Bus Transport Quotes

The most insightful thing I ever heard, was overheard. I was waiting for a rail replacement bus in Hackney Wick. These two old women weren’t even talking to me - not because I’d offended them, I hadn’t, I’d been angelic at that bus stop, except for the eavesdropping. Rail replacement buses take an eternity, because they think they’re doing you a favour by covering for the absent train, you’ve no recourse. Eventually the bus appeared, on the distant horizon, and one of the women, with the relief and disbelief that often accompanies the arrival of public transport said, ‘Oh look, the bus is coming.’ The other woman - a wise woman, seemingly aware that her words and attitude were potent and poetic enough to form the final sentence in a stranger’s book - paused, then said, ‘The bus was always coming.

Welcome to the Knight Bus, emergency transport for the stranded witch or wizard. Just stick out your wand hand, step on board, and we can take you anywhere you want to go. My name is Stan Shunpike, and I will be your conductor this eve —

Why ships won't use roads, is why cars won't travel on oceans. When the position is wrong, the leader won't be right.

why do people always say they could get hit by a bus? Like life is just one big game of Frogger and people are getting struck left and right by dangerous city transport.

The bus I am riding on must be on its way to a garbage convention. Never before has a more rancid assemblage of people congregated. I am at this moment privy to a momentous moment in the history of human smell. My name will probably be memorized by future students, preparing to answer this frequently asked exam question: Who demonstrated a supernatural ability to remain conscious on the most disgusting vehicle to ever disturb our debauched world?

Elsa decides they should begin by taking the bus, like normal knights on normal quests in more or less normal fairytales when there aren’t any horses or cloud animals available. But when all the other people at the bus stop starts eyeing The Monster and the wurse and nervously shuffling as far away from them as it’s possible to be without ending up at the next bus stop, she realises it’s not going to be quite so straightforward. On boarding the bus it becomes immediately clear that wurses are not at all partial to travelling on public transport. After it had snuffled about and stepped on people’s toes and overturned bags with its tail and accidently dribbled a bit on a seat a little too close to The Monster for The Monster to feel entirely comfortable, Elsa decides to forget the whole thing, and then all three of them get off. Exactly one stop later

A UK Department for Transport study highlighted the stark difference between male and female perceptions of danger, finding that 62% of women are scared walking in multistorey car parks, 60% are scared waiting on train platforms, 49% are scared waiting at the bus stop, and 59% are scared walking home from a bus stop or station. The figures for men are 31%, 25% , 20 % and 25%, respectively. Fear of crime is particularly high among low-income women, partly because they tend to live in areas with higher crime rates, but also because they are likely to be working odd hours and often come home from work in the dark. Ethnic-minority women tend to experience more fear for the same reasons, as well as having the added danger of (often gendered) racialised violence to contend with.

Eventually, the bus appeared on the distant horizon, and one of the women, with the relief and disbelief that often accompanies the arrival of public transport said, “Oh look, the bus is coming.” The other woman—a wise woman, seemingly aware that her words and attitude were potent and poetic enough to form the final sentence in a stranger’s book—paused, then said, “The bus was always coming.

There are countries in which the communal provision of housing, transport, education and health care is so inferior that inhabitants will naturally seek to escape involvement with the masses by barricading themselves behind solid walls. The desire for high status is never stronger than in situations where 'ordinary' life fails to answer a median need for dignity or comfort. Then there are communities—far fewer in number and typically imbued with a strong (often Protestant) Christian heritage—whose public realms exude respect in their principles and architecture, and whose citizens are therefore under less compulsion to retreat into a private domain. Indeed, we may find that some of our ambitions for personal glory fade when the public spaces and facilities to which we enjoy access are themselves glorious to behold; in such a context, ordinary citizenship may come to seem an adequate goal. In Switzerland's largest city, for instance, the need to own a car in order to avoid sharing a bus or train with strangers loses some of the urgency it has in Los Angeles or London, thanks to Zurich's superlative train network, which is clean, safe, warm and edifying in its punctuality and technical prowess. There is little reason to travel in an automotive cocoon when, for a fare of only a few francs, an efficient, stately tramway will provide transport from point A to point B at a level of comfort an emperor might have envied. One insight to be drawn from Christianity and applied to communal ethics is that, insofar as we can recover a sense of the preciousness of every human being and, even more important, legislate for spaces and manner that embody such a reverence in their makeup, then the notion of the ordinary will shed its darker associations, and, correspondingly, the desires to triumph and to be insulated will weaken, to the psychological benefit of all.

Another myth that is firmly upheld is that disabled people are dependent and non-disabled people are independent. No one is actually independent. This is a myth perpetuated by disablism and driven by capitalism - we are all actually interdependent. Chances are, disabled or not, you don’t grow all of your food. Chances are, you didn’t build the car, bike, wheelchair, subway, shoes, or bus that transports you. Chances are you didn’t construct your home. Chances are you didn’t sew your clothing (or make the fabric and thread used to sew it). The difference between the needs that many disabled people have and the needs of people who are not labelled as disabled is that non-disabled people have had their dependencies normalized. The world has been built to accommodate certain needs and call the people who need those things independent, while other needs are considered exceptional. Each of us relies on others every day. We all rely on one another for support, resources, and to meet our needs. We are all interdependent. This interdependence is not weakness; rather, it is a part of our humanity.

Nana, how come we don't got a car?' 'Boy, what do we need a car for? We got a bus that breathes fire, and old Mr. Daniels, who always has a trick for you.

When Malayalis say “land” they include water, because it makes no more sense to separate the two than it does to detach the nose from the mouth. On skiffs, canoes, barges, and ferries, Malayalis and their goods flow all over Travancore, Cochin, and Malabar with a swiftness the landlocked cannot imagine. In the absence of decent roads and regular bus transport and bridges, water is the highway.

I’m peeing thirty-five times a day, I hate socks, and I’m starting to think that terrorists who make bomb threats against public transport are all pregnant women who hate the way people smell on buses. Because people really do smell disgusting. Would you believe that an old guy sitting next to me the other day was eating salami? Salami! On the bus! But thanks, the little one and I are doing fine.

A junior high sports bus was, in the same vein as some fancier modes of passenger transport—limousines, private jets, coaches, whatever—a place where the important people, the king and queen, sat in the back.

After growing tired of walking to work every day, I gave up and purchased a bus pass for the first time in two years. My version of “wealth” was being able to take public transport every day like a rich person.

Still, we’ve gone soft since those days of wartime sacrifice, haven’t we? Contemporary humans are too self-centered, too addicted to gratification to live without the full freedom to satisfy our every whim—or so our culture tells us every day. And yet the truth is that we continue to make collective sacrifices in the name of an abstract greater good all the time. We sacrifice our pensions, our hard-won labor rights, our arts and after-school programs. We send our kids to learn in ever more crowded classrooms, led by ever more harried teachers. We accept that we have to pay dramatically more for the destructive energy sources that power our transportation and our lives. We accept that bus and subway fares go up and up while service fails to improve or degenerates. We accept that a public university education should result in a debt that will take half a lifetime to pay off when such a thing was unheard of a generation ago.

Since 2019, commuters who use public transport in Rome, Italy, can exchange their used plastic bottles for metro or bus tickets. People can simply insert plastic bottles in the machine to receive the ticket on their smartphones through an app.

Sergent Earl Hale sent us out to get transportation. We went out to look for what we could find. We came across Hitler's car, but it had no wheels. We found a bus, but it wouldn't start. We saw a fire truck and took that. On the way back to camp we had a wonderful time ringing the bell. Hale was upset. He didn't want a fire truck. - Henry Zimmerman

Thinking back, ladies, looking back, gentlemen, thinking and looking back on my European tour, I feel a heavy sadness descend upon me. Of course, it is partly nostalgia, looking back at that younger me, bustling around Europe, having adventures and overcoming obstacles that, at the time, seemed so overwhelming, but now seem like just the building blocks of a harmless story. But here is the truth of nostalgia: we don’t feel it for who we were, but who we weren’t. We feel it for all the possibilities that were open to us, but that we didn’t take. Time is like wax, dripping from a candle flame. In the moment, it is molten and falling, with the capability to transform into any shape. Then the moment passes, and the wax hits the table top and solidifies into the shape it will always be. It becomes the past, a solid single record of what happened, still holding in its wild curves and contours the potential of every shape it could have held. It is impossible - no matter how blessed you are by luck or the government or some remote, invisible deity gently steering your life with hands made of moonlight and wind - it is impossible not to feel a little sad, looking at that bit of wax. That bit of the past. It is impossible not to think of all the wild forms that wax now will never take. The village, glimpsed from a train window, beautiful and impossible and impossibly beautiful on a mountaintop, and you wonder what it would be if you stepped off the train and walked up the trail to its quiet streets and lived there for the rest of your life. The beautiful face of that young man from Luftknarp, with his gaping mouth and ashy skin, last seen already half-turned away as you boarded the bus, already turning towards a future without you in it, where this thing between you that seemed so possible now already and forever never was. All variety of lost opportunity spied from the windows of public transportation, really. It can be overwhelming, this splattered, inert wax recording every turn not taken. ‘What’s the point?’ you ask. ’Why bother?’ you say. ’Oh, Cecil,’ you cry. ’Oh, Cecil.’ But then you remember - I remember! - that we are even now in another bit of molten wax. We are in a moment that is still falling, still volatile, and we will never be anywhere else. We will always be in that most dangerous, most exciting, most possible time of all: the Now. Where we never can know what shape the next moment will take. Stay tuned next for, well, let’s just find out together, shall we?

A crucial link in the spreading timetable system was public transportation. If workers needed to start their shift by 08:00, the train or bus had to reach the factory gate by 07:55. A few minutes’ delay would lower production and perhaps even lead to the lay-offs of the unfortunate latecomers. In 1784 a carriage service with a published schedule began operating in Britain. Its timetable specified only the hour of departure, not arrival. Back then, each British city and town had its own local time, which could differ from London time by up to half an hour. When it was 12:00 in London, it was perhaps 12:20 in Liverpool and 11:50 in Canterbury. Since there were no telephones, no radio or television, and no fast trains

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.

Alice Malloy had dark, stringy hair, and even her husband, who loved her more than he knew, was sometimes reminded by her lean face of a tenement doorway on a rainy day, for her countenance was long, vacant, and weakly lighted, a passage for the gentle transports and miseries of the poor. Evarts Malloy was very thin. He had worked as a bus driver and he stooped a little

Owing to the corner pick-up stops required in any case by buses, the short signal frequencies interfere with bus travel time less than long signal frequencies. These same shorter frequencies, unstaggered, constantly hold up and slow down private transportation, which would thereby be discouraged from using these particular streets. In turn, this would mean still less interference and more speed for buses.

Here are some things I see on weekdays in my week. These days consist of me having to ride on these disgusting yellow school buses, with their STICKY FLOORS and RIPPED UP SEATS while having everyone; staring at me with simple smiles on his or her faces, the bus is transporting all of us to the hellhole of a school.' 'Oh my, I have to endure this every day, other than Saturday and Sunday.' 'This is my existence in life?

When you are traveling by bus, it is always difficult to decide whether you should sit in a seat by the window, a seat on the aisle, or a seat in the middle. If you take an aisle seat, you have the advantage of being able to stretch your legs whenever you like, but you have the disadvantage of people walking by you and they can accidentally step on your toes or spill something on your clothing. If you take a window seat, you have the advantage of getting a clear view of the scenery, but you have the disadvantage of watching insects die as they hit the glass. If you take a middle seat, you have neither of these advantages, and you have the added disadvantage of people leaning all over you when they fall asleep. You can see at once why you should always arrange to hire a limousine or rent a mule rather than take the bus to your destination.

These size gains boosted the vehicle-to-passenger weight ratio (assuming a 70-kilogram adult driver) from 7.7 for the Model T to just over 38 for the Lexus LX and to nearly as much for the Yukon GMC.66 For comparison, the ratio is about 18 for my Honda Civic—and, looking at a few transportation alternatives, it is just over 6 for a Boeing 787, no more than 5 for a modern intercity bus, and a mere 0.1 for a light 7-kilogram bicycle.

He learned that there were more than one hundred thousand K–12 schools in the country, with fifty million children in them. Twenty-five million rode a bus to school. “I thought, Holy crap, half the kids in the U.S. hop on a school bus.” There were seventy thousand buses in the entire U.S. public transportation system, but five hundred thousand school buses. On an average day, school buses carried twice as many people as the entire U.S. public transportation system.

It smelled not unlike Great-aunt Violet; an aura of books, of reading, of curling up and being cosy, of deciding, in a queue or on a train or a bus, just to step out of your normal world for a little while, go visit Narnia, or medieval England, or Persia, or the cockpit of a fighter plane; a hot air balloon; crime-ridden streets of Victorian London. To sit and blow the dust off something, then be transported elsewhere. It was magical. She couldn’t think of another word for it.

It's this human porosity that bothers me and that I can't escape since it is the faith of my skin, the extra sense which is everywhere in my being, this lack of eyelids on the face of the soul, or perhaps this imaginary lack of imaginary lids, this excessive facility I have for catching others, I am caught by persons or things animated or unanimated that I don't even frequent, and even the verb catch I catch or rather I am caught by it, for, note this please, it's not I who wish to change, it's the other who gets his hooks in me for lack of armor. All it takes is for me to be plunged for an hour or less into surroundings where the inevitable occurs--cafe, bus, hair salon, train carriage, recording studio--there must be confinement and envelopment, and there I am stained intoxicated, practically any speaker can appropriate my mental cells and poison my sinuses, shit, idiocies, cruelties, vulgar spite, trash, innumerable particles of human hostility inflame the windows of my brain and I get off the transport sick for days. It isn't the fault of one Eichmann or another. I admit to being guilty of excessive receptivity to mental miasma. The rumor of a word poisons me for a long time. Should I read or hear such and such a turn of phrase or figure of speech, right away I can't breathe my mucous membranes swell up, my lips go dry, I am asthmaticked, sometimes I lose my balance and crash to the ground, or on a chair if perchance one is there, in the incapacity of breathing the unbreathable.

When police arrested a New York bus driver for running down a schoolgirl in a crosswalk… the New York Daily News decried what it saw as mistreatment of one of the city’s bus drivers. The head of the transit union protested this enforcement of the city’s new Right of Way Law as “outrageous, illogical and anti-worker” while branding the head of a city street safety advocacy group “a progressive intellectual jackass.” The same union previously launched a work slowdown when another bus driver faced sanctions for killing a seventy-eight-year-old woman in a crosswalk in December 2014. All this occurred because police sought to enforce _misdemeanor_ charges in cases of pedestrians who were run over in crosswalks where they had the clear right of way.

Roosevelt wouldn't interfere even when he found out that Moses was discouraging Negroes from using many of his state parks. Underlying Moses' strikingly strict policing for cleanliness in his parks was, Frances Perkins realized with "shock," deep distaste for the public that was using them. "He doesn't love the people," she was to say. "It used to shock me because he was doing all these things for the welfare of the people... He'd denounce the common people terribly. To him they were lousy, dirty people, throwing bottles all over Jones Beach. 'I'll get them! I'll teach them!' ... He loves the public, but not as people. The public is just The Public. It's a great amorphous mass to him; it needs to be bathed, it needs to be aired, it needs recreation, but not for personal reasons -- just to make it a better public." Now he began taking measures to limit use of his parks. He had restricted the use of state parks by poor and lower-middle-class families in the first place, by limiting access to the parks by rapid transit; he had vetoed the Long Island Rail Road's proposed construction of a branch spur to Jones Beach for this reason. Now he began to limit access by buses; he instructed Shapiro to build the bridges across his new parkways low -- too low for buses to pass. Bus trips therefore had to be made on local roads, making the trips discouragingly long and arduous. For Negroes, whom he considered inherently "dirty," there were further measures. Buses needed permits to enter state parks; buses chartered by Negro groups found it very difficult to obtain permits, particularly to Moses' beloved Jones Beach; most were shunted to parks many miles further out on Long Island. And even in these parks, buses carrying Negro groups were shunted to the furthest reaches of the parking areas. And Negroes were discouraged from using "white" beach areas -- the best beaches -- by a system Shapiro calls "flagging"; the handful of Negro lifeguards [...] were all stationed at distant, least developed beaches. Moses was convinced that Negroes did not like cold water; the temperature at the pool at Jones Beach was deliberately icy to keep Negroes out. When Negro civic groups from the hot New York City slums began to complain about this treatment, Roosevelt ordered an investigation and an aide confirmed that "Bob Moses is seeking to discourage large Negro parties from picnicking at Jones Beach, attempting to divert them to some other of the state parks." Roosevelt gingerly raised the matter with Moses, who denied the charge violently -- and the Governor never raised the matter again.

Köster had bought the car, a top-heavy old bus, at an auction for next to nothing. Connoisseurs who saw it at the time pronounced it without hesitation an interesting specimen for a transport museum. Bollwies, wholesale manufacturer of ladies’ ready-made dresses and incidentally a speedway enthusiast, advised Otto to convert it into a sewing machine. But Köster was not to be discouraged. He took down the car as if it had been a watch, and worked on it night after night for months. Then one evening he turned up in it outside the bar which we usually frequented. Bollwies nearly fell over with laughing when he saw it, it still looked so funny. For a bit of fun he challenged Otto to a race. He offered two hundred marks to twenty if Köster would take him on in his new sports car—course ten kilometres, Otto to have a kilometre start. Otto took up the bet. But Otto went one better. He refused the handicap and raised the odds to even money, a thousand marks each way. Bollwies, delighted, offered to drive him to a mental home immediately.

Personally, I would agitate quite adamantly if I suspected that anyone were attempting to help me upward toward the middle class. I would agitate against the bemused person who was attempting to help me upward, that is. The agitation would take the form of many protest marches complete with the traditional banners and posters, but these would say, “End the Middle Class,” “The Middle Class Must Go.” I am not above tossing a small Molotov cocktail or two, either. In addition, I would studiously avoid sitting near the middle class in lunch counters and on public transportation, maintaining the intrinsic honesty and grandeur of my being. If a middle-class white were suicidal enough to sit next to me, I imagine that I would beat him soundly about the head and shoulders with one great hand, tossing, quite deftly, one of my Molotov cocktails into a passing bus jammed with middle-class whites with the other hand. Whether my siege were to last a month or a year, I am certain that ultimately everyone would let me alone after the total carnage and destruction of property had been evaluated.

I am revoking the defendant’s bail and remanding him to the county prison, to remain there until and through the duration of his trial.” With that he nods to the two deputies, who walk to the front of the courtroom, cuff David, and lead him out the side door, their destination the holding cells in the subbasement. David will stay there until five o’clock, at which time he will be loaded into the sheriff’s bus and transported to the Curran-Fromhold Correctional Facility in Northeast Philadelphia. I watch David’s exit, watch him hold his head high, keep his back straight, trying to retain as much dignity as he can. Before the deputies close the door behind them, David glances back into the courtroom. I’ve seen the “last glance” from dozens of defendants, seen the guilt, sorrow, regret, fear, numbed disbelief plastered all over their faces as they take in a final look at the loved ones they’re leaving behind, sometimes for good. But David isn’t looking back in sadness or distress. And he isn’t looking at Marcie. His eyes hold only hatred for his real enemy. For Edwin. According to David, it was Edwin who placed the anonymous call to the DA’s office. Somehow,

I also gained a deeper appreciation of what it must have been like for my mother to be in a foreign country unable to speak the language (in her case, unable to read or write any language). As I walked around by myself, however, it was obvious that based on my body language people perceived me as American but at the same time different enough from other Americans that they felt free to come up and ask me all kinds of personal questions about where I came from, what kind of work I did, whether I was married, how many people there were in my family. Back in the 1930s when I asked personal questions like these of a Chinese student at Bryn Mawr, she reprimanded me for being too personal. I’m not sure whether that was because she came from a higher social class or because the revolution has opened things up. I answered their questions as best as I could in my limited Chinese. The ingenuity and energy of the Chinese reminded me of my father, for example, the way that they used bicycles, often transformed into tricycles, for transporting all kinds of things: little children (sometimes in a sidecar), bricks and concrete, beds and furniture. I was amazed at the number of entrepreneurs lining the sidewalks with little sewing machines ready to alter or make a garment, barbers with stools and scissors, knife sharpeners, shoe repairmen, vendors selling food and other kinds of merchandise from carts. Everywhere I went I saw women knitting, as they waited for a bus or walked along the street, as if they couldn’t waste a minute. I had never seen such an industrious people. It was unlike anything that I had witnessed in England, France, the West Indies, Africa, or the United States.

His great concern had to do with the fact that private fortunes were significantly outpacing investments in public services like schools, parks, and safety net programs. The process tends to begin gradually before accelerating under its own momentum. As people accumulate more money, they become less dependent on public goods and, in turn, less interested in supporting them. If they get their way, through tax breaks and other means, personal fortunes grow while public goods are allowed to deteriorate. As public housing, public education, and public transportation become poorer, they become increasingly, then almost exclusively, used only by the poor themselves.[6] People then begin to denigrate the public sector altogether, as if it were rotten at the root and not something the rich had found it in their interest to destroy. The rich and the poor soon unite in their animosity toward public goods—the rich because they are made to pay for things they don’t need and the poor because what they need has become shabby and broken. Things collectively shared, especially if they are shared across class and racial divides, come to be seen as lesser. In America, a clear marker of poverty is one’s reliance on public services, and a clear marker of affluence is one’s degree of distance from them. Enough money brings “financial independence,” which tellingly does not signal independence from work but from the public sector. There was a time when Americans wished to be free of bosses. Now we wish to be free of bus drivers. We wish for the freedom to withdraw from the wider community and sequester ourselves in a more exclusive one, pulling further and further away from the poor until the world they inhabit becomes utterly unrecognizable to us.[7]

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.

Instead of funding the completion of the Second Avenue subway, billions of dollars may very well be used for other transportation megaprojects in the New York metropolitan area, such as constructing a sorely needed new Hudson River railroad tunnel for New Jersey Transit and Amtrak, replacing the world’s busiest bus terminal at 42nd Street, and improving rail connections to the region’s airports. The MTA still needs to finish the Long Island Rail Road connection to Grand Central Terminal, a project that started along with the Second Avenue subway in the 1960s. Nagaraja, who as president of MTA Capital Construction was once responsible for its construction, referred to this project as “one of the biggest disasters in transit history.

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church, and I was exhausted. It was nine o’clock at least. In those days, with all the violence and riots going on, you did not want to be out that late at night. We were standing at the corner of Jellicoe Avenue and Oxford Road, right in the heart of Johannesburg’s wealthy, white suburbia, and there were no minibuses. The streets were empty. I so badly wanted to turn to my mom and say, “You see? This is why God wanted us to stay home.” But one look at the expression on her face, and I knew better than to speak. There were times I could talk smack to my mom—this was not one of them. We waited and waited for a minibus to come by. Under apartheid the government provided no public transportation for blacks, but white people still needed us to show up to mop their floors and clean their bathrooms. Necessity being the mother of invention, black people created their own transit system, an informal network of bus routes, controlled by private associations operating entirely outside the law. Because the minibus business was completely unregulated, it was basically organized crime. Different groups ran different routes, and they would fight over who controlled what. There was bribery and general shadiness that went on, a great deal of violence, and a lot of protection money paid to avoid violence. The one thing you didn’t do was steal a route from a rival group. Drivers who stole routes would get killed. Being unregulated, minibuses were also very unreliable. When they came, they came. When they didn’t, they didn’t.

As people accumulate more money, they become less dependent on public goods and, in turn, less interested in supporting them. If they get their way, through tax breaks and other means, personal fortunes grow while public goods are allowed to deteriorate. As public housing, public education, and public transportation become poorer, they become increasingly, then almost exclusively, used only by the poor themselves.[6] People then begin to denigrate the public sector altogether, as if it were rotten at the root and not something the rich had found it in their interest to destroy. The rich and the poor soon unite in their animosity toward public goods—the rich because they are made to pay for things they don’t need and the poor because what they need has become shabby and broken. Things collectively shared, especially if they are shared across class and racial divides, come to be seen as lesser. In America, a clear marker of poverty is one’s reliance on public services, and a clear marker of affluence is one’s degree of distance from them. Enough money brings “financial independence,” which tellingly does not signal independence from work but from the public sector. There was a time when Americans wished to be free of bosses. Now we wish to be free of bus drivers. We wish for the freedom to withdraw from the wider community and sequester ourselves in a more exclusive one, pulling further and further away from the poor until the world they inhabit becomes utterly unrecognizable to us.

In Michigan—where the State Department of Public Instruction had adopted the slogan “A high school education for every boy and girl in Michigan”7—consolidated schools began to replace the old country schoolhouses in 1919. Not everyone, however, was in favor of this change. The push for consolidation produced heated conflicts throughout the region. Many old-timers felt that the type of schooling they had received was perfectly adequate for their children, particularly for the boys who planned to make their livings as farmers. These opponents also bristled at the prospect of paying higher taxes to fund the fancy new schools. “They simply couldn’t see the sense to more than an eighth grade education,” notes one historian, “and they couldn’t see paying for it. Fine if some people wanted high school education for their children, but let them pay tuition and send their children to the city.”8 Foes of consolidation also argued that it was safer for their children to walk to the nearest one-room schoolhouse than to transport them by wagon or bus “over the generally miserable back roads in the . . . countryside

This leads to “private opulence and public squalor,” a self-reinforcing dynamic that transforms our communities in ways that pull us further apart. It’s an old problem, one documented by the Roman historian Sallust in his first monograph, Bellum Catilinae, which recounts the political turmoil that roiled Rome in 63 b.c.e., during the time of Julius Caesar.[5] But the mid-century economist John Kenneth Galbraith popularized the predicament in his 1958 book, The Affluent Society. Galbraith did not spill much ink (or any ink, really) on the issue of exploitation. His great concern had to do with the fact that private fortunes were significantly outpacing investments in public services like schools, parks, and safety net programs. The process tends to begin gradually before accelerating under its own momentum. As people accumulate more money, they become less dependent on public goods and, in turn, less interested in supporting them. If they get their way, through tax breaks and other means, personal fortunes grow while public goods are allowed to deteriorate. As public housing, public education, and public transportation become poorer, they become increasingly, then almost exclusively, used only by the poor themselves.[6] People then begin to denigrate the public sector altogether, as if it were rotten at the root and not something the rich had found it in their interest to destroy. The rich and the poor soon unite in their animosity toward public goods—the rich because they are made to pay for things they don’t need and the poor because what they need has become shabby and broken. Things collectively shared, especially if they are shared across class and racial divides, come to be seen as lesser. In America, a clear marker of poverty is one’s reliance on public services, and a clear marker of affluence is one’s degree of distance from them. Enough money brings “financial independence,” which tellingly does not signal independence from work but from the public sector. There was a time when Americans wished to be free of bosses. Now we wish to be free of bus drivers. We wish for the freedom to withdraw from the wider community and sequester ourselves in a more exclusive one, pulling further and further away from the poor until the world they inhabit becomes utterly unrecognizable to us.

Heard on a public transportation vehicle in Orlando. "When you exit the bus, please be sure to lower your head and watch your step." "If you miss your step and hit your head, please lower your voice and watch your language. Thank you.

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Theatre and tourism are kindred practices. Both are experiences of temporary escape to different, sometimes distant, places and times. Both immerse you in other lives or other ways of living. Both mix fantasy, pleasure, and play with the promise of authentic cultural knowledge. Whether you travel by plane or bus, or whether it is only your imagination that is transported, in both tourism and theatre, embodied presence—being there—is of the essence. Tourism and theatre are alike in other ways. They are both leisure industries, bound up with global economic and political processes, such as colonization or nation-building, and more local ones, such as rural revitalization or city planning. As the example of the Guthrie shows, they share imagery and ideologies, techniques and technologies. Since the advent of commercial leisure travel in the eighteenth century, tourism and theatre have ridden on the coattails of each other’s commercial success. It is remarkable then that scholars have rarely attempted to look at the relationship between them. But it is also telling. Contemporary critics routinely berate tourist attractions for being overly theatrical or theatrical productions for being too touristic, as if the conjunction of the two was supercharged with cultural danger. Where does our discomfort with seeing theatre in tourism and tourism in theatre come from? What if we were to take touristic theatre and theatrical tourism seriously, as aesthetically dynamic practices? As sites of public culture with social, economic, and political significance?

(The situation is, in fact, quite worse: the education system doesn’t only determine the mode of transportation, but also the destination – they don’t just decide for students that they should get on the bus, but also decide for them which city to travel to and when).

Neither the weather nor the bus’s tardiness, however, had done anything to dampen Driggs’s exuberant mood. Not only had he never been to New York City (or any large city, for that matter), but this particular form of transportation was also a first for him. “I have a bus ticket!” he exclaimed upon boarding. The driver did not share his enthusiasm. “Yes. You do.” “Where do we sit?” “Right here,” Lex said, shoving him into the nearest open seat. “Now shut up before we get stabbed.” “What do you mean?” “I mean,” she said through gritted teeth, “that probably half the people on this bus are carrying weapons. So just sit down— no, sit down!” He had gotten up to look inside the overhead storage compartment. She grabbed his shoulders and forcefully pushed him onto the seat. “Sit down, look out the window, and eat your candy.” Driggs took out a Snickers bar and happily munched away, occasionally pausing to marvel at the appearance of roadkill. “Flat as a pancake,” he’d say to the window

We can’t afford to build places where people just park their bodies at night,” Burden said. “We can’t afford to spend a single transportation dollar that doesn’t increase land value rather than decrease it.” We should go back to building towns the way our great-grandparents did, he suggested. Most people today want to live in a community where they don’t have to drive long distances. They want to live near enough to the stores and jobs so they can walk, take a bus, or ride a bike wherever they need to go. If Muscatine wanted to stay competitive, retain existing businesses, attract new ones, and have money in the treasury for parks and other amenities, then the best thing residents could do would be to focus on making their town walkable and livable, Burden said. That meant adding sidewalks, improving crosswalks, replacing intersections with roundabouts in some places, and converting one-way streets to run in both directions. “One-way streets help move people faster,” Burden said. “But is that your goal? To empty out downtown?” You should be doing just the opposite, he argued. You want people to linger downtown and enjoy themselves. “Then, before you know it, your children won’t be moving off to other cities. Everything they want will be right here in your own community.

Also today when you sit down to eat your meal, no matter where you are, try to think about the many people who have made the meal possible.  See if you can engage in this activity while you eat slowly.  Let appreciation well up from within you as your taste buds are activated.  Think of the people who built your car with all of its complex components that work together to provide transportation.  Or think of the bus driver or train engineers.  Think of those who laid the roads or rails.  Think of the cashier who stands on their feet all day long ringing up purchases.  Think of the truck driver who delivered the merchandise to the store.  Think of the packagers.  Think of the farm laborers who make the food possible.  Think of those in oil producing countries who provide their natural resources and labor.  The list is almost endless.  I can imagine that by the end of the meal you still have not thought of all the countless labors, big and small, that made that meal possible.  Don’t forget to include your own labors as well.

Norwegian fjords As amazing as it might sound, you can travel the Norwegian coast, viewing astounding scenery, all on public transport – it simply takes planning. By flying into Bergen – an airport bus will take you downtown – you can start a journey that will take you as far as the Arctic Circle. Trains, ferries and buses connect most Norwegian towns and villages. In fact, Norway has one of the best public transport systems in the world. It will take preparation, and it won’t be cheap, although there are bus, train and ferry passes on offer to tourists – usually for packages of five days or ten. Norwegians are polite and some may consider the natives to be a little cold, but they will never harass you or overwhelm you with questions. You will be able to dine alone without a curious stare in your direction. Downside: The ferries can face some wild weather, stick to land transport if you are likely to suffer from seasickness. To read: Norway is famous for its Nordic Noir brand of crime fiction. King here is Jo Nesbo but other great Norwegian crime writers are Anne Holt and Karin Fossum.

Edinburgh For those who like walking, Edinburgh reigns supreme. The Royal Mile runs through the centre of the tourist area connecting Edinburgh Castle with Holyrood Palace. It’s a little over a mile and, in addition to passing old Edinburgh historic sites, it is lined with independent shops, cafes and pubs along the way. For this is Edinburgh’s Old Town, all cobbled streets beneath the lofty castle. The New Town is less than ten minutes walk away and it’s far from new. Instead New Town is Georgian, built by the wealthy residents in the 18th century. Its wide streets and perfect proportions create a visual joy for walking. It’s tough to name Edinburgh’s main sites, but here goes: the castle, continuously occupied for more than 1000 years; Holyrood Palace, the Queen’s official residence in Scotland; Mary King’s Close, a preserved 18th century tenement on the Royal Mile and; the Grassmarket, a network of cobbled lanes with independent shops and cafes. I could go on. Edinburgh is particularly busy during the festival that takes place from August to early September. It began as a military tattoo, developed into a fairly high brow arts festival and has expanded to host off‐stage events from the clever to the bizarre. Edinburgh also hosts a massive Hogmanay, or New Year, celebration with music and dancing in the streets all through the night and often into the next day. The city is at its busiest during the August festival and again at New Year. Public transport by bus and tram is available from the airport to the city centre. Downside: It is an expensive place to visit at peak periods and it can be tough to find a place to stay. Your first visit should be at quieter times. To read: Edinburgh is a literary city and so many novels have

city – from the beach to the Olympic hillside. For tourists who don’t want to grapple with public transport, there is the Barcelona Bus Turistic made up of three bus lines – blue, red and green routes that explore different parts of the city. You can get on and off at any point. Normally, I stay away from these double‐decker tourist explorers, but for a city as large as Barcelona, the system makes getting from beach to cathedrals to hillside parks very easy. There are also walking tours for those with very comfortable shoes. Barcelona offers so much to visitors that I couldn’t possibly tell you what to visit. But items not to miss are, in my opinion, the architecture of Antoni Gaudi which includes his unique cathedral, La Sagrada Familia which remains unfinished, his apartment building, La Pedrera which has no straight lines on its exterior, and his idealistic Parc Guell, a colourful complex on a high hillside. Within the city of Barcelona you could spend a day or more walking Los Ramblas, a wide pedestrian tree‐lined promenade that is a wonderful place to watch people, taste great food, wine and enjoy life. Nearby is the Placa de Catalunya, the main square with fountains, street artists and restaurants. The Gothic Quarter is walking distance with its network of squares that stretch back to Medieval and Roman times. This city offers so much – a medieval city, art museums, flamenco dancing, cable car to the top of Montjuïc, need I go on? Tours to local vineyards are available as are boat trips that will show you the local coastline. And let’s not forget that Barcelona is a city with beautiful beaches – all relaxed, lined with cafes and restaurants. The

It was time to use the audio medium to look into the future once again, and the opportunity was taken by The Firesign Theatre to transport its fans to The Future Fair, which introduced a new generation to the fast-arriving Digital Age. “I Think We’re All Bozos on This Bus” (1971) took its listeners into the Hard Disk of Darkness,

I want all transportation out of the city shut down. No boats leave, no planes take off and shoot a bus driver or two to show that we’re serious.

church that was supposed to have fewer than fifty members who attended. They got themselves ready and entered the building. The church members were in prayer, when the head of this team said in as loud as voice as possible, “All right, listen up. All of you are under arrest. If you come quietly, none of you will be harmed. Follow these men out to your church bus, where we will transport you to a facility for all of you,” “Now hold on, wait just a minute. Who are you?” Looking at an iPad, the man said, “You must be Pastor Matthew Tyler. According to my information, you have thirty members, but it looks to me like you only have twenty-four. Where’s the other six?” “You still haven’t told me what business you have arresting us,” The man sighed, rolled his eyes, and replied, “We’re with the United States government. All of you, including others who have the same or similar beliefs, are all considered threats. We’re transporting you to a place that will hold all of you until such a time when we feel you’re no longer a menace to society. Now, where are the six who are missing?

Richard commented on the ecstasy of cycling through foreign lands and how both hiker and cyclist were able to enjoy the aromas and sounds of the countryside far, far more than those touring by car or bus who, literally, suffer sensory deprivation. Cycling has an advantage even over hiking: the scenery changes at a more stimulating pace, yet not so fast that one does not have time to savour it. And at cruising speed one creates one’s own cooling breeze. Cycling, said Harvey, is the one form of wheeled transport that cannot in any way be regarded as offensive – no pollution, no noise, little demand on road space.

Marx saw that within its own terms this defence of capitalism is coherent; but he also saw that from a broader, historical perspective, the liberal definition of freedom is open to a fundamental objection. To explain his objection, I shall switch to a more homely example. Suppose I live in the suburbs and work in the city. I could drive my car to work, or take the bus. I prefer not to wait around for the bus, and so I take my car. Fifty thousand other people living in my suburb face the same choice and make the same decision. The road to town is choked with cars. It takes each of us an hour to travel ten miles. In this situation, according to the liberal conception of freedom, we have all chosen freely. No one deliberately interfered with our choices. Yet the outcome is something none of us want. If we all went by bus, the roads would be empty and we could cover the distance in twenty minutes. Even with the inconvenience of waiting at the bus stop, we would all prefer that. We are, of course, free to alter our choice of transportation, but what can we do? While so many cars slow the bus down, why should any individual choose differently? The liberal conception of freedom has led to a paradox: we have each chosen in our own interests, but the result is in no one’s interest. Individual rationality, collective irrationality.

McCarthy. My name’s McCarthy. Mrs Georgia Layton McCarthy and don’t worry about it. We won’t be needing the attendance of Kurt Wade. We’ll get by with the other fifty-odd rock and pop stars that’re all giving their time for free and making absolutely no demands for transport, not even a contribution towards their bus fare. So you can tell Kurt from me, that he can go and fuck himself with the rough end of a pineapple, and when he’s finished, perhaps he might choose to make a small donation to the Maca Music and More foundation, seeing as my husband had more talent, grace and humility in his little toenail than Kurt fucking Wade will ever have even if he lives for a millennium.

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density, zoning makes this shift away from the car difficult. The literature varies widely on this issue, but there is a reasonable consensus among transportation planners that a city needs densities of at least seven dwelling units per acre to support the absolute baseline of transit: a bus that stops every thirty minutes. To get more reliable service, like bus rapid transit or light-rail service, a city needs just over double those densities, or approximately fifteen units per acre.17 The standard detached single-family residential district—

Depending on what city you live in, public transport approaches can be an amazing way to maximize your time and opportunity for women. Be strategic. In some cities (for example, London, New York, Toronto, San Francisco) it is normal for beautiful women to be on the subway or a bus. In others (for example, Los Angeles, Philadelphia or San Diego), a little less so.

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I know a lot of Americans who would be glad to settle for better bus service from their home to their jobs, or from poor neighborhoods to areas of the city where jobs are to be found. Repeated studies of riots in urban ghettos show that lack of adequate transportation was a big factor in the discontent and bitterness which caused riot conditions to erupt, but President Nixon's answer is to build a space shuttle or an SST with precious public funds, to serve a tiny elite of the population or to stimulate the economy of a state or region by creating massive and useless technological publicworks projects. (From Voices of Multicultural America)

An eighteen-year-old must be able to find his way around a campus, the town in which her summer internship is located, or the city where he is working or studying abroad. The crutch: We drive or accompany our children everywhere, even when a bus, their bicycle, or their own feet could get them there; thus, kids don’t know the route for getting from here to there, how to cope with transportation options and snafus, when and how to fill the car with gas, or how to make and execute transportation plans.

Demographics tells you who they are, psychographics tells you what they want. Knowing who the typical renter is and anticipating his needs in advance, and what amenities he will want (garages, covered parking, pools, in-unit washers and dryers, walk-in closets, proximity to highways, bus transportation) will also help you focus on the right kind of building for your market and dramatically reduce the likelihood of vacancies.

China already manufactures almost three-quarters of the world’s lithium batteries. The electric car also fits into a larger vision of an electric transportation network inside China—high-speed electric rail connecting cities where people move around in electric cars, or on electric buses and electric bicycles. By the end of 2017, over 50 percent of China’s city bus fleet was already electric.

The Los Angeles Times concludes that Gates’s obsession with vaccine-preventable diseases has proportionally reduced assistance streams for nutrition, transportation, hygiene, and economic development, causing negative overall impacts on public health: “Many AIDS patients have so little food that they vomit their free AIDS pills. For lack of bus fare, others cannot get to clinics that offer lifesaving treatment.”172

The Los Angeles Times concludes that Gates’s obsession with vaccine-preventable diseases has proportionally reduced assistance streams for nutrition, transportation, hygiene, and economic development, causing negative overall impacts on public health: “Many AIDS patients have so little food that they vomit their free AIDS pills. For lack of bus fare, others cannot get to clinics that offer lifesaving treatment.

A Traveler’s Delight: The Agra Etawah Toll Road Project is a Game-Changer As someone who enjoys exploring new roads and landscapes, I recently had the pleasure of traveling through the Agra Etawah Toll Road Project, and I must say—it’s one of the finest highways I’ve been on. This road is a perfect blend of modern engineering, scenic beauty, and traveler-friendly amenities, making long drives a pleasure rather than a hassle. A Refreshing Driving Experience From the moment I hit the highway, I could feel the difference. The road is well-paved, with clear lane markings and proper lighting, ensuring a stress-free drive. Whether you're in a car, bike, or bus, the smooth surface makes the ride enjoyable. No unnecessary honking, no sudden traffic jams—just a seamless travel experience. #modernroad A Road Built for Convenience This highway is not just about great road quality; it’s designed for comfort. The well-placed fuel stations, food courts, and rest areas provide everything a traveler needs. I took a quick break at one of the stops, and it was refreshing to find clean restrooms and quality food options—something that's still rare on many Indian highways. Enhancing Connectivity and Economic Growth Beyond its impact on travelers, this toll road plays a crucial role in improving connectivity between major cities. The reduced travel time helps businesses, transport services, and daily commuters immensely. With a growing focus on modern infrastructure, highways like these are setting a new standard for road travel in India. The Agra Etawah Toll Road Project is not just a highway—it’s a vision of India’s future road network. Whether you're passing through for a long drive or using it for daily commutes, this road guarantees a smooth, safe, and enjoyable journey. If you haven't traveled on this route yet, it's time to experience what a modern Indian highway feels like! #modernroadmakers #indiabesthighway

No obstante, todas se centran en algunos elementos importantes: Acuerdo: Crea seguridad desde la primera frase. Se consigue mediante oraciones genéricas reconocidas por la mayoría. Son ideas en las que puede comentar algo como: "Todos estamos de acuerdo en que el precio del gas no para de subir". Contexto: Traslada los puntos acordados a un lugar específico. Proporciona a la audiencia una base para la explicación y les permite saber por qué debería importarles. Por ejemplo, podría decir: "Cada vez destina al transporte una cantidad mayor del dinero que gana con tanto esfuerzo". Historia: Aplica las ideas generales a una narración que cuenta la experiencia de una persona que haya cambiado de parecer y las emociones que la han acompañado. "Les presento a Sally. Está cansada de pagar tanto por el gas y quiere alternativas. Esto es lo que ha encontrado". Conexiones: Suelen acompañar a una historia. Son analogías y metáforas que relacionan nuevas ideas con algo que ya se entiende. "Sally podría pensar que coger el autobús era como una multitarea porque podía trabajar y desplazarse al mismo tiempo". Descripciones: Son comunicaciones directas que se centran más en el cómo que en el porqué. "Sally descubrió que podía ahorrar más de 20 euros semanales cogiendo el bus tres veces a la semana". Conclusión: Envuelve el paquete con un resumen de lo aprendido y ofrece el siguiente paso centrándose en la audiencia. "La próxima vez que el precio del gas le desanime, recuerde...". Los ejemplos anteriores son una guía de nivel avanzado que analizaremos con más detenimiento en los siguientes capítulos. De momento, es importante considerar estos elementos como los peldaños de una explicación, en los que cada paso traslada a la audiencia de la "A" a la "Z", pero siempre con seguridad. 6.

So shut it. Go on. Try it. Silence. Ah.’ She reached into the air as if trying to touch the quiet she had created. ‘Isn’t that something? Did you know this is how other families are? They’re quiet. Ask one of these people sitting here. They’ll tell you. They’ve got families. This is how some families are all the time. And some people like to call these families repressed, or emotionally stunted or whatever, but do you know what I say?’ The Iqbals and the Joneses, astonished into silence along with the rest of the bus (even the loud-mouthed Ragga girls on their way to a Brixton dance hall New Year ting), had no answer. ‘I say, lucky fuckers. Lucky, lucky fuckers.’ ‘Irie Jones!’ cried Clara. ‘Watch your mouth!’ But Irie couldn’t be stopped. ‘What a peaceful existence. What a joy their lives must be. They open a door and all they’ve got behind it is a bathroom or a lounge. Just neutral spaces. And not this endless maze of present rooms and past rooms and the things said in them years ago and everybody’s old historical shit all over the place. They’re not constantly making the same old mistakes. They’re not always hearing the same old shit. They don’t do public performances of angst on public transport. Really, these people exist. I’m telling you. The biggest traumas of their lives are things like recarpeting. Bill-paying. Gate-fixing. They don’t mind what their kids do in life as long as they’re reasonably, you know, healthy. Happy. And every single fucking day is not this huge battle between who they are and who they should be, what they were and what they will be. Go on, ask them. And they’ll tell you. No mosque. Maybe a little church. Hardly any sin. Plenty of forgiveness. No attics. No shit in attics. No skeletons in cupboards. No great-grandfathers. I will put twenty quid down now that Samad is the only person in here who knows the inside bloody leg measurement of his great-grandfather. And you know why they don’t know? Because it doesn’t fucking matter. As far as they’re concerned, it’s the past. This is what it’s like in other families. They’re not self-indulgent. They don’t run around, relishing, relishing the fact that they are utterly dysfunctional. They don’t spend their time trying to find ways to make their lives more complex. They just get on with it. Lucky bastards. Lucky motherfuckers.

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The permanence of my impermanence. I stand in possession of it. I stand before him at the entrance to a subway station, in possession of nothing but myself. Myself is everything, I want to tell him. But to him it is nothing, because that's how he feels about himself right now. He is alone, and so he is nothing. How do I explain to him that what applies to him does not apply to me? His context is not my context. How do you blow up the bus you've been forced to ride your entire life? It wasn't your fault there were no other means of transportation available.

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Fronting the announcement on the bonuses, Mullen said he had no wish ‘to throw Alan under the bus… but he’s captain of the ship, and unfortunately that’s what comes with the territory’. (Had he thrown in mention of Joyce derailing Qantas, Mullen would have covered every mode of transport except aviation with his mixed metaphor.)

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