t new. I found a 2002 paper saying that “in the US, injury, both intentional and unintentional, is the leading cause of death from age 1 to age 45. Because it so disproportionately strikes the young, it is also the leading cause of lost years prior to age 75, more than either cancer or heart disease. Motor vehicle injury is the largest single component of these losses.”3 I also found a 1983 paper lamenting that “automobile crashes are the leading cause of death for all persons between the ages of six months and age 47.”4 And a 1965 paper warned us that “traffic accidents are the leading cause of death among all persons from age 5 to 31!”5 The World Health Organization (WHO) estimates that each traffic death equates to an average of 30 lost years of life expectancy.6 With 1.35 million road deaths worldwide each year, more than 2 percent of all deaths from all causes, this adds up to 40 million years of life lost annually on our streets.f WHO also estimates that for every road death, there are at least 10 to 15 people hospitalized due to road crashes.7 This means 13 million to 20 million hospitalizations and millions more that probably should’ve gone to the hospital.

After the oil embargo in the 1970s, safety researchers fretted that fuel-efficient “minicars” would “capture 40% of the automobile market by the year 2000” and devastate the US road safety recorde (whereas by 1990, they predicted it would approach 70,000 fatalities each year) while bankrupting US auto manufacturers due to liability claims.2 Reports like this habitually fail to point out that heavier vehicles are less safe for everybody else on the street. That includes pedestrians or bicyclists as well as those in other cars.f So, the question is, safe for whom?

When the automobile was made affordable to the masses, people moved further away from work and further away from stores. While transportation speed increased, transportation distance increased proportionally, keeping transportation time constant.

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As Louis Uchitelle has reported in the New York Times, many employers will offer almost anything—free meals, subsidized transportation, store discounts—rather than raise wages. The reason for this, in the words of one employer, is that such extras “can be shed more easily” than wage increases when changes in the market seem to make them unnecessary. In the same spirit, automobile manufacturers would rather offer their customers cash rebates than reduced prices; the advantage of the rebate is that it seems like a gift and can be withdrawn without explanation.

Today we view automobiles not merely as transportation, but as potent symbols of money, sex, and power. Yet cars are also fundamentally a technology. And history has told us that technologies can be disrupted in the blink of an eye.

A number of the features of floater transportation that Eric notices will be determined by competition. In an era when private cars will be computerized, so that passengers may read or watch television as they drive to work, floater lines will only be able to compete if they provide direct nonstop rather than multiple-stop service. Also, station facilities can be smaller if they only have to handle one floater at a time, rather than a train of them. Psychologists have found that the popularity of automobiles depends in part on their privacy: they are secure little rolling homes, protected against the unwanted intrusions of public transportation, such as squalling babies or chatty neighbors. Floaters will provide privacy for individuals, or for parties of two or four traveling together-and they will provide that privacy while moving their passengers at ten times the speed of an automobile.

Pour donner consistance à cette révolution du temps, il suffit de commencer à énumérer les domaines de production de biens et de services dont l'existence actuelle ne se soutient que de la logique de la société marchande, de la double nécessité d'accroître sans cesse la production-pour-le-profit et de reproduire l'organisation sociopolitique qui la rend possible. Osons donc trancher à la racine et mesurer l'ampleur des secteurs qui, dans une société non marchande, soucieuse de surcroît d'écarter toute séparation entre gouvernants et gouvernés, deviendraient parfaitement superflus. On peut éliminer sans hésiter tout le personnel militaire et policier, poursuivre avec les banques, le système financier et les assurances (ces dernières seules pèsent aujourd'hui 15 % du PIB mondial), sans se priver du plaisir d'ajouter la publicité et le marketing( qui absorbent 500 milliards de dépenses annuelles, soit près d'un tiers des budgets militaires mondiaux). Finalement, le principe d'un autogouvernement à tous les échelons, tel qu'on l'a suggéré dans le chapitre précédent, condamnerait l'ensemble des bureaucraties nationales et internationales à une complète inutilité. Dens pans considérables de l'appareil industriel seront abandonnés, à commencer par la production d'armes et d'équipements militaires. Les impératifs écologiques et l'affirmation de l'agriculture paysanne rendront caduque une grande partie de l'industrie chimique (notamment l'écrasant secteur agrochimique) comme des biotechnologies fortement contestées (OGM notamment). Le secteur agroalimentaire, exemple type d'une marchandisation perverse des formes de production, s'évanouira, au profit d'une valorisation de l'autoproduction et des circuits locaux de production/consommation. […] on voit que chaque abandon de production de biens et de services aura des effets démultiplicateurs importants, puisque les besoins en édifices (bureaux, installations industrielles), en matériaux et en énergie, en infrastructures et en transports, s'en trouveront diminués d'autant. Le secteur de la construction sera par conséquent ramené à une échelle bien plus raisonnable qu'aujourd'hui, ce qu'accentuerait encore la régénération des pratiques d'autoconstruction (ou du moins une participation directe des utilisateurs eux-mêmes, aux côtés d'artisans plus expérimentés). Chaque suppression dans la production de biens et de services éliminera à son tour toutes les productions nécessaires à son installation, à son fonctionnement, sans oublier la gestion des déchets engendrés par chacune de ces activités. Pour donner un exemple parmi tant d'autres, la suppression de la publicité (jointe à celle des bureaucraties et à d'autres changements technico-culturels) entraînera une diminution considérable de la consommation de papier, c'est-à-dire aussi de toute la chaîne industrielle qui lui est associée, dans laquelle il faut inclure exploitation forestière, produits chimiques, matériaux nécessaires aux installations industrielles, transport, etc. Sans nier la pertinence de maintenir des échanges à longue distance, le fait de privilégier, dans toute la mesure du possible, les activités locales et de supprimer les absurdes détours de production qui caractérisent l'économie capitaliste (lesquels mènent, par exemple, l'ail chinois jusqu'en Europe et de l'eau - oui, de l'eau ! - des Alpes jusqu'au Mexique) réduira à peu de chose la chaîne commerciale actuelle et restreindra encore les besoins en transport. Joint à l'abandon d'une logique de production et d'organisation centrée sur l'automobile et le fétichisme égolâtre qui la soutient, tout cela entraînera une forte contraction de la consommation énergétique, qui pourra être satisfaite grâce aux énergies renouvelables, produites, dans la mesure du possible, localement. En conséquence, tout ce qui fonde le poids écrasant du secteur énergétique dans l'économie mondiale actuelle s'évanouira pour l'essentiel. (p. 91-92)

Some have speculated that had he succeeded, the road, not the railway, might have remained the conventional way to travel, that the runaway expansion of the railway might never have taken place. In a book called The Suppression of the Automobile: Skulduggery at the Crossroads, David Beasley argues that road transport was more potentially profitable, and failed only because powerful political interests were determined to stop it. ‘If the steam carriage proponents in Parliament had forged a lasting alliance between the radical Whigs and Conservatives,’ he says, ‘the railways would have been stopped in their tracks.

No one wanted a repeat of the sweaty and irritated Eisenhower who had disembarked during the Operation ALERT drill, so the Sikorsky UH-34 Seahorse helicopters were painted white on top, to help reflect heat and lower the cabin temperature, and each was fitted with an automobile air conditioner to help keep the passengers cool. Their distinctive paint scheme came to be known as “white tops,” and would designate helicopters used for VIP transport.

During the 1920s the market for automobiles changed slowly and subtly. Henry Ford’s slogan for the Model T—”It takes you there and brings you back”—epitomized the original attraction of the car as a mode of basic transportation. In 1921, more than half of all cars sold in the United States were Fords. But

In the next 30 years we will continue to take solid things—an automobile, a shoe—and turn them into intangible verbs. Products will become services and processes. Embedded with high doses of technology, an automobile becomes a transportation service, a continuously updated sequence of materials rapidly adapting to customer usage, feedback, competition, innovation, and wear.

Most people live in urban settings and interact with others over telecommunications networks, implying their well-being is closely tied to and influenced by others around them. In such large-scale, connected societies, it is usually easier to provide benefits to many people as a group than to individuals separately. Information is easily shared by many; applications for social interaction have little value if used only by a few; public transport shared by many is often more economical than individual vehicles. Yet such large-scale services at present are either provided by monopolistic corporations or by dysfunctional public authorities. Fear of the failures of these providers often leads us to wastefully retreat from public life behind the walls of our homes, our gated communities, our private servers, and our individual cars. As early as the 1950s, economist John Kenneth Galbraith called this the paradox of 'public poverty among 'private affluence': while children are "Admirably equipped with television sets," "schools were often severely overcrowded . . . and underprovided." He complained that a "family which takes its air-conditioned . . . automobile out for a tour passes through cities that are badly paved, made hideous by litter, blighted buildings and posts for wires that long since should have been put underground.

I had heard such predictions all my life from Malcolm and all his posthumous followers who hollered that the Dreamers must reap what they sow. I saw the same prediction in the words of Marcus Garvey who promised to return in a whirlwind of vengeful ancestors, an army of Middle Passage undead. No. I left The Mecca knowing that this was all too pat, knowing that should the Dreamers reap what they had sown, we would reap it right with them. Plunder has matured into habit and addiction; the people who could author the mechanized death of our ghettos, the mass rape of private prisons, then engineer their own forgetting, must inevitably plunder much more. This is not a belief in prophecy but in the seductiveness of cheap gasoline. Once, the Dream's parameters were caged by technology and by the limits of horsepower and wind. But the Dreamers have improved themselves, and the damming of seas for voltage, the extraction of coal, the transmuting of oil into food, have enabled an expansion in plunder with no known precedent. And this revolution has freed the Dreamers to plunder not just the bodies of humans but the body of the Earth itself. The Earth is not our creation. It has no respect for us. It has no use for us. And its vengeance is not the fire in the cities but the fire in the sky. Something more fierce than Marcus Garvey is riding on the whirlwind. Something more awful than all our African ancestors is rising with the seas. The two phenomena are known to each other. It was the cotton that passed through our chained hands that inaugurated this age. It is the flight from us that went them sprawling into the subdivided woods. And the methods of transport through these new subdivisions, across the sprawl, is the automobile, the noose around the neck of the earth, and ultimately, the Dreamers themselves. I drove away from the house of Mable Jones thinking of all of this. I drove away, as always, thinking of you. I do not believe that we can stop them, Samori, because they must ultimately stop themselves. And still I urge you to struggle. Struggle for the memory of your ancestors. Struggle for wisdom. Struggle for the warmth of The Mecca. Struggle for your grandmother and grandfather, for your name. But do not struggle for the Dreamers. Hope for them. Pray for them, if you are so moved. But do not pin your struggle on their conversion. The Dreamers will have to learn to struggle themselves, to understand that the field for their Dream, the stage where they have painted themselves white, is the deathbed of us all. The Dream is the same habit that endangers the planet, the same habit that sees our bodies stowed away in prisons and ghettos. I saw these ghettos driving back from Dr. Jones' home. They were the same ghettos I had seen in Chicago all those years ago, the same ghettos where my mother was raised, where my father was raised. Through the windshield I saw the mark of these ghettos - the abundance of beauty shops, churches, liquor stores, and crumbling housing - and I felt the old fear. Through the windshield I saw the rain coming down in sheets.

Destroyed, that is, were not only men, women, and thousands of children but also restaurants and inns, laundries, theater groups, sports clubs, sewing clubs, boys’ clubs, girls’ clubs, love affairs, trees and gardens, grass, gates, gravestones, temples and shrines, family heirlooms, radios, classmates, books, courts of law, clothes, pets, groceries and markets, telephones, personal letters, automobiles, bicycles, horses—120 war-horses—musical instruments, medicines and medical equipment, life savings, eyeglasses, city records, sidewalks, family scrapbooks, monuments, engagements, marriages, employees, clocks and watches, public transportation, street signs, parents, works of art.

Taken in the mass, the automobile is a noxious mechanism whose destiny in workaday urban use is to frustrate man and make dead certain that he approaches his daily occupation unhappy and inefficient.

Assume, for instance, that 20 percent of the American car-consuming population were to decide not to buy private automobiles any more, because they believed that, in comparison with excellent public transportation, the private automobile is economically wasteful, ecologically poisonous, and psychologically damaging—a drug that creates an artificial feeling of power, increases envy, and helps one to run away from oneself.

By the early 1950s, BPR engineers had seemingly lost interest in the broader implications of highway building and focused instead on facilitating automobile and truck transportation.

See the USA in your Chevrolet, America is asking you to call, Drive your Chevrolet through the USA, America’s the greatest land of all. [Quoting The Dinah Shore Chevy Show theme song, c. 1952, in an epigraph to Chapter 11: See the USA in Your Chevrolet or from a Plane Flying High Above.]

Much of the signal system was installed in the 1930s and transit employees now have to fabricate their own replacement parts for obsolete equipment. While subway riders have to rely on this century-old technology, New York's automobile drivers take advantage of traffic signals that are part of a sophisticated information network. Above the streets, the city's Department of Transportation monitors data from sensors and video cameras to identify congestion choke points, and the remotely adjusts computerized traffic signals to optimize the flow of vehicles. Drivers obtain accurate, real-time traffic condition information via electronic signals, computers and smartphones.

Q: What can ordinary people with busy lives and not a lot of political access do to address this stuff? You can try to address it in your own life. You can try to set up your life so you have to drive as little as possible. In so doing, you vote with your feet and your wallet. When more people bike, walk and use public transit, there is greater pressure on elected officials and government agencies to improve these modes of transportation. It thus increases the profitability of public transit and makes cities more desirable places to live. It also helps reduce your carbon footprint and reduces the amount of money going to automobile manufacturers, oil companies and highway agencies. In a globally connected capitalist world, cities and countries are competing for highly skilled labor—programmers, engineers, scientists, etc. To some degree, these people can live anywhere they want. So San Francisco or my current city in Minnesota aren’t just competing with other U.S. cities but are competing with cities in Europe for the best and brightest talent. Polls and statistics show that more and more skilled people want to live in cities that are walkable, bikeable and have good public transit. Also our population is aging and realizing that they don’t want to be trapped in automobile-oriented retirement communities in Florida or the southwest USA. They also want improved walkability and transit. Finally, there’s been an explosion of obesity in the USA with resulting increases in healthcare costs. Many factors contribute to this but increased amounts of driving and a lack of daily exercise are major factors. City, state and business leaders in the US are increasingly aware of all this. It is part of Gil Peñalosa’s “8-80” message (the former parks commissioner of Bogotá, Colombia) and many other leaders. (2015 interview with Microcosm Publishing)

The desirability of piecemeal, evolutionary attrition has a bearing, too, on the development of public transportation. At present public transportation languishes, but not from lack of potential technical improvement. A wealth of ingenious technique lies in limbo because there is no point in developing it during an era of city erosion, no funds for it, no faith in it. Even if public transportation is stimulated by increase in usage, under tactics of automobile attrition, it is unrealistic to expect that revolutionary improvement will be accomplished abruptly, or wished into being.

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One day in 1885, the twenty-three-year old Henry Ford got his first look at the gas-powered engine, and it was instant love. Ford had apprenticed as a machinist and had worked on every conceivable device, but nothing could compare to his fascination with this new type of engine, one that created its own power. He envisioned a whole new kind of horseless carriage that would revolutionize transportation. He made it his Life’s Task to be the pioneer in developing such an automobile. Working the night shift at the Edison Illuminating Company as an engineer, during the day he would tinker with the new internal-combustion engine he was developing. He built a workshop in a shed behind his home and started constructing the engine from pieces of scrap metal he salvaged from anywhere he could find them. By 1896, working with friends who helped him build a carriage, he completed his first prototype, which he called the Quadricycle, and debuted it on the streets of Detroit. At the time there were many others working on automobiles with gas-powered engines. It was a ruthlessly competitive environment in which new companies died by the day. Ford’s Quadricycle looked nice and ran well, but it was too small and incomplete for large-scale production. And so he began work on a second automobile, thinking ahead to the production end of the process. A year later he completed it, and it was a marvel of design. Everything was geared toward simplicity and compactness. It was easy to drive and maintain. All that he needed was financial backing and sufficient capital to mass-produce it. To manufacture automobiles in the late 1890s was a daunting venture. It required a tremendous amount of capital and a complex business structure, considering all of the parts that went into production. Ford quickly found the perfect backer: William H. Murphy, one of the most prominent businessmen in Detroit. The new company was dubbed the Detroit Automobile Company, and all who were involved had high hopes. But problems soon arose. The car Ford had designed as a prototype needed to be reworked—the parts came from different places; some of them were deficient and far too heavy for his liking. He kept trying to refine the design to come closer to his ideal. But it was taking far too long, and Murphy and the stockholders were getting restless. In 1901, a year and a half after it had started operation, the board of directors dissolved the company. They had lost faith in Henry Ford.

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Buffalo Bill is important to me as the symbol of the growth of our nation, for his life spanned the settlement of the Great Plains, the Indian Wars, the Gold Rush, the Pony Express, the building of the transcontinental railroad, and the enduring romance of the American frontier-especially the Great Plains. Consider what he witnessed in his lifetime: the invention of the telephone, the transatlantic cable, the automobile, the airplane, and the introduction of modem warfare, with great armies massed against each other, with tanks, armored cars, flame-throwers, and poison gas-a far cry from the days when Cody and the troopers of the Fifth Cavalry rode hell-for-leather across the prairie in pursuit of hostile Indians. Nor, though it is not usually considered a milestone in American history, should we forget Joseph F. Glidden's 1874 invention of barbed wire, which, more than the rifle or the plow, transformed Buffalo Bill's Great Plains by insuring the survival of thousands of family farms, and making possible the growth of enormous-and enormously profitable-cattle ranches. In addition, I feel a personal connection. In April 1855 my great-granduncle Alexander Carter Jr. and his younger brother, Thomas Marion Carter, left their home in Scioto County, Ohio, and headed west. Starting by steamboat, the two brothers floated down the Ohio River until it joined the Mississippi and then traveled upstream to St. Louis. In St. Louis they found little transportation west, so they walked, hitched rides, and rode horseback to reach St. Joseph, Missouri. There they caught a stagecoach to Council Bluffs, Iowa, riding on top of the stage, with seventeen men and women-a three-day ordeal. On May 14, nineteen days after leaving St. Louis, the brothers crossed the Missouri River and landed on the town site of Omaha, then a community of cotton tents and shanties, where lots were being offered to anyone willing to build on them. They refused this offer and pressed on to their final destination, DeSoto, Washington County, Nebraska Territory, where

The 97 by 110 foot ceiling mural that Trumbull painted in the Chrysler Building is titled Energy, Result, Workmanship, and Transportation.51 A muscular figure of Atlas dominates a triangular panel above the information booth. From this figure, three bands extend following the triangular form of the main concourse. One consists of a series of abstract patterns symbolizing primitive, natural forces. Another depicts construction workers and techniques, in tribute to the men who built the Chrysler Building. The last showcases the development of modern transportation, emphasizing airplanes rather than automobiles. On the ceiling of the Lexington Avenue entrance lobby is a panel which shows the building as seen from the outside. The warm tones of the mural are harmonious with the rich colors of the stone used in the walls and floor of the space.

This is a common feature of new technologies. The initial killer app may have little to do with the ultimate use case, but it provides enough demand to scale production (and convince the creators they’re on to something). The first use case for the steam engine, for example, was pumping water out of flooded mines, not transportation. The early model for the automobile and personal computer industries was hobbyists, who weren’t looking for a practical device but something that was fun to use. Airlines in the 1920s made their money hauling mail for the US government, not passengers or other forms of freight.

The automobile also put a far greater stress on the country’s rural economy as a whole. In 1900 one-third of the nation’s farmland was devoted to fodder crops to feed the vast number of horses and mules that powered the local-transportation and agricultural industries. By 1929 most of that herd was gone, replaced by automobiles, and much of the land that had grown such crops as hay and oats had been switched over to crops for human consumption, causing food supplies to rise much faster than demand and prices to decline sharply. The result was hard times for many farmers, who never saw prices recover from the fall-off in European orders after the First World War. The depression in American agriculture, largely unnoticed by the urban-based media at the time, would slowly, inexorably both deepen and widen.

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【V信83113305】，最安全购买第戎大学汽车与交通学院毕业证方法, 如何办理ISAT第戎大学汽车与交通学院毕业证一比一定制, 办理法国-ISAT毕业证书第戎大学汽车与交通学院毕业证, ISAT毕业证认证, 极速办第戎大学汽车与交通学院毕业证Institut Supérieur de l'Automobile et des Transports de Nevers文凭学历制作, 办第戎大学汽车与交通学院毕业证university, 法国办第戎大学汽车与交通学院毕业证办成绩单购买, ISAT毕业证学历认证, 原版ISAT毕业证办理流程：法国第戎大学汽车与交通学院是欧洲交通领域教育与研究的重要基地。学院专注于汽车工程、智能交通系统及可持续出行创新，将前沿科研与产业实践紧密结合。其课程涵盖车辆设计、能源管理、自动驾驶技术等方向，与多家知名企业合作紧密，为学生提供丰富的实习与就业机会。学院拥有先进的实验平台，致力于推动绿色交通与数字化解决方案发展，培养具备工程技术与管理能力的复合型人才，为全球交通行业持续输送创新力量。

【V信83113305】，学历文凭认证ISAT毕业证-第戎大学汽车与交通学院毕业证如何办理, 一流Institut Supérieur de l'Automobile et des Transports de Nevers第戎大学汽车与交通学院学历精仿高质, 法国办第戎大学汽车与交通学院毕业证办成绩单购买, 学历文凭认证ISAT毕业证-第戎大学汽车与交通学院毕业证如何办理, 高端烫金工艺ISAT毕业证成绩单制作, 第戎大学汽车与交通学院电子版毕业证与法国Institut Supérieur de l'Automobile et des Transports de Nevers学位证书纸质版价格, 网络快速办理ISAT毕业证成绩单, 法国毕业证认证, 100%满意-ISAT毕业证第戎大学汽车与交通学院学位证：法国第戎大学汽车与交通学院是欧洲交通领域的重要教育与研究机构，专注于汽车工程、智能交通系统及可持续出行解决方案。学院依托勃艮第地区的工业基础，与雷诺、法雷奥等企业紧密合作，提供涵盖车辆设计、能源管理、自动驾驶技术的跨学科课程。其研究团队在低碳动力、交通数据分析等领域具有国际影响力，为学生提供了先进的实验平台与行业实践机会。学院致力于培养具备创新能力的工程师，推动未来交通体系的绿色与智能化转型。

【V信83113305】，ISAT第戎大学汽车与交通学院毕业证制作代办流程, 想要真实感受Institut Supérieur de l'Automobile et des Transports de Nevers第戎大学汽车与交通学院版毕业证图片的品质点击查看详解, 法国文凭办理, 加急第戎大学汽车与交通学院毕业证ISAT毕业证书办理多少钱, 100%收到-ISAT毕业证书第戎大学汽车与交通学院毕业证, 出售Institut Supérieur de l'Automobile et des Transports de Nevers证书哪里能购买Institut Supérieur de l'Automobile et des Transports de Nevers毕业证, 原版定制ISAT第戎大学汽车与交通学院毕业证, 原版定制第戎大学汽车与交通学院毕业证书案例, 学历证书!学历证书第戎大学汽车与交通学院学历证书假文凭：法国第戎大学汽车与交通学院是欧洲交通领域的重要教育与研究机构，专注于汽车工程、智能交通系统及可持续出行解决方案。学院依托勃艮第地区的工业基础，与雷诺、法雷奥等企业紧密合作，提供涵盖车辆设计、能源管理和自动驾驶技术的先进课程。其研究团队在低碳动力系统、交通数据分析等领域具有国际影响力，为学生提供了理论与实践深度融合的创新平台，为全球交通产业培养具备跨学科能力的工程师与科研人才。

【V信83113305】，终于找到哪里办ISAT第戎大学汽车与交通学院毕业证书, 高仿原版第戎大学汽车与交通学院毕业证ISAT毕业证书外壳offer制作, Institut Supérieur de l'Automobile et des Transports de Nevers文凭制作服务您学历的展现, ISAT毕业证成绩单制作, 第戎大学汽车与交通学院本科毕业证, 第戎大学汽车与交通学院毕业证成绩单-高端定制ISAT毕业证, 学历证书!ISAT学历证书第戎大学汽车与交通学院学历证书ISAT假文凭, ISAT文凭制作, 第戎大学汽车与交通学院Institut Supérieur de l'Automobile et des Transports de Nevers大学毕业证成绩单：法国第戎大学汽车与交通学院是欧洲交通领域的重要教育与研究机构，专注于汽车工程、智能交通系统及可持续出行解决方案。学院依托勃艮第地区的工业基础，与雷诺、法雷奥等企业紧密合作，提供涵盖车辆设计、新能源技术、自动驾驶及交通管理的跨学科培养项目。其研究团队在轻量化材料、能源效率和交通数据分析方面享有国际声誉，为学生提供了先进的实验平台及行业实践机会，致力于培养推动未来交通变革的创新人才。

【V信83113305】，高端原版ISAT第戎大学汽车与交通学院毕业证办理流程, 一比一原版第戎大学汽车与交通学院毕业证ISAT毕业证书如何办理, 挂科办理Institut Supérieur de l'Automobile et des Transports de Nevers第戎大学汽车与交通学院毕业证文凭, 加急第戎大学汽车与交通学院毕业证ISAT毕业证书办理多少钱, ISAT-diploma安全可靠购买第戎大学汽车与交通学院毕业证, ISAT第戎大学汽车与交通学院毕业证成绩单制作, 原版ISAT毕业证书办理流程, 没-第戎大学汽车与交通学院毕业证书ISAT挂科了怎么补救, ISAT毕业证diploma第戎大学汽车与交通学院挂科处理解决方案：法国第戎大学汽车与交通学院是欧洲交通领域的重要教育与科研中心。学院聚焦汽车工程、智能交通系统及可持续出行，将前沿研究与产业实践紧密结合，为学生提供先进的实验平台及校企合作机会。其课程涵盖车辆设计、能源管理、自动驾驶技术等方向，致力于培养具备创新能力的工程师与研究人员。学院依托勃艮第地区的交通产业集群，积极参与国际合作项目，推动绿色与数字化交通转型，为未来交通行业发展持续注入动力。

【V信83113305】，ISAT第戎大学汽车与交通学院毕业证办理周期和加急方法, 想要真实感受Institut Supérieur de l'Automobile et des Transports de Nevers第戎大学汽车与交通学院版毕业证图片的品质点击查看详解, 第戎大学汽车与交通学院颁发典礼学术荣誉颁奖感受博士生的光荣时刻, 正版法国ISAT毕业证文凭学历证书, 硕士第戎大学汽车与交通学院文凭定制ISAT毕业证书, 最佳办理第戎大学汽车与交通学院毕业证方式, 网络在线办理ISAT第戎大学汽车与交通学院毕业证文凭学历证书, Offer(ISAT成绩单)第戎大学汽车与交通学院如何办理?, 最安全购买第戎大学汽车与交通学院毕业证方法：法国第戎大学汽车与交通学院是欧洲交通领域的重要教育与研究机构。学院聚焦智能交通系统、车辆工程及可持续移动解决方案，将前沿科研与产业实践紧密结合。它与汽车制造商、交通运营商及政府部门深度合作，为学生提供大量实习与就业机会。学院拥有先进的实验平台，涵盖新能源汽车、自动驾驶及交通数据分析方向，致力于培养具备创新能力的工程师与研究人员，推动未来绿色、高效智慧交通的发展。

【V信83113305】，办理大学毕业证第戎大学汽车与交通学院, 原版定制ISAT第戎大学汽车与交通学院毕业证, 购买ISAT毕业证, 原价-ISAT毕业证官方成绩单学历认证, 原版定制ISAT毕业证书案例, 留学生买毕业证毕业证文凭成绩单办理, 终于找到哪里办第戎大学汽车与交通学院毕业证书, 1分钟获取第戎大学汽车与交通学院毕业证最佳办理渠道, 修改Institut Supérieur de l'Automobile et des Transports de Nevers第戎大学汽车与交通学院成绩单电子版gpa让学历更出色：法国第戎大学汽车与交通学院是欧洲交通领域的重要教育与研究机构。学院聚焦汽车工程、智能交通系统及可持续移动解决方案，将前沿科研与产业实践紧密结合。其课程涵盖车辆设计、动力总成、自动驾驶及交通管理，为学生提供先进的实验平台及行业合作机会。学院与多家知名汽车制造商及交通运营商建立了深度合作关系，推动技术创新与人才培养，致力于应对未来交通在环保、安全与效率方面的全球性挑战，在欧洲工程教育界享有盛誉。

【V信83113305】：The University Institute of Technology (IUT) of Dijon, part of the Université de Bourgogne, hosts a distinguished Department of Automotive Engineering and Transport. This school is a key center for training specialists in the automotive and mobility sectors. Its curriculum combines strong theoretical foundations in engineering with intensive practical application. Students gain hands-on experience in vehicle design, powertrain systems, logistics, and intelligent transport systems (ITS). The programs are designed to meet the high demands of the industry, producing graduates skilled in innovation, R&D, and managing complex transportation projects. With modern facilities and strong industry partnerships, the institute prepares students for successful careers in the evolving fields of automotive and transport engineering.，一流第戎大学汽车与交通学院学历精仿高质, 加急办ISAT第戎大学汽车与交通学院文凭学位证书成绩单gpa修改, 快速办理ISAT毕业证-第戎大学汽车与交通学院毕业证书-百分百放心, 申请学校!Institut Supérieur de l'Automobile et des Transports de Nevers成绩单第戎大学汽车与交通学院成绩单Institut Supérieur de l'Automobile et des Transports de Nevers改成绩, 第戎大学汽车与交通学院成绩单制作, 制作法国文凭第戎大学汽车与交通学院毕业证, 正版第戎大学汽车与交通学院学历证书学位证书成绩单, ISAT第戎大学汽车与交通学院毕业证办理周期和加急方法, 1分钟获取第戎大学汽车与交通学院毕业证最佳办理渠道

【V信83113305】：The French Institute of Advanced Aerospace and Automotive Mechanics (Institut supérieur de mécanique aérospatiale et automobile - ISMANS) is a distinguished engineering school in France. It specializes in providing high-level education and research in the fields of aerospace, automotive engineering, and advanced materials. Known for its strong industry connections and practical approach to engineering challenges, the institute equips students with the skills needed for innovative design and manufacturing. Its programs emphasize both theoretical knowledge and hands-on experience, preparing graduates for successful careers in dynamic, technology-driven sectors. ISMANS is recognized for contributing significantly to advancements in transportation and mobility technologies.，ESTACA高等航空技术与汽车制造学院毕业证办理流程, 办理ESTACA高等航空技术与汽车制造学院成绩单高质量保密的个性化服务, 高等航空技术与汽车制造学院毕业证ESTACA毕业证书, 想要真实感受高等航空技术与汽车制造学院版毕业证图片的品质点击查看详解, 专业办理ESTACA高等航空技术与汽车制造学院成绩单高质学位证书服务, ESTACA毕业证怎么办理-加钱加急, 网上购买假学历ESTACA高等航空技术与汽车制造学院毕业证书, 办理法国毕业证, 高等航空技术与汽车制造学院毕业证本科学历办理方法

【V信83113305】，办理法国Institut Supérieur de l'Automobile et des Transports de Nevers本科学历, 做今年新版ISAT第戎大学汽车与交通学院毕业证, 网上补办第戎大学汽车与交通学院毕业证成绩单多少钱, ISAT毕业证在线制作第戎大学汽车与交通学院文凭证书, 第戎大学汽车与交通学院毕业证书多少钱, 办理第戎大学汽车与交通学院毕业证, Institut Supérieur de l'Automobile et des Transports de Nevers毕业证成绩单专业服务, 哪里买第戎大学汽车与交通学院毕业证|ISAT成绩单, 仿制第戎大学汽车与交通学院毕业证ISAT毕业证书快速办理：法国第戎大学汽车与交通学院是欧洲交通领域的重要教育与研究机构，专注于汽车工程、智能交通系统及可持续出行解决方案。学院依托勃艮第地区的工业基础，与雷诺、法雷奥等企业紧密合作，推动产学研协同创新。其课程涵盖车辆设计、新能源技术、自动驾驶及交通管理，培养具备国际视野的工程师与研究人员。学院拥有先进实验平台，参与多项欧盟科研项目，致力于减少交通碳排放及提升道路安全，为未来绿色与智能交通发展持续贡献核心力量。

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【V信83113305】：The University Institute of Technology (IUT) of Dijon, part of the Université Bourgogne Franche-Comté, hosts a renowned Department of Automotive Engineering and Transport. This faculty is a key center for training specialists in vehicle design, intelligent transport systems, and sustainable mobility solutions. Its curriculum combines rigorous theoretical coursework with hands-on practical experience, utilizing modern laboratories and workshops equipped with the latest technology. Strong partnerships with leading automotive manufacturers and transport companies provide students with valuable internship opportunities and industry insights. Focusing on innovation, the department actively engages in research on electric vehicles, connected cars, and eco-friendly transport, preparing graduates to tackle the evolving challenges of the global automotive and logistics sectors.，ISAT第戎大学汽车与交通学院毕业证书加急制作, ISAT毕业证怎么办理-加钱加急, 网上制作ISAT毕业证-第戎大学汽车与交通学院毕业证书-留信学历认证放心渠道, 加急办ISAT文凭学位证书成绩单gpa修改, 第戎大学汽车与交通学院毕业证成绩单在哪里能办理, 法国毕业证办理, 挂科办理Institut Supérieur de l'Automobile et des Transports de Nevers第戎大学汽车与交通学院学历学位证, 网络快速办理ISAT毕业证成绩单, 留学生买毕业证ISAT毕业证文凭成绩单办理

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【V信83113305】：The Hanshin Automobile & Aviation Railway Vocational School in Japan is a renowned institution specializing in technical education for the transportation industry. Located in the Kansai region, it offers hands-on training programs in automotive repair, aviation maintenance, and railway engineering. The school is known for its state-of-the-art facilities, including mock aircraft cabins, railway simulators, and advanced automotive workshops. Students benefit from industry partnerships, gaining practical experience through internships with leading companies like JR West and All Nippon Airways. The curriculum emphasizes both technical skills and safety protocols, preparing graduates for careers in high-demand fields. With a strong focus on innovation and precision, the school plays a vital role in shaping Japan's future transportation professionals. Its alumni are highly regarded in the industry, reflecting the school's commitment to excellence.，办理日本毕业证, 阪神汽车航空铁道专门学校学位证毕业证, 阪神自動車航空鉄道専門学校文凭制作流程学术背后的努力, 购买阪神汽车航空铁道专门学校文凭, 如何办理阪神汽车航空铁道专门学校学历学位证, 办理阪神汽车航空铁道专门学校成绩单高质量保密的个性化服务, 阪神汽车航空铁道专门学校颁发典礼学术荣誉颁奖感受博士生的光荣时刻, 原装正版阪神汽车航空铁道专门学校毕业证真实水印成绩单制作, 阪神汽车航空铁道专门学校成绩单复刻

【V信83113305】：The Higher Institute of Aeronautics and Automotive Engineering (ISAE-ENSMA) in France is a prestigious institution renowned for its excellence in aerospace and automotive engineering education. Established in 1948, it offers cutting-edge programs that blend theoretical knowledge with practical applications, preparing students for leadership roles in high-tech industries. The school collaborates closely with major aerospace and automotive companies, providing students with internships, research opportunities, and access to state-of-the-art facilities. Its curriculum covers aerodynamics, propulsion systems, materials science, and sustainable mobility, reflecting the evolving demands of the global industry. With a strong emphasis on innovation and interdisciplinary learning, ISAE-ENSMA fosters a dynamic environment where students and researchers tackle real-world challenges, contributing to advancements in transportation and aerospace technologies. Graduates are highly sought after by top-tier firms worldwide.，学历证书!Ecole Supérieure des Techniques Aéronautiques et de Construction Automobile学历证书高等航空技术与汽车制造学院学历证书Ecole Supérieure des Techniques Aéronautiques et de Construction Automobile假文凭, 法国Ecole Supérieure des Techniques Aéronautiques et de Construction Automobile毕业证仪式感|购买Ecole Supérieure des Techniques Aéronautiques et de Construction Automobile高等航空技术与汽车制造学院学位证, 办高等航空技术与汽车制造学院毕业证ESTACA Diploma, 出售Ecole Supérieure des Techniques Aéronautiques et de Construction Automobile证书-哪里能购买Ecole Supérieure des Techniques Aéronautiques et de Construction Automobile毕业证, Ecole Supérieure des Techniques Aéronautiques et de Construction Automobile高等航空技术与汽车制造学院学位证书快速办理, 专业办理Ecole Supérieure des Techniques Aéronautiques et de Construction Automobile高等航空技术与汽车制造学院成绩单高质学位证书服务, 法国毕业证学历认证, 制作高等航空技术与汽车制造学院成绩单, 如何获取高等航空技术与汽车制造学院-Ecole Supérieure des Techniques Aéronautiques et de Construction Automobile-毕业证本科学位证书

【V信83113305】：The University of Burgundy’s Institute of Automotive and Transport Engineering (ISAT) in Dijon is a leading institution in France specializing in automotive and mobility research. Established in 1991, ISAT offers cutting-edge programs in vehicle design, sustainable transport, and intelligent mobility systems. The institute collaborates closely with industry partners, providing students with hands-on experience through internships and research projects. Its state-of-the-art facilities include advanced laboratories for engine testing, aerodynamics, and autonomous vehicle development. ISAT’s research focuses on eco-friendly technologies, such as electric and hybrid vehicles, aligning with global sustainability goals. With a strong emphasis on innovation and practical skills, ISAT prepares graduates for careers in the rapidly evolving automotive sector, making it a key player in shaping the future of transportation.，办理法国第戎大学汽车与交通学院毕业证Institut Supérieur de l'Automobile et des Transports de Nevers文凭版本, 出售Institut Supérieur de l'Automobile et des Transports de Nevers证书-哪里能购买Institut Supérieur de l'Automobile et des Transports de Nevers毕业证, fake ISAT diploma transcript, 办理Institut Supérieur de l'Automobile et des Transports de Nevers第戎大学汽车与交通学院毕业证文凭, 修改第戎大学汽车与交通学院成绩单电子版gpa实现您的学业目标, 学历证书!Institut Supérieur de l'Automobile et des Transports de Nevers学历证书第戎大学汽车与交通学院学历证书Institut Supérieur de l'Automobile et des Transports de Nevers假文凭, ISAT文凭购买, 挂科办理Institut Supérieur de l'Automobile et des Transports de Nevers第戎大学汽车与交通学院毕业证本科学位证书, 办理第戎大学汽车与交通学院学历认证回国人员证明

【V信83113305】：The University Institute of Technology of Dijon’s Department of Automotive Engineering and Transport is a prominent center for specialized education in France. It focuses on preparing students for the rapidly evolving automotive and mobility sectors through a strong applied curriculum. The program combines foundational engineering principles with hands-on training in vehicle design, powertrain systems, connected technologies, and sustainable transport solutions. With modern facilities, including dedicated workshops and labs, students gain practical experience essential for the industry. Strong partnerships with leading automotive companies provide valuable internship and project opportunities, ensuring graduates are highly skilled and ready to tackle real-world challenges in automotive innovation and intelligent transportation systems.，法国文凭办理, 网络办理ISAT毕业证-第戎大学汽车与交通学院毕业证书-学位证书, 一比一办理-ISAT毕业证第戎大学汽车与交通学院毕业证, 办第戎大学汽车与交通学院毕业证ISAT-Diploma, 高仿原版第戎大学汽车与交通学院毕业证ISAT毕业证书外壳offer制作, 第戎大学汽车与交通学院毕业证学校原版一样吗, 办第戎大学汽车与交通学院毕业证Institut Supérieur de l'Automobile et des Transports de Nevers-Diploma, 安全办理-第戎大学汽车与交通学院文凭ISAT毕业证学历认证, ISAT毕业证购买

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