Car Pollution Quotes

Black is the color that is no color at all. Black is the color of a child's still, empty bedroom. The heaviest hour of night-the one that traps you in your bunk, suffocating in another nightmare. It is a uniform stretched over the broad shoulders of an angry young man. Black is the mud, the lidless eye watching your every breath, the low vibrations of the fence that stretches up to tear at the sky. It is a road. A forgotten night sky broken up by faded stars. It is the barrel of a new gun, leveled at your heart. The color of Chubs's hair, Liam's bruises, Zu's eyes. Black is a promise of tomorrow, bled dry from lies and hate. Betrayal. I see it in the face of a broken compass, feel it in the numbing grip of grief. I run, but it is my shadow. Chasing, devouring, polluting. It is the button that should never have been pushed, the door that shouldn't have opened, the dried blood that couldn't be washed away. It is the charred remains of buildings. The car hidden in the forest, waiting. It is the smoke. It is the fire. The spark. Black is the color of memory. It is our color. The only one they'll use to tell our story.

You think man can destroy the planet? What intoxicating vanity. Let me tell you about our planet. Earth is four-and-a-half-billion-years-old. There's been life on it for nearly that long, 3.8 billion years. Bacteria first; later the first multicellular life, then the first complex creatures in the sea, on the land. Then finally the great sweeping ages of animals, the amphibians, the dinosaurs, at last the mammals, each one enduring millions on millions of years, great dynasties of creatures rising, flourishing, dying away -- all this against a background of continuous and violent upheaval. Mountain ranges thrust up, eroded away, cometary impacts, volcano eruptions, oceans rising and falling, whole continents moving, an endless, constant, violent change, colliding, buckling to make mountains over millions of years. Earth has survived everything in its time. It will certainly survive us. If all the nuclear weapons in the world went off at once and all the plants, all the animals died and the earth was sizzling hot for a hundred thousand years, life would survive, somewhere: under the soil, frozen in Arctic ice. Sooner or later, when the planet was no longer inhospitable, life would spread again. The evolutionary process would begin again. It might take a few billion years for life to regain its present variety. Of course, it would be very different from what it is now, but the earth would survive our folly, only we would not. If the ozone layer gets thinner, ultraviolet radiation sears the earth, so what? Ultraviolet radiation is good for life. It's powerful energy. It promotes mutation, change. Many forms of life will thrive with more UV radiation. Many others will die out. Do you think this is the first time that's happened? Think about oxygen. Necessary for life now, but oxygen is actually a metabolic poison, a corrosive glass, like fluorine. When oxygen was first produced as a waste product by certain plant cells some three billion years ago, it created a crisis for all other life on earth. Those plants were polluting the environment, exhaling a lethal gas. Earth eventually had an atmosphere incompatible with life. Nevertheless, life on earth took care of itself. In the thinking of the human being a hundred years is a long time. A hundred years ago we didn't have cars, airplanes, computers or vaccines. It was a whole different world, but to the earth, a hundred years is nothing. A million years is nothing. This planet lives and breathes on a much vaster scale. We can't imagine its slow and powerful rhythms, and we haven't got the humility to try. We've been residents here for the blink of an eye. If we're gone tomorrow, the earth will not miss us.

Too much and too long, we seem to have surrendered community excellence and community values in the mere accumulation of material things. Our gross national product...if we should judge the United States of America by that - counts air pollution and cigarette advertising, and ambulances to clear our highways of carnage. It counts special locks for our doors and the jails for those who break them. It counts the destruction of our redwoods and the loss of our natural wonder in chaotic sprawl. It counts napalm and the cost of a nuclear warhead, and armored cars for police who fight riots in our streets. It counts Whitman's rifle and Speck's knife, and the television programs which glorify violence in order to sell toys to our children. Yet the gross national product does not allow for the health of our children, the quality of their education, or the joy of their play. It does not include the beauty of our poetry or the strength of our marriages; the intelligence of our public debate or the integrity of our public officials. It measures neither our wit nor our courage; neither our wisdom nor our learning; neither our compassion nor our devotion to our country; it measures everything, in short, except that which makes life worthwhile. And it tells us everything about America except why we are proud that we are Americans.

What is there to see if I go outside? Don't tell me. I know. I can see other people. I don't want to see other people. They look awful. The men look like slobs and the women look like men. The men have mush faces framed by long hair and the women have big noses, big jaws, big heads, and stick-like bodies. That depresses me. Its no fun to people-watch anymore because there's so little variety in types. You say it's good to get a change of scenery. What scenery? New buildings? New cars? New freeways? New shopping malls? Go to the woods or a park? I saw a tree once. The new ones look the same, which is fine. I even remember what the old ones look like. My memory isn't that short. But it's not worth going to see a squirrel grab a nut, or fish swimming around in a big tank if I must put up with the ugly contemporary human pollution that accompanies each excursion. The squirrel may enliven me and remind me of better vistas but the price in social interaction isn't worth it. If, on my way to visit the squirrel, I encounter a single person who gains stimulation by seeing me, I feel like I have given more than I've received and I get sore. If every time I go somewhere to see a fish swimming, I become someone else's stimulation, I feel shortchanged. I'll buy my own fish and watch it swim. Then, I can watch the fish, the fish can watch me, we can be friends, and nobody else interferes with the interaction, like trying to hear what the fish and I are talking about. I won't have to get dressed a certain way to visit the fish. I needn't dress the way my pride dictates, because who's going to see me? I needn't wear any pants. The fish doesn't care. He doesn't read the tabloids. But, if I go out to see a fish other than my own, I'm right back where I started: entertaining others, which is more depleting than visiting the new fish is entertaining. Maybe I should go to a coffee house. I find no stimulation in watching ordinary people trying to put the make on other uninteresting people. I can fix my own cup of coffee and not have to look at or talk to other people. No matter where I go, I stimulate others, and have been doing so all my life. It used to be I'd sometimes get stimulated back.

I have heard people suggest that because humans are natural that everything humans do or create is natural. Chainsaws are natural. Nuclear bombs are natural. Our economics is natural. Sex slavery is natural. Asphalt is natural. Cars are natural. Polluted water is natural. A devastated world is natural. A devasted phyche is natural. Unbridled exploitation is natural. Pure objectification is natural. This is, of course, nonsense. We are embedded in the natural world. We evolved as social creatures in this natural world. We require clean water to drink, or we die. We require clean air to breathe, or we die. We require food, or we die. We require love, affection, social contact in order to become our full selves. It is part of our evolutionary legacy as social creatures. Anything that helps us to understand all of this is natural: Any ritual, artifact, process, action is natural, to the degree that it reinforces our understanding of our embeddedness in the natural world, and any ritual, artifact, process, action is unnatural, to the degree that it does not

Next, the stalled cars had their windows opaqued with a cheap commercial compound used for etching glass, and slogans were painted on their doors. Some were long: THIS VEHICLE IS A DANGER TO LIFE AND LIMB. Many were short: IT STINKS! But the commonest of all was the universally known catchphrase: STOP, YOU'RE KILLING ME!

It's quite simple, they poisoned it with smoke, chemicals and pollution from factories and cars, and power stations. Silly humans knew what they were doing, but carried on poisoning the planet anyway.

You think this is the first time such a thing has happened? Don’t you know about oxygen?” “I know it’s necessary for life.” “It is now,” Malcolm said. “But oxygen is actually a metabolic poison. It’s a corrosive gas, like fluorine, which is used to etch glass. And when oxygen was first produced as a waste product by certain plant cells—say, around three billion years ago—it created a crisis for all other life on our planet. Those plant cells were polluting the environment with a deadly poison. They were exhaling a lethal gas, and building up its concentration. A planet like Venus has less than one percent oxygen. On earth, the concentration of oxygen was going up rapidly—five, ten, eventually twenty-one percent! Earth had an atmosphere of pure poison! Incompatible with life!” Hammond looked irritated. “So what is your point? That modern pollutants will be incorporated, too?” “No,” Malcolm said. “My point is that life on earth can take care of itself. In the thinking of a human being, a hundred years is a long time. A hundred years ago, we didn’t have cars and airplanes and computers and vaccines.… It was a whole different world. But to the earth, a hundred years is nothing. A million years is nothing. This planet lives and breathes on a much vaster scale. We can’t imagine its slow and powerful rhythms, and we haven’t got the humility to try. We have been residents here for the blink of an eye. If we are gone tomorrow, the earth will not miss us.

There was a fierce jam on the road to Gurgaon. Every five minutes the traffic would tremble - we'd move a foot - hope would rise - then the red lights would flash on the cars ahead of me, and we'd be stuck again. Eveyone honked. Every now and then, the various horns, each with its own pitch, blended into one continuous wail that sounded like a calf taken from its mother. Fumes filled the air. Wisps of blue exhaust glowed in front of every headlight; the exhaust grew so fat and thick it could not rise or escape, but spread horizontally, sluggish and glossy, making a kind of fog around us. Matches were continually being struck - the drivers of autorickshaws lit cigarettes, adding tobacco pollution to petrol pollution.

The best scenario of all when it comes to air pollution has nothing to do with tailpipe filters or hybrid, electric, or zero emissions car technology. The way to reduce pollution is to reduce driving, plain and simple.

the relationship of pollution to premature births and low birth weight of babies is so strong that the simple introduction of E-ZPass in American cities reduced both problems, in the vicinity of toll plazas, by 10.8 percent and 11.8 percent, respectively, just by cutting down on the exhaust expelled when cars slowed to pay the toll.

We're going through a sound pollution. Not only because we have cars and heavy industry but I think radio is a tremendous pollution as well. Of course people don't feel that now... maybe later... We all live in a total pollution of sound... we have pollution of sound in every area.

A typical 100-kilowatt-hour Tesla lithium-ion battery is built in China on a largely coal-powered grid. Such an energy- and carbonintensive manufacturing process releases 13,500 kilograms of carbon dioxide emissions, roughly equivalent to the carbon pollution released by a conventional gasoline-powered car traveling 33,000 miles. That 33,000-miles figure assumes the Tesla is only recharged by 100 percent greentech-generated electricity.

Nostalgia washes over me with tons of memors and lifetime rolled on this land. Every oblivious memory from the childhood wraps open in the fragrance of these busy roads and familiar land, long signals, irritating traffic,honking cars,rushing people,excessive pollution defining Delhi at its best.

The late twentieth century has witnessed a remarkable growth in scientific interest in the subject of extinction. It is hardly a new subject—Baron Georges Cuvier had first demonstrated that species became extinct back in 1786, not long after the American Revolution. Thus the fact of extinction had been accepted by scientists for nearly three-quarters of a century before Darwin put forth his theory of evolution. And after Darwin, the many controversies that swirled around his theory did not often concern issues of extinction. On the contrary, extinction was generally considered as unremarkable as a car running out of gas. Extinction was simply proof of failure to adapt. How species adapted was intensely studied and fiercely debated. But the fact that some species failed was hardly given a second thought. What was there to say about it? However, beginning in the 1970s, two developments began to focus attention on extinction in a new way. The first was the recognition that human beings were now very numerous, and were altering the planet at a very rapid rate—eliminating traditional habitats, clearing the rain forest, polluting air and water, perhaps even changing global climate. In the process, many animal species were becoming extinct. Some scientists cried out in alarm; others were quietly uneasy. How fragile was the earth’s ecosystem? Was the human species engaged in behavior that would eventually lead to its own extinction?

While industry and cars cause pollution, removing trees exacerbates the problem.

Some people often drive to a place they do not need to go to, in order to feed the illusion that they need to have a car.

Even if we act to erase material poverty, there is another greater task, it is to confront the poverty of satisfaction - purpose and dignity - that afflicts us all. Too much and for too long, we seemed to have surrendered personal excellence and community values in the mere accumulation of material things. Our Gross National Product, now, is over $800 billion dollars a year, but that Gross National Product - if we judge the United States of America by that - that Gross National Product counts air pollution and cigarette advertising, and ambulances to clear our highways of carnage. It counts special locks for our doors and the jails for the people who break them. It counts the destruction of the redwood and the loss of our natural wonder in chaotic sprawl. It counts napalm and counts nuclear warheads and armored cars for the police to fight the riots in our cities. It counts Whitman's rifle and Speck's knife, and the television programs which glorify violence in order to sell toys to our children. Yet the gross national product does not allow for the health of our children, the quality of their education or the joy of their play. It does not include the beauty of our poetry or the strength of our marriages, the intelligence of our public debate or the integrity of our public officials. It measures neither our wit nor our courage, neither our wisdom nor our learning, neither our compassion nor our devotion to our country, it measures everything in short, except that which makes life worthwhile. And it can tell us everything about America except why we are proud that we are Americans. If this is true here at home, so it is true elsewhere in world.

A 1972 study showed that the amount of pollution per mile traveled by horse was a hundred times the amount of pollution per mile traveled by automobile.27 Since the cars produced in later years have had reduced pollution levels, the disparity today would be even greater. It should also be noted that the replacement of horses by automobiles made it possible to “restore more than 80 million acres of forestlands that had once been cleared for horse pasture.”28

The sound of diesel fuel rushing through grimy pistons and cylinders below a morning-fogged window bored through his ears like a deep-water drill bit, and the thump of his own heartbeat cursed him for breaking one of his many rules.

air pollution and cigarette advertising, and ambulances to clear our highways of carnage. It counts special locks for our doors and the jails for the people who break them. It counts the destruction of the redwood and the loss of our natural wonder in chaotic sprawl. It counts napalm and counts nuclear warheads and armored cars for the police to fight the riots in our cities. It counts . . . the television programs which glorify violence in order to sell toys to our children. Yet the Gross National Product does not allow for the health of our children, the quality of their education or the joy of their play. It does not include the beauty of our poetry or the strength of our marriages, the intelligence of our public debate or the integrity of our public officials. It measures neither our wit nor our courage, neither our wisdom nor our learning, neither our compassion nor our devotion to our country. It measures everything, in short, except that which makes life worthwhile. And it can tell us everything about America except why we are proud to be Americans.40

The rise of Autism has coincided with: 1. Color televisions. 2. Double glazing & window coatings. 3. Insulated homes that are abnormally quiet. 4. Cell phones. 5. Satellites. 6. Affordable Jet Travel. 7. Home computers & video games. 8. Energy efficient light bulbs. 9. Immunizations. 10. Global Pollution. 11. Processed foods. 12. Adoption of cars by the masses. 13. Radioactive smoke detectors in the home. 14. Increasing television screen sizes. 15. WiFi. 16. Energy Star homes that are sealed up and lacking external fresh air ventilation. 17. FM stereo radio.

This is easy. I would like to see the development of fusion power to give an unlimited supply of clean energy, and a switch to electric cars. Nuclear fusion would become a practical power source and would provide us with an inexhaustible supply of energy, without pollution or global warming.

People were struggling to work all of these jobs to pay for food, cars, and big houses. They were living all wrong. The earth was meant to be treasured not drilled into, not robbed for her minerals. People were unhappy because they were living wrong. They were sick because they were eating wrong and polluting Earth Mother.

That was in June, fish-fly season, when each year our town is covered bythe flotsam of those ephemeral insects. Rising in clouds from the algae in the polluted lake, they blacken windows, coat cars and street amps,plaster the municipal docks and festoon the rigging of sailboats, always in the same brown ubiquity of flying scum.

More than a million of our public schoolchildren are homeless, living in motels, cars, shelters, and abandoned buildings. After arriving in prison, many incarcerated Americans suddenly find that their health improves because the conditions they faced as free (but impoverished) citizens were worse. More than 2 million Americans don’t have running water or a flushing toilet at home. West Virginians drink from polluted streams, while families on the Navajo Nation drive hours to fill water barrels. Tropical diseases long considered eradicated, like hookworm, have reemerged in rural America’s poorest communities, often the result of broken sanitation systems that expose children to raw sewage.

United States and Australia, use more per person, whereas others, like Japan and Britain, use less. Americans drive bigger cars than Japanese do, and drive more rather than take trains, and they live in bigger homes that are kept warmer in winter and cooler in summer. Americans consequently emit more carbon pollution than do people in more energy-efficient countries.

A typical 100-kilowatt-hour Tesla lithium-ion battery is built in China on a largely coal-powered grid. Such an energy- and carbonintensive manufacturing process releases 13,500 kilograms of carbon dioxide emissions, roughly equivalent to the carbon pollution released by a conventional gasoline-powered car traveling 33,000 miles. That 33,000-miles figure assumes the Tesla is only recharged by 100 percent greentech-generated electricity. More realistically? The American grid is powered by 40 percent natural gas and 19 percent coal. This more traditional electricity-generation profile extends the “carbon break-even” point of the Tesla out to 55,000 miles. If anything, this overstates how green-friendly an electric vehicle might be.

His grip on the wheel tightened as we left the limits of DC and reached the beltway. Through the blur of rain pelting the windows, we could just make out the shapes of the new highway lights and cameras that would be installed over the next few months. Right now, though, our only real sources of light were the car itself and the glow of the capital's light pollution. "Did I really always side with him?" I wondered aloud "I swear I didn't mean to...." Chubs risked a quick glance at me, then fixed his eyes back on the road. "It's not about choosing sides. I shouldn't have ever said that. I'm sorry. You know how I get when my blood sugar is low. He's Lee–he's funny and nice and he dresses like a walking hug." He does wear a lot of flannel," I said. But you're those things, too. Don't make that face just to try to prove me wrong. You are." "I don't feel that way," he admitted. "But I always got that you guys had something different. I respect that. I've never been... It's harder for me to open up to people." The headlights caught the raindrops sliding off the windshield and made them glow like shooting tars. He was making it sound like one friendship was better or more important than the other. That wasn't true. They were just different. The love was exactly the same. They only difference was that Liam had lost a little sister; a part of me had always felt like he wanted to prove to himself that he could save at least one of us. "I always understood you," I told him. "Just like you always understood me.

I looked up at the ivory towers above us all. Nowhere else equals the feral design of this city. Tall skyscrapers that act as gorges hollowing out between flat cement dancing into narrow alleyways like bottomless pits. Building walls rusted the color of blood. Sometimes when you look down the horizon from afar the city looks wider than it is, like a thin field of magical lights gleaming with the hopes of children and idealists; a light on at midnight in one of the penthouses or the changing hues of the Empire State Building. Most of the time though, the city is covered with a layer of honking cars and greed, sirens and the war cry of solicitors, all full of brambles and impenetrable conscience; garbage, steaming manholes, and heat waves twirling smog and pollution through your lungs like mirages as you walk breathlessly through a boiling desert.

When it comes to bicycling, short trips, close to home, are the lowest-hanging fruit. A quarter of all our daily travel is done within a mile of our homes. We do most of these short hops by car; less car-centric standards for neighborhood roads could easily make bicycling or walking a more attractive option. This need becomes especially clear when you know that these short local trips result in 60% of the pollution caused by our cars.

When we talk about reducing transportation emissions, the conversation tends to solely be about cars and fuel. Efforts to invent and promote electric and hybrid cars have enjoyed some success, and have proven the latent market demand for lower-emissions personal transportation. These vehicles pollute less, but they still require roads and parking spaces, are susceptible to crashes, and contribute to a dispersed and unhealthy landscape. And they are far from energy-neutral.

Left or right, we all happily use plastic combs, toothbrushes, cell phones, and cars, but we don't all pay for it with high pollution. As research for this book shows, red states pay for it more—partly through their own votes for easier regulation and partly through their exposure to a social terrain of politics, industry, television channels, and a pulpit that invites them to do so. In one way, people in blue states have their cake and eat it too, while many in red states have neither.

Well,I appreciate the offer, Senator, but I'll drive myself.See you over the canapes." "Then, I'll ride with you," he said amiably. "We don't want to put any more carbon monoxide in the air than necessary. Shall I put that in the car for you?" Shelby took a firmer grip on the box as her hold in other areas started to slip. It was the damn serious smile and those thoughtful eyes,she decided. They made a woman feel as though she were the only one he'd ever looked at in quite that way. "Alan," she began,a bit amused by his persistance. "What is this?" "This..." He leaned over and captured her mouth with his, lingering until her fingers threatened to dig holes in the stif cardboard she held. "Is what our ancestors would have called a siege," he finished softly. "And MacGregors are notoriously successful at laying siege." Her breath shuddered out to merge with his. "You don't do badly at hand-to-hand combat either." He chuckled and would have kissed her again if she hadn't managed to step back. "All right." Shelby thrust the box into his arms, considering it a strategic move. "We'll carpool.I don't want to be condemned as an air-polluter.

I heard a great deal about freedom in the sense of freedom to—to talk on your cellphone as you drove a car, to pick up a drive-in daiquiri with a straw on the side, to walk about with a loaded gun. But there was almost no talk about freedom from such things as gun violence, car accidents, or toxic pollution. General Honoré was no nervous nelly, but he was mindful of the vulnerable communities around the "self-regulated" plants. "Part of the psychological program is that people think they're free when they're not," he said. "A company may be free to pollute, but that means the people aren't free to swim.

The worst effects of breathing polluted air are experienced where it is densest: in traffic. Spending time on and near highways, freeways, and other busy roads is terrible for your health. How near is a question that is still being studied, but researchers believe that the effects are worst within either a fifth or a third of a mile. People in cars or buses are exposed to considerably more air pollution, perhaps because of, rather than despite, being in a closed space. People walking and bicycling on or next to roads breathe more air, but inhale somewhat less pollution; and cyclists have been found to have even less risk if they are on paths that are separated from the road.

Et, assurément, la réalité est plus sombre encore que n'osait la prévoir le savant [F. Schrader] qui formulait en 1911 ces conclusions, dont les technocrates et les promoteurs de l'époque ont dû sourire. Il ne pouvait imaginer ni les pluies acides, ni la pollution des rivières et des mers par le mercure et les autres déchets de l'industrie chimique et atomique, ou par l'élévation artificielle de la température de l'eau due aux usines riveraines. Il n'avait pas prévu que plus de deux mille espèces animales seraient exterminées avant la fin du siècle ; il ne savait encore rien de l'usage des herbicides, ni des sournois dépotoirs atomiques, cachés dans des endroits écartés, quand ce n'est pas aux abords des villes, ou transportés secrètement à prix d'or pour continuer leur cycle millénaire de nuisance dans le sous-sol des continents pauvres. Il n'eût même pas été capable d'imaginer le désastre de nos marées noires, fruit de l'incurie et de l'avidité, car une construction plus solide et plus rationnelle des pétroliers obligerait à en éliminer la plupart. Il ne pouvait pas prévoir non plus la destruction de la stratosphère, la raréfaction de l'oxygène et de l'ozone, la calotte thermique obscurcissant la lumière solaire et élevant artificiellement la température au ras du sol. On voit du moins qu'il en savait assez pour signaler le chemin pris par nos apprentis sorciers et par nos marchands du Temple, qui de nos jours n'encombrent plus seulement les abords des sanctuaires mais la terre entière. Ce qu'il disait, avec quelques autres (Albert Schweitzer, un peu plus tard, en Afrique, était alerté lui aussi par les trop soudains changements de climat), nous le crions aujourd'hui. (p. 275)

A typical 100-kilowatt-hour Tesla lithium-ion battery is built in China on a largely coal-powered grid. Such an energy- and carbonintensive manufacturing process releases 13,500 kilograms of carbon dioxide emissions, roughly equivalent to the carbon pollution released by a conventional gasoline-powered car traveling 33,000 miles. That 33,000-miles figure assumes the Tesla is only recharged by 100 percent greentech-generated electricity. More realistically? The American grid is powered by 40 percent natural gas and 19 percent coal. This more traditional electricity-generation profile extends the “carbon break-even” point of the Tesla out to 55,000 miles. If anything, this overstates how green-friendly an electric vehicle might be. Most cars—EVs included—are driven during the day. That means they charge at night, when solar-generated electricity cannot be part of the fuel mix.*

Protection against this general monopoly is as difficult as protection against pollution. People will face a danger that threatens their own self-interest but not one that threatens society as a whole. Many more people are against cars than are against driving them. They are against cars because they pollute and because they monopolize traffic. They drive cars because they consider the pollution created by one car insignificant, and because they do not feel personally deprived of freedom when they drive. It is also difficult to be protected against monopoly when a society is already littered with roads, schools, or hospitals, when independent action has been paralyzed for so long that the ability for it seems to have atrophied, and when simple alternatives seem beyond the reach of the imagination. Monopoly is hard to get 4d of when it has frozen not only the shape of the physical world but also the range of behavior and of imagination. Radical monopoly is generally discovered only when it is too late.

The hope is that when it comes to dealing with humans whose behaviors are among our worst and most damaging, words like 'evil' and 'soul' will be as irrelevant as when considering a car with faulty brakes, that they will be as rarely spoken in a courtroom as in an auto repair shop. And crucially, the analogy holds in a key way, extending to instances of dangerous people without anything obviously wrong with their frontal cortex, genes, and so on. When a car is being dysfunctional and dangerous and we take it to a mechanic, this is not a dualistic situation where (a) if the mechanic discovers some broken widget causing the problem, we have a mechanistic explanation, but (b) if the mechanic can’t find anything wrong, we’re dealing with an evil car; sure, the mechanic can speculate on the source of the problem—maybe it’s the blueprint from which the car was built, maybe it was the building process, maybe the environment contains some unknown pollutant that somehow impairs function, maybe someday we’ll have sufficiently powerful techniques in the auto shop to spot some key molecule in the engine that is out of whack—but in the meantime we’ll consider this car to be evil. Car free will also equals 'internal forces we do not understand yet.

Even if we act to erase material poverty, there is another greater task; it is to confront the poverty of satisfaction – purpose and dignity – that afflicts us all. Too much and for too long, we seemed to have surrendered personal excellence and community values in the mere accumulation of material things. Our Gross National Product, now, is over $800 billion a year, but that Gross National Product … counts air pollution and cigarette advertising, and ambulances to clear our highways of carnage. It counts special locks for our doors and the jails for the people who break them. It counts the destruction of the redwood and the loss of our natural wonder in chaotic sprawl. It counts napalm and counts nuclear warheads and armored cars for the police to fight the riots in our cities. It counts Whitman's rifle and Speck's knife, and the television programs which glorify violence in order to sell toys to our children. Yet the Gross National Product does not allow for the health of our children, the quality of their education or the joy of their play. It does not include the beauty of our poetry or the strength of our marriages, the intelligence of our public debate or the integrity of our public officials. It measures neither our wit nor our courage, neither our wisdom nor our learning, neither our compassion nor our devotion to our country. It measures everything in short, except that which makes life worthwhile.

He would have known or found out that the sewer-pipe running out of Cellblock 5 was the last one in Shawshank not hooked into the new waste-treatment plant, and he would have known it was do it by mid-1975 or do it never, because in August they were going to switch us over to the new waste-treatment plant, too. Five hundred yards. The length of five football fields. Just shy of half a mile. He crawled that distance, maybe with one of those small Penlites in his hand, maybe with nothing but a couple of books of matches. He crawled through foulness that I either can’t imagine or don’t want to imagine. Maybe the rats scattered in front of him, or maybe they went for him the way such animals sometimes will when they’ve had a chance to grow bold in the dark. He must have had just enough clearance at the shoulders to keep moving, and he probably had to shove himself through the places where the lengths of pipe were joined. If it had been me, the claustrophobia would have driven me mad a dozen times over. But he did it. At the far end of the pipe they found a set of muddy footprints leading out of the sluggish, polluted creek the pipe fed into. Two miles from there a search party found his prison uniform—that was a day later. The story broke big in the papers, as you might guess, but no one within a fifteen-mile radius of the prison stepped forward to report a stolen car, stolen clothes, or a naked man in the moonlight. There was not so much as a barking dog in a farmyard. He came out of the sewer-pipe and he disappeared like smoke. But I am betting he disappeared in the direction of Buxton.

ethanol may actually make some kinds of air pollution worse. It evaporates faster than pure gasoline, contributing to ozone problems in hot temperatures. A 2006 study published in the Proceedings of the National Academy of Sciences concluded that ethanol does reduce greenhouse gas emissions by 12 percent relative to gasoline, but it calculated that devoting the entire U.S. corn crop to make ethanol would replace only a small fraction of American gasoline consumption. Corn farming also contributes to environmental degradation due to runoff from fertilizer and pesticides. But to dwell on the science is to miss the point. As the New York Times noted in the throes of the 2000 presidential race, ―Regardless of whether ethanol is a great fuel for cars, it certainly works wonders in Iowa campaigns. The ethanol tax subsidy increases the demand for corn, which puts money in farmers‘ pockets. Just before the Iowa caucuses, corn farmer Marvin Flier told the Times, ―Sometimes I think [the candidates] just come out and pander to us, he said. Then he added, ―Of course, that may not be the worst thing. The National Corn Growers Association figures that the ethanol program increases the demand for corn, which adds 30 cents to the price of every bushel sold. Bill Bradley opposed the ethanol subsidy during his three terms as a senator from New Jersey (not a big corn-growing state). Indeed, some of his most important accomplishments as a senator involved purging the tax code of subsidies and loopholes that collectively do more harm than good. But when Bill Bradley arrived in Iowa as a Democratic presidential candidate back in 1992, he ―spoke to some farmers‖ and suddenly found it in his heart to support tax breaks for ethanol. In short, he realized that ethanol is crucial to Iowa voters, and Iowa is crucial to the presidential race.

Environmental pollution is a regressive phenomenon, since the rich can find ways of insulating themselves from bad air, dirty water, loss of green spaces and so on. Moreover, much pollution results from production and activities that benefit the more affluent – air transport, car ownership, air conditioning, consumer goods of all kinds, to take some obvious examples. A basic income could be construed, in part, as partial compensation for pollution costs imposed on us, as a matter of social justice. Conversely, a basic income could be seen as compensation for those adversely affected by environmental protection measures. A basic income would make it easier for governments to impose taxes on polluting activities that might affect livelihoods or have a regressive impact by raising prices for goods bought by low-income households. For instance, hefty carbon taxes would deter fossil fuel use and thus reduce greenhouse gas emissions and mitigate climate change as well as reduce air pollution. Introducing a carbon tax would surely be easier politically if the tax take went towards providing a basic income that would compensate those on low incomes, miners and others who would lose income-earning opportunities. The basic income case is especially strong in relation to the removal of fossil fuel subsidies. Across the world, in rich countries and in poor, governments have long used subsidies as a way of reducing poverty, by keeping down the price of fuel. This has encouraged more consumption, and more wasteful use, of fossil fuels. Moreover, fuel subsidies are regressive, since the rich consume more and thus gain more from the subsidies. But governments have been reluctant to reduce or eliminate the subsidies for fear of alienating voters. Indeed, a number of countries that have tried to reduce fuel subsidies have backed down in the face of angry popular demonstrations.

The chorus of criticism culminated in a May 27 White House press conference that had me fielding tough questions on the oil spill for about an hour. I methodically listed everything we'd done since the Deepwater had exploded, and I described the technical intricacies of the various strategies being employed to cap the well. I acknowledged problems with MMS, as well as my own excessive confidence in the ability of companies like BP to safeguard against risk. I announced the formation of a national commission to review the disaster and figure out how such accidents could be prevented in the future, and I reemphasized the need for a long-term response that would make America less reliant on dirty fossil fuels. Reading the transcript now, a decade later, I'm struck by how calm and cogent I sound. Maybe I'm surprised because the transcript doesn't register what I remember feeling at the time or come close to capturing what I really wanted to say before the assembled White House press corps: That MMS wasn't fully equipped to do its job, in large part because for the past thirty years a big chunk of American voters had bought into the Republican idea that government was the problem and that business always knew better, and had elected leaders who made it their mission to gut environmental regulations, starve agency budgets, denigrate civil servants, and allow industrial polluters do whatever the hell they wanted to do. That the government didn't have better technology than BP did to quickly plug the hole because it would be expensive to have such technology on hand, and we Americans didn't like paying higher taxes - especially when it was to prepare for problems that hadn't happened yet. That it was hard to take seriously any criticism from a character like Bobby Jindal, who'd done Big Oil's bidding throughout his career and would go on to support an oil industry lawsuit trying to get a federal court to lift our temporary drilling moratorium; and that if he and other Gulf-elected officials were truly concerned about the well-being of their constituents, they'd be urging their party to stop denying the effects of climate change, since it was precisely the people of the Gulf who were the most likely to lose homes or jobs as a result of rising global temperatures. And that the only way to truly guarantee that we didn't have another catastrophic oil spill in the future was to stop drilling entirely; but that wasn't going to happen because at the end of the day we Americans loved our cheap gas and big cars more than we cared about the environment, except when a complete disaster was staring us in the face; and in the absence of such a disaster, the media rarely covered efforts to shift America off fossil fuels or pass climate legislation, since actually educating the public on long-term energy policy would be boring and bad for ratings; and the one thing I could be certain of was that for all the outrage being expressed at the moment about wetlands and sea turtles and pelicans, what the majority of us were really interested in was having the problem go away, for me to clean up yet one more mess decades in the making with some quick and easy fix, so that we could all go back to our carbon-spewing, energy-wasting ways without having to feel guilty about it. I didn't say any of that. Instead I somberly took responsibility and said it was my job to "get this fixed." Afterward, I scolded my press team, suggesting that if they'd done better work telling the story of everything we were doing to clean up the spill, I wouldn't have had to tap-dance for an hour while getting the crap kicked out of me. My press folks looked wounded. Sitting alone in the Treaty Room later that night, I felt bad about what I had said, knowing I'd misdirected my anger and frustration. It was those damned plumes of oil that I really wanted to curse out.

Reading the transcript now, a decade later, I’m struck by how calm and cogent I sound. Maybe I’m surprised because the transcript doesn’t register what I remember feeling at the time or come close to capturing what I really wanted to say before the assembled White House press corps: That MMS wasn’t fully equipped to do its job, in large part because for the past thirty years a big chunk of American voters had bought into the Republican idea that government was the problem and that business always knew better, and had elected leaders who made it their mission to gut environmental regulations, starve agency budgets, denigrate civil servants, and allow industrial polluters do whatever the hell they wanted to do. That the government didn’t have better technology than BP did to quickly plug the hole because it would be expensive to have such technology on hand, and we Americans didn’t like paying higher taxes—especially when it was to prepare for problems that hadn’t happened yet. That it was hard to take seriously any criticism from a character like Bobby Jindal, who’d done Big Oil’s bidding throughout his career and would go on to support an oil industry lawsuit trying to get a federal court to lift our temporary drilling moratorium; and that if he and other Gulf-elected officials were truly concerned about the well-being of their constituents, they’d be urging their party to stop denying the effects of climate change, since it was precisely the people of the Gulf who were the most likely to lose homes or jobs as a result of rising global temperatures. And that the only way to truly guarantee that we didn’t have another catastrophic oil spill in the future was to stop drilling entirely; but that wasn’t going to happen because at the end of the day we Americans loved our cheap gas and big cars more than we cared about the environment, except when a complete disaster was staring us in the face; and in the absence of such a disaster,

if consumption by the one billion people in the developed countries declined, it is certainly nowhere close to doing so where the other six billion of us are concerned. If the rest of the world bought cars and trucks at the same per capita rate as in the United States, the world’s population of cars and trucks would be 5.5 billion. The production of global warming pollution and the consumption of oil would increase dramatically over and above today’s unsustainable levels. With the increasing population and rising living standards in developing countries, the pressure on resource constraints will continue, even as robosourcing and outsourcing reduce macroeconomic demand in developed countries. Around the same time that The Limits to Growth was published, peak oil production was passed in the United States. Years earlier, a respected geologist named M. King Hubbert collected voluminous data on oil production in the United States and calculated that an immutable peak would be reached shortly after 1970. Although his predictions were widely dismissed, peak production did occur exactly when he predicted it would. Exploration, drilling, and recovery technologies have since advanced significantly and U.S. oil production may soon edge back slightly above the 1970 peak, but the new supplies are far more expensive. The balance of geopolitical power shifted slightly after the 1970 milestone. Less than a year after peak oil production in the U.S., the Organization of Petroleum Exporting Countries (OPEC) began to flex its muscles, and two years later, in the fall of 1973, the Arab members of OPEC implemented the first oil embargo. Since those tumultuous years when peak oil was reached in the United States, energy consumption worldwide has doubled, and the growth rates in China and other emerging markets portend further significant increases. Although the use of coal is declining in the U.S., and coal-fired generating plants are being phased out in many other developed countries as well, China’s coal imports have already increased 60-fold over the past decade—and will double again by 2015. The burning of coal in much of the rest of the developing world has also continued to increase significantly. According to the International Energy Agency, developing and emerging markets will account for all of the net global increase in both coal and oil consumption through the next two decades. The prediction of global peak oil is fraught with

When few people have cars, cars means freedom. When everybody has cars, cars mean sitting in endless lines, emitting pollution, and not having a car means freedom.

Your body fat levels can increase through means that are beyond your control. Pollution is a major culprit here because it’s been shown to contain obesogenic compounds that promote the accumulation of body fat. And these compounds are making their way into our air and rivers. Pesticides also increase body fat as they run off into lakes and rivers after being sprayed on the food we eat. And, you encounter a large number of chemical body-fat-promoting compounds, referred to by scientists as obesogens, through plastic bottles, Styrofoam, shampoo, paints, carpeting, food preservatives, artificial ingredients, plastic shower curtains, antibacterial soap and Teflon cookware. Artificial obesogens are found in the special paper used for ATM and cash register receipts and even in the chemicals found in a new automobile that give it that “new car smell.

Gazing down on this mess is like looking into the pit of Mordor. So many lost souls! These glorified car salesmen, these people whose jobs involve coercion and manipulation, whose lives revolve around making their numbers. Every month, every quarter, every year: sell, sell, sell! These are the people who took the Internet, one of the most wonderful and profound inventions of all time, and polluted it with advertising and turned it into a way to sell stuff. No wonder these zombies need to take a week off in San Francisco once a year, with some Deepak Chopra and maybe an eight ball of coke and a Canadian hooker to make the whole thing seem worthwhile.

The smell of sewage flooded into the car and I saw rotting vegetables and chunks of garbage floating in the clogged water on the streets. The city's very own soup of decay, served cold, and each one of us was sipping it bit by bit.

For example, in order to increase wind and solar capacity significantly, we would need to increase the production of concrete, steel, copper and numerous other materials considerably. Even with increased material efficiency, this will mean more mines and more environmental damages in the form of open cast mines, tailings ponds, smelters and pollution. Somewhat ironically, the rare earths required in solar PV, electric cars and wind turbines even leave radioactive waste at scales comparable with uranium mining required for equivalent energy production. Even when uranium

After World War II, the Italians made tremendous efforts to rebuild their country’s industry and economy. During the 1950s and ‘60s, with the aid of the European Recovery Program, the country encouraged new industries and improved its agriculture. Today, Italy’s industries are thriving, bringing work and wealth to the country. Nearly all families have homes, are well-fed, and own cars, televisions, and other consumer goods. Industrial success has brought problems, however. Building new factories, power stations, and roads has meant less land for housing, and millions of people live in crowded high-rise apartment houses. Industrial waste has caused pollution problems, especially in the rivers and along the coast. On the positive side, the gap between the rich, industrial north and the poorer, agricultural south is narrowing. The Southern Italy Development Fund has helped to make farming more efficient and established new industries, such as making electronic goods, in the south. Tourism has increased greatly, and more care is now being taken to preserve the country’s wildlife, natural landscapes, historical buildings, and works of art.

As illusions go, this one is pretty stubborn. When you’re obsessed with efficiency and productivity, it’s difficult to see the real value of education and care. Which is why so many politicians and taxpayers alike see only costs. They don’t realize that the richer a country becomes the more it should be spending on teachers and doctors. Instead of regarding these increases as a blessing, they’re viewed as a disease. Yet unless we prefer to run our schools and hospitals as if they were factories, we can be certain that, in the race against the machine, the costs of healthcare and education will only go up. At the same time, products like refrigerators and cars have become too cheap. To look solely at the price of a product is to ignore a large share of the costs. In fact, a British think tank estimated that for every pound earned by advertising executives, they destroy an equivalent of £7 in the form of stress, overconsumption, pollution, and debt; conversely, each pound paid to a trash collector creates an equivalent of £12 in terms of health and sustainability.

Cars are environmental enemy number one. (from an interview in Attitude, 2002)

wasn’t. This stutter-step of disaster after natural disaster was just a blip next to LED lights, driverless cars, a possible end to poverty through gene-edited crops. Mulled wine and stockings over the fireplace. Crisp smell of the six-foot fir that had been cut down so it could be adorned with plastic and glass baubles that polluted the house. As the tree died in celebration, there in our family room. Maybe I was withdrawn during their

However unsophisticated a feeling disgust may seem like, it actually entails a kind of metaphysics: a sense that some things are deeply impure and emit an invisible aura of badness, creating a dread zone. Pascal Boyer has suggested that disgust — our “contagion inference system”—may thus energize notions of ritual pollution that figure in many religions. (Recall the sin that so peeved the sea goddess in chapter 1: failing to throw out items contaminated by proximity to a miscarriage.) There is another feature of the human mind that may be involved in religious experience and that, like the “contagion inference system,” is a way of taking account of causality without thinking consciously about it. In fact, it entered our lineage so long before consciously rational thought that it exists in all mammals. It is called “associative learning.” If a dog burns itself on rocks that surround a dying campfire, it will thereafter avoid such rocks. What is going on in the dog’s mind is hard to say, but it probably isn’t extended reflection on the causal link between fires and hot rocks, or between hot rocks and singed fur. Presumably the dog has just acquired something like a fear of those rocks, a fear that leads it to behave as if it understood the connection between rocks around dying campfires and singed fur. I once tried to walk a golden retriever past an intersection where, weeks earlier, she had been hit by a car. As we approached the intersection, she walked more and more slowly and warily until finally she came to a halt and started desperately resisting attempts to move her farther. It was as if, in her mind, the intersection was giving off a kind of spooky aura, and the closer she got to it, the stronger the aura felt.

My obsession with cars is based on my obsession with the environment. Food, housing and transportation are the three big human and environmental issues. That's where most of our resources go and where most of our pollution is generated...Transportation is the big elephant in the bedroom that no one wants to seriously discuss. (from an interview in Attitude, 2002)

Stranger's Park by Stewart Stafford Up the empty, welcoming path, Half grass/gravel in composition, Past ruined cottage foundations, And tree trunk with vaginal cleft. Swings sway, empty playground, Birds serenading wraith children, Roundhead bins stand as sentries, Keeping errant litter off the grass. Army truck and wailing ambulance, Shatter the tranquility as they pass, Blaring car horn joins the cacophony, Turning on my heel, I journey home. © Stewart Stafford, 2022. All rights reserved.

In 2012, according to the EPA’s Toxic Release Inventory database, which documents the toxic and carcinogenic output of eight thousand American companies, Koch Industries was the number one producer of toxic waste in the United States. It generated 950 million pounds of hazardous materials that year. Of this total output, it released 56.8 million pounds into the air, water, and soil, making it the country’s fifth-largest polluter. The company was also among the largest emitters of greenhouse gases in America, spewing over twenty-four million tons of carbon dioxide a year into the atmosphere by 2011, according to the EPA, as much as is typically emitted by five million cars.

After an electric car, other vehicles just seem like old-tech, gas-burning, pollution-making throwback machines. Which, frankly, they are.

Mass Mobilization of Youth Despite the well-founded dissatisfaction of the younger generation with the kind of life offered by the bloated affluence of megatechnic society, their very mode of rebellion too often demonstrates that the power system still has them in its grip: they, too mistake indolence for leisure and irresponsibility for liberation. The so-called Woodstock Festival was no spontaneous manifestation of joyous youth, but a strictly money-making enterprise, shrewdly calculated to exploit their rebellions, their adulations, and their illusions. The success of the festival was based ont he tropismic attraction of 'Big Name' singers and groups (the counter-culture's Personality Cult!), idols who command colossal financial rewards from personal appearances and the sales of their discs and films. With its mass mobilization of private cars and buses, its congestion of traffic en route, and its large-scale pollution of the environment, the Woodstock Festival mirrored and even grossly magnified the worst features of the system that many young rebels profess to reject, if not to destroy. The one positive achievement of this mass mobilization, apparently, was the warm sense of instant fellowship produced by the close physical contact of a hundred thousand bodies floating in the haze and daze of pot. Our present mass-minded, over-regimented, depersonalized culture has nothing to fear from this kind of reaction-equally regimented, equally depersonalized, equally under external control. What is this but the Negative Power Complex, attached by invisible electrodes to the same pecuniary pleasure center.

I can easily envision a future system in which all of our vehicles are autonomous, just like our electric grid and your refrigerator. You’d take out your smartphone and, Uber-style, summon an autonomous get-you-to-work vehicle. The autonomous vehicle company takes care of the car and sends you a bill for each ride. If those vehicles coordinated with each other the way our mobile phones and their communication cells do, and these robot cars were electric … oooh! We’d have far fewer car wrecks, less pollution, and more free time.

20 March - All the Leeds trains have been cancelled and I am wandering the station not knowing what to do when Rupert discovers me, having managed to get on to a Scottish train and change at Doncaster. Greatly elated by this we have a supper at La Grilla (halibut and chips) and then drive homeward in good spirits. Except that just after the Addingham bypass R. cries out and I see a grey shape in the headlights and he hits a badger - a young one, I would have thought and which, with its striped nose now lies senseless by the kerb. We drive back round the roundabout and then up the road again - and for one exultant moment it seems to have picked itself up and gone, but there it is, lying like an old rug by the roadside. We discuss running it over again to make sure it is dead - but neither of us can face it. R. is devastated; it's like Vronsky breaking his horse's back - a moment he can never call back - and feeling himself guilty and polluted by everything he hates - heedless cars, thoughtless motorists with him now one of their number. What particularly upsets him is that I have never seen a live badger - all the badgers I have seen like this one is now, a dirty corpse by the roadside. We drive on in sadness and silence.

awkwardly in the direction of the tired doctors. “Liam,” I whisper, trying not to disturb Owen. “I wish you could see this,” he responds. I hesitate. “See what?” “The stars. We’re still out in the country, so the light pollution from the cities isn’t hiding them from view quite as much as I’m used to. They’re just blanketing the entire sky, like snowflakes on asphalt. There’s also a little sliver of moon; not big or bright enough to distract from the stars.” “What does it look like?” I ask him softly. “The moon?” He pauses thoughtfully. “It’s like... God’s fingernail clipping.” This causes laughter to bubble up in my throat. I touch one of my fingernails to refresh my concept of the shape. I trace the gentle curvature and imagine the moon. “Thanks,” I tell him softly, pulling the blanket snug around my neck. “I can see it clearly.” “Good. I’m going to turn off the car now,” he tells me. “I am worried that it could be bad for the car, or bad for us if I leave it running. If you get too cold, let me know.” Nodding, I try to get comfortable. My legs are feeling a little frozen, so I bring them closer to my body. I wrap my arms around my middle, hugging myself. Listening carefully, between the sounds of Owen’s snoring, I hear Liam’s teeth chattering. I suddenly feel awful for making him do this. I consider inviting him into the back seat again, and maybe moving close to him

Robert F. Kennedy called on Americans to look at our economy in a radically different way. “Our gross national product is now over $800 billion a year,” he said, “but that GNP—if we should judge America by that—counts air pollution and cigarette advertising, and ambulances to clear our highways of carnage. It counts special locks for our doors, and the jails for those who break them. It counts the destruction of our redwoods and the loss of our natural wonder in chaotic sprawl. It counts napalm and the cost of a nuclear warhead, and armored cars for police who fight riots in our streets.

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.

Our gross national product, now, is over eight hundred billion dollars a year, but that GNP--if we should judge America by that--counts air pollution and cigarette advertising, and ambulances to clear our highways of carnage. It counts special locks for our doors and the jails for those who break them. It counts the destruction of our redwoods and the loss of our natural wonder in chaotic sprawl. It counts napalm and the cost of a nuclear warhead, and armored cars for police who fight riots in our streets. It counts Whitman's rifle and Speck's knife, and the television programs which glorify violence in order to sell toys to our children. Yet the gross national product does not allow for the health of our children, the quality of their education, or the joy of their play. It does not include the beauty of our poetry or the strength of our marriages; the intelligence of our public debate or the integrity of our public officials. It measures neither our wit nor our courage; neither our wisdom nor our learning; neither our compassion nor our devotion to our country; it measures everything, in short, except that which makes life worthwhile. And it can tell us everything about America except why we are proud that we are Americans.

flavourings, and many other assorted pollutants. I got a plain house blend, black, no sugar, in the middle-sized go-cup, not the enormous grande bucket some folks like, and a slab of lemon pound cake to go with it, and I sat alone on a hard wooden chair at a table for two. The cake lasted five minutes and the coffee another five, and eighteen minutes after that Shoemaker’s guy showed up. Which made him navy, because twenty-eight minutes was pretty fast, and the navy is right there in Seattle. And his car was dark blue. It was a low-spec domestic sedan, not very desirable, but polished to a high shine. The guy himself was nearer forty

Look, then, upon the modern metropolis in which people are packed together and yet remain strangers. In the subway, underground or "tube" they meet and yet never meet, experiencing the closest physical intimacy at the same time as total separation. If they make eye contact in the crowded streets they are embarrassed and hastily turn away. If one of their number falls to the pavement the rest avert their heads, fearing involvement. In solitary rooms and apartments a man or woman grieves or dies unnoticed. The rain that falls—that powerful reminder of the divine mercy—is grubby and polluted, and the drivers marooned in their stationary motor cars resist the temptation to express their rage in some act of violence. Everyone is in a hurry ("Haste comes from Satan", according to a saying of the Prophet), slaves to a busy schedule, and everyone is locked into the prison of their own problems and anxieties. They behave like enemies, so unwilling are they to meet.

because pollutants released by cars in the morning are converted into ozone later in the day. What researchers discovered about daily shifts in air quality during the 17 days of the Games was remarkable: Even though it was humid and sticky and temperatures hovered in the mid-80s, ozone dropped by 27 percent

Why are we so afraid of silence? Teenagers cannot study without their records; they walk along the street with their transistors. Grownups are as bad if not worse; we turn on the TV or the radio the minute we come into the house or start the car. The pollution of noise in our cities is as destructive as the pollution of air. We show our fear of silence in our conversation: I wonder if the orally-minded Elizabethan's used "um" and "er" the way we do? And increasingly prevalent is what my husband calls an articulated pause: "You know." We interject "you know" meaninglessly into every sentence, in order that the flow of our speech should not be interrupted by such a terrifying thing as silence.

When Chief Justice John Roberts was an advocate, he once wrote that determining the “best” technology for controlling air pollution is like asking people to pick the “best” car: Mario Andretti may select a Ferrari; a college student a Volkswagen Beetle; a family of six a mini-van. A Minnesotan’s choice will doubtless have four-wheel drive; a Floridian’s might well be a convertible. The choices would turn on how the decisionmaker weighed competing priorities such as cost, mileage, safety, cargo space, speed, handling, and so on. I have shared this passage with lawyers all over the world. “Brilliant,” exclaim some. “Look how he gets his point across,” say others. But they all agree on one thing: “Writing like that is an art.” This book will reveal the craft behind that art. I am convinced that if you learn why the best advocates write the way they do, you can import those same techniques into your own work.

The streets of downtown Shanghai likewise seemed a continuous freak circus at first, unbelievably alive with all manner of people performing almost every physical and social function in public: yelling, gesturing, always acting, crushing throngs spilling through every kind of traffic, precariously amidst old cars and new ones and between coolies racing wildly to compete for ricksha fares, gingerly past "honey-carts" filled with excrement dragged down Bubbling Well Road, sardonically past perfumed, exquisitely gowned, mid-thigh-exposed Chinese ladies, jestingly past the Herculean bare-backed coolie trundling his taxi-wheelbarrow load of six giggling servant girls en route to home or work, carefully before singing peddlers bearing portable kitchens ready with delicious noodles on the spot, lovingly under gold-lettered shops overflowing with fine silks and brocades, dead-panning past village women staring wide-eyed at frightening Indian policemen, gravely past gambling mah-jongg ivories clicking and jai alai and parimutuel betting, slyly through streets hung with the heavy-sweet acrid smell of opium, sniffingly past southern restaurants and bright-lighted sing-song houses, indifferently past scrubbed, aloof young Englishmen in their Austins popping off to cricket on the Race Course, snickeringly round elderly white gentlemen in carriages with their wives or Russian mistresses out for the cool air along the Bund, and hastily past sailors looking for beer and women—from noisy dawn to plangent night the endless hawking and spitting, the baby's urine stream on the curb, the amah's scolding, the high falsetto of opera at Wing On Gardens where a dozen plays went on at once and hotel rooms next door filled up with plump virgins procured for wealthy merchants in from the provinces for business and debauch, the wail of dance bands moaning for slender bejeweled Chinese taxi dancers, the whiteness of innumerable beggars and their naked unwashed infants, the glamour of the Whangpoo with its white fleets of foreign warships, its shaggy freighters, its fan-sailed junks, its thousand lantern-lit sampans darting fire-flies on the moon-silvered water filled with deadly pollution. Shanghai!

Volkswagen brought cars in for the software fix, known as a “flash action,” in early 2015, eventually updating the software in 280,000 vehicles.22 Afterward, the cars polluted less than they had, but the upgrade did not remove the illegal code.23 In fact, Volkswagen brazenly used the recall to enhance the effectiveness of the defeat device.24 The flash action programmed the cars to go into good-behavior mode when the wheels were moving but the steering wheel remained stationary, as would be the case during a lab test on rollers.25

Today, more than a hundred Chinese-made EV models are on sale in China. The development of electric vehicles meets three major objectives for Beijing. The first is to reduce the often-choking air pollution (although the gains will be somewhat mitigated by the amount of electricity produced by coal). Secondly, electric cars promote energy security. “China’s oil demands are increasing day by day,” Wan warned. With overall auto ownership growing rapidly, Beijing counts on electric cars to dampen the continuing increase in oil imports.

Having far fewer cars in our lives brought obvious and not-so-obvious benefits to each member of our family, from lower exposure to air and noise pollution, to reduction of chronic stress, an increase in physical activity, and feelings of social connectivity.

I hired a rental car at the Kona airport during Hawaii island VOG air pollution and the agent told me people had been complaining of headaches for weeks!

To say it's the poor quality of the paint under socialism is correct, but it is not enough. To say it's soft-coal exploitation and air pollution, bad gasoline and bad cars, or lack of money - that again would be correct. But not the whole story. All these reasons (and probably many more) are not enough to explain the decrepitude. I think the reason is in us. The cities have been killed by our decades of indifference, by our conviction that somebody else - the government, the party, those 'above' - is in charge of it. Not us. How can it be us, if we are not in charge of our own lives?

Essentially, anaerobic energy is like a muscle car—it’s fast and responsive for quick trips, but polluting and impractical for long hauls.

In the 1990 election campaign both Labour and National parties adopted ambitious targets to reduce greenhouse gas emissions. The country at that point was near carbon-neutral, with sources of emissions balanced by forestry which s3equestered the carbon. However, in the coming decade emissions would skyrocket as New Zealanders drove more; trucks replaced rail and shipping for freight; coal and gas were increasingly burnt for electricity; vast swathes of the country’s farms and wetlands were converted to dairy farming; and coal was used to convert that milk to powder for export. The National government spent the 1990s anguishing over what tool to use to reduce emissions and ended up doing nothing. Labour came in in 1999, signed up to the Kyoto Protocol and announced a carbon tax, but set it so far in the future that coalition politics eventually killed it. Meanwhile, every year, NZ’s net emissions increased from cars, cows and coal. Labour took climate pollution out of the RMA, relying on voluntary commitments and technological wishes… By 2008 NZ’s emissions were 25% higher than they had been in 1990.

For all our needs, it provides, how would the earth forgive all we take so ungraciously, to fill our pockets, digging & drilling into its rich core, grand mountains, and vast seas so impudently, it's centuries old lush, dense forests diminishing, thawing glaciers. It's pristine ocean & rivers now carry waste & muck, the smoke, dust & billions cars that turn the azure sky gray. It's groans and trembling man cannot bear; greedily, audaciously turns his gaze up to the heavens, to the moon, and other planets to plunder, trash & devastate in the name of ambition, progress and development!

Yogurt is good for you. And it’s just one spoon,” Sharpcot had replied, but this stack summoned a billion voices, all of them saying in a chorus, “Just one spoon.” From kids’ lunches and store shelves and desk drawers and airline meal packs, in every country of the world: Canada and the United States and Nicaragua and Uruguay and Argentina and Ireland and Burkina Faso and Russia and Papua New Guinea and New Zealand and very probably the Antarctic. Where wasn’t there disposable cutlery? Plastic spoons in endless demand, in endless supply, from factory floors where they are manufactured and packaged in boxes of 10 or 20 or 100 or 1000 or individually in clear wrap, boxed on skids and trucked to trains freighting them to port cities and onto giant container ships plying the seas to international ports to intercity transport trucks to retail delivery docks for grocery stores and retail chains, supplying restaurants and homes, consumers moving them from shelf to cart to bag to car to house, where they are stuck in the lunches of the children of polluting parents, or used once each at a birthday party to serve ice cream to four-year-olds where only some are used but who knows which? So used and unused go together in the trash, or every day one crammed into a hipster’s backpack to eat instant pudding at his software job in an open-concept walkup in a gentrified neighbourhood, or handed out from food trucks by the harbour, or set in a paper cup at a Costco table for customers to sample just one bite of this exotic new flavour, and so they go into trash bins and dumpsters and garbage trucks and finally vast landfill sites or maybe just tossed from the window of a moving car or thrown over the rail of a cruise ship to sink in the ocean deep.

A technical fix for photochemical smog became possible in 1962 when Eugène Jules Houdry patented a way to remove the pollutants from vehicle exhaust just before their emission into the atmosphere by deploying catalytic converters. Platinum was used as the rare metal catalyst; it would be poisoned by lead’s presence in exhaust gases, and this made the introduction of effective catalytic converters (mandatory in all cars starting with the 1975 model year) dependent on the availability of unleaded gas. Eventually these devices made a decisive difference as the precontrol emissions of hydrocarbons and carbon monoxide were cut by 96 percent and those of nitrogen oxides by 90 percent.

Car exhaust pollution is a problem for the disabled that stand on traffic junctions begging for money.

Electric cars are not a cure-all. While they don’t create exhaust, their brakes and tires give off tiny, toxic particles as they wear. The energy needed to manufacture them, the raw materials used in their bodies and batteries, will be an unsustainable burden on our groaning Earth if car ownership keeps increasing. For now, that relentless rise frames everything. The number of vehicles in America has more than tripled since 1960;27 in England, there’s one car for every two people.28 And the biggest growth is now in developing nations like India and China. If they follow the path we’ve taken, the world could go from about a billion cars today29 to more than 3 billion by 2050.30 What’s really needed is not just a slowing of that growth, but fewer cars altogether, of any sort. It’s a goal that’s reachable if we reorganize the places we live to be denser, more pedestrian and bike friendly, with public transportation—and newer options like car sharing—that are convenient and affordable.

It was an ecological protest against air pollution, which in 1969 was at its worst, when acid rain burned our eyes to tears. I handed out bags of roofing nails to five friends and we all got to work. At first, we sprinkled them in the middle of the side streets when there was no traffic. I made sure that at least some of these nails stood upright, their wide heads on the cobblestones. We fanned out through the neighborhood, picking up new bags of nails that I had stashed at strategic locations. And finally, when it got dark, I threw handful after handful of nails across Canal Street in between traffic lights, and watched what happened. Cars ran over the nails, driving for only a few blocks before their tires went flat. In the Holland Tunnel, there were dozens of cars with flat tires, and dozens more backed up outside. Hundreds of disabled vehicles fanned out across SoHo and beyond. In the midst of the confusion, I approached a police officer and asked, “Excuse me, what is happening?” “A nut is nailing the streets,” said the cop. My performance piece was a brilliant success, I thought, falling into bed on the Bowery, aching with exhaustion. I was too angry, too selfish to think of the chaos and suffering I had caused, the lack of real benefit to anyone.

I know it's crazy but I've decided to stay in Rouen this weekend. Tisserand was astonished to hear it; I explained to him I wanted to see the town and that I had nothing better to do in Paris. I don't really want to see the town. And yet there are very fine medieval remains, some ancient houses of great charm. Five or six centuries ago Rouen must have been one of the most beautiful towns in France; but now it's ruined. Everything is dirty, grimy, run down, spoiled by the abiding presence of cars, noise, pollution. I don't know who the mayor is, but it only takes ten minutes of walking the streets of the old town to realize that he is totally incompetent, or corrupt. To make matters worse there are dozens of yobs who roar down the streets on their motorbikes or scooters, and without silencers. They come in from the Rouen suburbs, which are nearing total industrial collapse. Their objective is to make a deafening racket, as disagreeable as possible, a racket which should be unbearable for the local residents. They are completely successful.

The TransMilenio is not carbon neutral. To keep costs down, its caterpillar buses run on diesel rather than on cleaner fuels that are more expensive and less suited to the high altitude of Bogotá, which sits 8,500 feet above sea level. Nevertheless, a TransMilenio engine is so efficient that it emits less than half the pollution of an old-fashioned minibus. By embracing BRT, Bogotá has taken more than 9,000 small private buses off the roads, slashing the overall consumption of bus fuel since the first line opened in 2001. Some private cars vanished too. Last year Ortega sold his Audi sedan and now travels around Bogotá either by TransMilenio or taxi—a big step in a society where having your own wheels is the ultimate status symbol. “I just don’t feel like I need a car anymore,” he says. “You can live differently in this city now.

Stop taking long drives and long motorcycle rides every now and then, just to have fun - you may think, you are not doing anything wrong, but in reality, the green-house gas emitted from your craving for fun is costing our planet its climatic health, which in turn will cost our children their health. So, if you are a being of conscience and character, avoid unnecessary use of cars and motorcycles, and ride a bike instead, it'll not only keep you from harming our climate and our children, but also, it'll keep you fit and healthy.

At GM, “it was taken for granted that we have met the enemy and he is the EPA,” Colucci says. “It was instilled in us, it was just the ethic. Because they’re going to force us to spend more money.” When the laws and rules came through, the company mostly did what it had to, but the remarkable improvements in America’s air wouldn’t have happened had the industry been left to its own devices. “I can’t think of where this country would be now if we didn’t have the state of California and the EPA beating us over the head to get these things done,” he tells me. Indeed, California has long played a crucial role in America’s pollution struggles, dragging the nation along behind it. Because it had already begun regulating car emissions when the Clean Air Act passed, the law allowed it to continue doing so. No other state can set its own rules, but they can sign on to California’s, and the size of that collective market has given Sacramento great power.

Let me take you back in time a little,” says Anumita Roychowdhury, an elegant woman in a beige and pale blue wrap. She’s the director of the Center for Science and Environment, a group that’s played a leading role in the years of battles over air quality. In the 1990s, she tells me, Delhi’s air was so bad “you couldn’t go out in the city without your eyes watering.” India had no regulations on vehicles or fuel, so despite advances elsewhere in the world, engines here hadn’t improved for 40 years, and fuel quality was abysmal. It was the activist Supreme Court that changed that. Its judges started issuing orders, and from 1998 to about 2003, a series of important new rules came into force. Polluting industries were pushed out of the city, auto-rickshaws and buses were converted to CNG, and emission limits for vehicles were introduced, then tightened. “These were pretty big steps,” Roychowdhury says, and they brought results. “If you plot the graph of particulate matter in Delhi, you will see after 2002 the levels actually coming down.” The public noticed. “I still remember the 2004 Assembly elections in Delhi, where the political parties were actually fighting with each other to take credit for the cleaner air. It had become an electoral issue.” So how did things go so wrong? The burst of activity petered out, and rapid growth in car ownership erased the improvements that had been won. “If you look at the pollution levels again from 2008 and ’09 onwards, you now see a steady increase,” Roychowdhury says. “We could not keep the momentum going.” Indeed, particulate levels jumped 75 percent in just a few years.14 Even the action that was taken, she believes, “was too little. We had to do a lot more, more aggressively.” Part of the reason government stopped pushing, Roychowdhury believes, is that the moves needed next would have had to address Delhiites’ growing fondness for cars, so would surely have prompted public anger. “There is a hidden subsidy for all of us who use cars today,” she says. “We barely pay anything in terms of parking charges, we barely pay anything in terms of road taxes. It is so easy to buy a car because of easy loans. So there is absolutely no disincentive.” About 80 percent of transportation spending is focused on drivers, even though they’re only about 15 percent of Delhiites. “The entire infrastructure of the city is getting redesigned to facilitate car movement, but not people’s movement.

For decades, big-city mayors and planning officials have been calling for more bike lanes, pedestrian access, and fewer cars. And for decades, traffic, air pollution, and accidents congested our streets and skies. Then, in weeks, cyclists took over the road, outdoor dining tables sprouted, and skies cleared.

In existing writings about federally recognized tribes and their engagement with tribal acknowledgment politics, a palpable theme is clear: presently recognized nations are not acting the ‘Indian way’ when they refuse to acknowledge their less fortunate Indian relatives and share with them. To many writers, federally recognized tribal leaders are so ensconced in the hegemonic colonial order that they are no even aware that they are replicated and reinforcing it inequities. According to this line, because the Five Tribes and related groups like the Mississippi Band of Choctaws and the Eastern Band of Cherokees have embraced nonindigenous notions of ‘being Indian’ and tribal citizenship using federal censuses such as the Dawes Rolls and blood quantum they are not being authentic. Some critics charge that modern tribes like the Choctaw Nation have rejected aboriginal notions and conceptions of Indian social organization and nationhood. This thinking, however, seems to me to once again reinforce stereotypes about Indians as largely unchanging, primordial societies. The fact that the Creek and Cherokee Nations have evolved and adopted European notions of citizenship and nationhood is somehow held against them in tribal acknowledgment debates. We hear echoes of the ‘Noble Savage’ idea once again. In other context when tribes have demanded a assay in controlling their cultural property and identities – by protesting Indian sports mascots or the marketing of cars and clothing with their tribal names, or by arguing that studios should hire real Indians as actors – these actions are applauded. However, when these occur in tribal recognition contexts, the tribes are viewed as greedy or racists. The unspoken theme is that tribes are not actin gin the ‘traditional’ Indian way…With their cultures seen as frozen in time, the more tribes deviate from popular representation, the more they are seen as inauthentic. To the degree that they are seen as assimilated (or colonized and enveloped in the hegemonic order), they are also seen as inauthentic, corrupted, and polluted. The supreme irony is that when recognized tribes demand empirical data to prove tribal authenticity, critics charge that they are not being authentically ingenious by doing so.

much pollution as all 760 million cars on Earth.

slipped a cigarette from the pack and lit up. I glared at him, but he didn’t seem to notice as he inhaled deeply and exhaled, filling the car with white, polluted smoke.  I reached over, turned the key in the ignition and put my window down.  “Why do you have to smoke all the time?” He tapped the

Most city dwellers are conditioned to hear car horns and emergency vehicle sirens as signs of danger, even if we know that these sounds are intended for other people’s ears. And when we are stressed, we retreat from each other and the world. This is perhaps the most insidious way that the system of dispersal has punished those who live closer together. Most of the noise, air pollution, danger and perceived crowding in modern cities occurs because we have configured urban spaces to facilitate high-speed travel in private automobiles. We have traded conviviality for the convenience of those who wish to experience streets as briefly as possible. This is deeply unfair to people who live in central cities, for whom streets function as the soft social space between their destinations.

We have all heard the sceptics who warn that serious action to fight climate change and energy scarcity will lead us into decades of hardship and sacrifice. When it comes to cities, they are absolutely wrong. In fact, sustainability and the good life can be by-products of the very same interventions. Alex Boston, the Golder planner who advises dozens of cities on climate and energy, doesn’t even ask civic leaders about their greenhouse gas reduction aspirations when they first start talking. ‘We ask, “What are your core community priorities?”’ says Boston. ‘People don’t talk about climate change. They say they want economic development, livability, mobility, housing affordability, taxes, all stuff that relates to happiness.’ These are just the concerns that have caused us to delay action on climate change. But Boston insists that by focusing on the relationship between energy, efficiency and the things that make life better, cities can succeed where scary data, scientists, logic and conscience have failed. The happy city plan is an energy plan. It is a climate plan. It is a belt-tightening plan for cash-strapped cities. It is also an economic plan, a jobs plan and a corrective for weak systems. It is a plan for resilience. THE GREEN SURPRISE Consider the by-product of the happy city project in Bogotá. Enrique Peñalosa told me that he did not feel the urgency of the global environmental crisis when he was elected mayor. His urban transformation was not motivated by a concern for spotted owls or melting glaciers or soon-to-be-flooded residents of villages on some distant coral atoll. Still, a funny thing happened near the end of his term. After making Bogotá easier, cleaner, more beautiful and more fair, the mayor and his city started winning accolades from environmental organizations. In 2000 Peñalosa and Eric Britton were called to Sweden to accept the Stockholm Challenge Award for the Environment, for pulling 850,000 vehicles off the street during the world’s biggest car-free day. Then the TransMilenio bus system was lauded for producing massive reductions in Bogotá’s carbon dioxide emissions.fn1, 3 It was the first transport system to be accredited under the UN’s Clean Development Mechanism – meaning that Bogotá could actually sell carbon credits to polluters in rich countries. For its public space transformations under mayors Peñalosa, Antanas Mockus and their successor, Luis Garzón, the city won the Golden Lion prize from the prestigious Venice Architecture Biennale. For its bicycle routes, its new parks, its Ciclovía, its upside-down roads and that hugely popular car-free day, Bogotá was held up as a shining example of green urbanism. Not one of its programmes was directed at the crisis of climate change, but the city offered tangible proof of the connection between urban design, experience and the carbon energy system. It suggested that the green city, the low-carbon city and the happy city might be exactly the same destination.