Cities Transportation Quotes

You can't understand a city without using its public transportation system.

And how we burned in the camps later, thinking: What would things have been like if every Security operative, when he went out at night to make an arrest, had been uncertain whether he would return alive and had to say good-bye to his family? Or if, during periods of mass arrests, as for example in Leningrad, when they arrested a quarter of the entire city, people had not simply sat there in their lairs, paling with terror at every bang of the downstairs door and at every step on the staircase, but had understood they had nothing left to lose and had boldly set up in the downstairs hall an ambush of half a dozen people with axes, hammers, pokers, or whatever else was at hand?... The Organs would very quickly have suffered a shortage of officers and transport and, notwithstanding all of Stalin's thirst, the cursed machine would have ground to a halt! If...if...We didn't love freedom enough. And even more – we had no awareness of the real situation.... We purely and simply deserved everything that happened afterward.

An advanced city is not a place where the poor move about in cars, rather it’s where even the rich use public transportation

I woke up feeling alone, so lonely. The night before, I had cried myself to sleep. I lay there on the floor, listening to the tube trains passing beneath me. I thought, All those hundreds and thousands and millions of people. London, London - I hate you. I picked myself up and got ready.

We were born to move—not merely to be transported,

A developed country is not a place where the poor have cars. It’s where the rich use public transport. It is where the rich walk and where they use bikes. We should create cities where rich and poor meet as equals: in parks, on the sidewalks, on public transport.

Three years in London had not changed Richard, although it had changed the way he perceived the city. Richard had originally imagined London as a gray city, even a black city, from pictures he had seen, and he was surprised to find it filled with color. It was a city of red brick and white stone, red buses and large black taxis, bright red mailboxes and green grassy parks and cemeteries. It was a city in which the very old and the awkwardly new jostled each other, not uncomfortably, but without respect; a city of shops and offices and restaurants and homes, of parks and churches, of ignored monuments and remarkably unpalatial palaces; a city of hundreds of districts with strange names - Crouch End, Chalk Farm, Earl's Court, Marble Arch - and oddly distinct identities; a noisy, dirty, cheerful, troubled city, which fed on tourists, needed them as it despised them, in which the average speed of transportation through the city had not increased in three hundred years, following five hundred years of fitful road-widening and unskillful compromises between the needs of traffic, whether horse-drawn, or, more recently, motorized, and the need of pedestrians; a city inhabited by and teeming with people of every color and manner and kind.

Beyond a certain speed, motorized vehicles create remoteness which they alone can shrink. They create distances for all and shrink them for only a few. A new dirt road through the wilderness brings the city within view, but not within reach, of most Brazilian subsistence farmers. The new expressway expands Chicago, but it sucks those who are well-wheeled away from a downtown that decays into a ghetto.

There is a whirlwind in southern Morocco, the aajej, against which the fellahin defend themselves with knives. There is the africo, which has at times reached into the city of Rome. The alm, a fall wind out of Yugoslavia. The arifi, also christened aref or rifi, which scorches with numerous tongues. These are permanent winds that live in the present tense. There are other, less constant winds that change direction, that can knock down horse and rider and realign themselves anticlockwise. The bist roz leaps into Afghanistan for 170 days--burying villages. There is the hot, dry ghibli from Tunis, which rolls and rolls and produces a nervous condition. The haboob--a Sudan dust storm that dresses in bright yellow walls a thousand metres high and is followed by rain. The harmattan, which blows and eventually drowns itself into the Atlantic. Imbat, a sea breeze in North Africa. Some winds that just sigh towards the sky. Night dust storms that come with the cold. The khamsin, a dust in Egypt from March to May, named after the Arabic word for 'fifty,' blooming for fifty days--the ninth plague of Egypt. The datoo out of Gibraltar, which carries fragrance. There is also the ------, the secret wind of the desert, whose name was erased by a king after his son died within it. And the nafhat--a blast out of Arabia. The mezzar-ifoullousen--a violent and cold southwesterly known to Berbers as 'that which plucks the fowls.' The beshabar, a black and dry northeasterly out of the Caucasus, 'black wind.' The Samiel from Turkey, 'poison and wind,' used often in battle. As well as the other 'poison winds,' the simoom, of North Africa, and the solano, whose dust plucks off rare petals, causing giddiness. Other, private winds. Travelling along the ground like a flood. Blasting off paint, throwing down telephone poles, transporting stones and statue heads. The harmattan blows across the Sahara filled with red dust, dust as fire, as flour, entering and coagulating in the locks of rifles. Mariners called this red wind the 'sea of darkness.' Red sand fogs out of the Sahara were deposited as far north as Cornwall and Devon, producing showers of mud so great this was also mistaken for blood. 'Blood rains were widely reported in Portugal and Spain in 1901.' There are always millions of tons of dust in the air, just as there are millions of cubes of air in the earth and more living flesh in the soil (worms, beetles, underground creatures) than there is grazing and existing on it. Herodotus records the death of various armies engulfed in the simoom who were never seen again. One nation was 'so enraged by this evil wind that they declared war on it and marched out in full battle array, only to be rapidly and completely interred.

If you are a pedestrian, you are not mechanical enough to be of priority to traffic engineers.

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.

An advanced city is not one where poor people drive cars,” Peñalosa says, “but where rich people take public transportation.

…Magic is often a tricky thing. Often it is explainable. People fly through the air in planes and live underwater in submarines. Plants grow within weeks and cities operate and sustain millions of people. A person can talk to practically anyone almost anywhere around the world instantly. People’s images are transported by photo in the time it takes to press a button. Dinosaurs seem real, huge apes exist, and other worlds are a movie ticket away.

The reporting rate is even lower in New York City, with an estimated 96% of sexual harassment and 86% of sexual assaults in the subway system going unreported, while in London, where a fifth of women have reportedly been physically assaulted while using public transport, a 2017 study found that 'around 90% of people who experience unwanted sexual behavior would not report it... Enough women have experienced the sharp shift from 'Smile, love, it might never happen,' to 'Fuck you bitch why are you ignoring me?'... But all too often the blame is out on the women themselves for feeling fearful, rather than on planners for designing urban spaces and transit environments that make them feel unsafe... Women are often scared in public spaces. In fact, they are around twice as likely to be scared as men. And, rather unusually, we have the data to prove it.

Allowing ourselves to become pure point of view, we hang in midair over the city. What we see now is a gigantic metropolis waking up. Commuter trains of many colors move in all directions, transporting people from place to place. Each of those under transport is a human being with a different face and mind, and at the same time each is a nameless part of the collective identity. Each is simultaneously a self-contained whole and a mere part. Handling this dualism of theirs skillfully and advantageously, they perform their morning rituals with deftness and precision: brushing teeth, shaving, tying neckties, applying lipstick. They check the morning news on TV, exchange words with their families, eat, defecate.

I was just so afraid.... So afraid of being seen through, of being caught, that I missed the point. I missed the most important fact of it all, which is quite simply...they want to believe in you up there.... The audience wants to forget who's under the mask. But they don't want to forget because of obfuscation...no, they want to forget it's you by virtue of the passion of your performance. They want to be transported.... Transported to a world where bigger truths are at work, and anything--anything--can happen. A world where the impossible is possible. Batman can be someone like that for them, Bruce. Someone who defies every damn rule of logic that governs their lives.

When we are transported either by Mozart or Glenn Miller, we find ourselves in the presence of the ineffable, for which all words are so inadequate that to attempt to describe it, even with effusive praise and words of perfect beauty, is to engage in blasphemy.

Transportation systems are a major area of opportunity for cities seeking to issue sustainability bonds.

And then it struck him what lay buried far down under the earth on which his feet were so firmly planted: the ominous rumbling of the deepest darkness, secret rivers that transported desire, slimy creatures writhing, the lair of earthquakes ready to transform whole cities into mounds of rubble. These, too, were helping to create the rhythm of the earth. He stopped dancing and, catching his breath, stared at the ground beneath his feet as though peering into a bottomless hole.

six obvious ways to make an activity less convenient: •  Increase the amount of physical or mental energy required (leave the cell phone in another room, ban smoking inside or near a building). •  Hide any cues (put the video game controller on a high shelf). •  Delay it (read email only after 11:00 a.m.). •  Engage in an incompatible activity (to avoid snacking, do a puzzle). •  Raise the cost (one study showed that people at high risk for smoking were pleased by a rise in the cigarette tax; after London imposed a congestion charge to enter the center of the city, people’s driving habits changed, with fewer cars on the road and more use of public transportation). •  Block it altogether (give away the TV set).

We are friends, no?" "Yes, we are" "Then, as a friend, don't force me to worry about you using public transportation late at night in a city you're not familiar with. Biking on roads without bike lanes is bad enough

When the stars and the moon met, a song began among the moonside Kakri. “Where is the fountain which brought joy to the city, clean and clear at its heart?” There were no instruments, just voices. The starside Kakri answered, also in song, “It has been carried away, the water spilled to the sand, the water given to the sun.” The song, beautiful and strange, reached out to Jason like the tendrils of a plant opening in the morning dew. He felt himself alive, transported, and filled with a deep, melancholy sadness.

Another inventor, J. B. McComber, representing the Chicago-Tower Spiral-Spring Ascension and Toboggan Transportation Company, proposed a tower with a height of 8,947 feet, nearly nine times the height of the Eiffel Tower, with a base one thousand feet in diameter sunk two thousand feet into the earth. Elevated rails would lead from the top of the tower all the way to New York, Boston, Baltimore, and other cities. Visitors ready to conclude their visit to the fair and daring enough to ride elevators to the top would then toboggan all the way back home.

It was a city in which the very old and the awkwardly new jostled each other, not uncomfortably, but without respect; a city of shops and offices and restaurants and homes, of parks and churches, of ignored monuments and remarkably unpalatial palaces; a city of hundreds of districts with strange names—Crouch End, Chalk Farm, Earl’s Court, Marble Arch—and oddly distinct identities; a noisy, dirty, cheerful, troubled city, which fed on tourists, needed them as it despised them, in which the average speed of transportation through the city had not increased in three hundred years, following five hundred years of fitful road-widening and unskillful compromises between the needs of traffic, whether horse-drawn, or, more recently, motorized, and the needs of pedestrians; a city inhabited by and teeming with people of every color and manner and kind.

All that remains of the garden city in our own day are traffic-free enclaves, islands in a sea of traffic where the pedestrian leads a legally protected by languishing existence, comparable to that of the North American Indians on their reservations...In reality the modern urbanist regards the city as a gigantic centre of production, geared to the efficient transport of workers and goods, to the accommodation of people and the storage of wares, to industrial and commercial activity. The rest, that is to say creativity, life, is optional and comes under the heading of recreation and leisure activities.

Mismatched wooden shelves crammed with dusty glass vials, tiny reed baskets, and crumbling ceramic jars covered the walls. Lengths of dried herbs, animal parts, and objects she couldn't identify hung from the ceiling while clay amphorae competed for the small amount of floor space. Yaqub knew his inventory like the lines of his palms, and listening to his stories of ancient Magi or the hot spice lands of the Hind transported her to worlds she could hardly imagine.

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.

I have a list in my head and every year I add more names to it. My list isn't special. Other men have longer ones. But most men don't have a list like mine at all because they live a life insulated from living and dying. Their acts of courage consist of getting out of bed in the morning, disagreeing with their boss, or using public transportation in the inner city. Perhaps they tempt the unknown by eating in a Vietnamese restaurant or they travel outside their native country. They have nothing to do with me except to provide contrast.

It was an odd habit, I thought, this insistence on driving a car in cities with public transportation.

A brick could be used to simulate a war opponent. Especially if your nemesis is paraplegic and without transportation.


Music-good music, great music-is itself magical, it's mysterious inspiration entwined with the mystery of all things. When we are transported either by Mozart or Glenn Miller, we find ourselves in the presence of the ineffable, for which all words are so in adequate that to attempt to describe it, even with effusive praise and words of perfect beauty, is to engage in blasphemy.

Converting car parking to bike parking is one of the cheapest, easiest, and most effective ways for any city to make a sizeable dent in the bad economics of our current transportation system.

Cities are sustained by similar network systems such as roads, railways, and electrical lines that transport people, energy, and resources and whose flow is therefore a manifestation of the metabolism of the city.

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

The vast southern city they lived in was rich in land, poor in everything else—no bodies of water, no drainage, no hills, no topographical variety of any sort, no public transportation or even the awareness of the lack of such a thing.

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.

What does it mean to taste something and be transported to so many places at once, all of them a piece of home? To be half-elsewhere all the time, half-here and not-here. There are two sides of myself: one longing for the city, one at peace near the sea.

This city was our common ground, I want to tell Kaiz. Not simply its soil, nor its salt or tides, not lines on any map, nor buildings and streets. Something else entirely. An image, a dream, an idea that beguiled both of us: a magical place with chaos in its code, where our stories collided briefly. That romance with the city he carries with him wherever he goes. What it means to me, though, goes beyond what we had in common, it can’t be packed up and transported tidily. Mumbai for me is two people who moved from small coastal towns to this metropolis by the sea and made it their home. My home. And that is how the city is different for the two of us: for him both Mumbai and home were abstractions. Abstractions are at once more fragile and more hardy than reality.

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

Many of these omnibuses were driven, oddly enough, by male models who had retired from the business, which meant that Parisians of Manet's day were transported around the city by men who had once posed as valiant biblical heroes or the vindictive deities of classical mythology.

As much as I love to see the sun setting behind a city skyline, and to feel the pure majesty of a wild river or soaring mountain, and to fade, then disappear into a transcendent book, song or film, I am always most astounded, moved and transported by the warmth and kindness of a loving person. Always.

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

In the hush of the emptied campus, he could faintly hear the mightiness of Illinois, the rumble of a freight train, the moan of eighteen-wheelers, coal transported from the south, car parts from the north, fattened livestock and staggering corn yields from the middle, all roads leading to the broad-shouldered city on the lake.

But Mandelbrot continued to feel oppressed by France’s purist mathematical establishment. “I saw no compatibility between a university position in France and my still-burning wild ambition,” he writes. So, spurred by the return to power in 1958 of Charles de Gaulle (for whom Mandelbrot seems to have had a special loathing), he accepted the offer of a summer job at IBM in Yorktown Heights, north of New York City. There he found his scientific home. As a large and somewhat bureaucratic corporation, IBM would hardly seem a suitable playground for a self-styled maverick. The late 1950s, though, were the beginning of a golden age of pure research at IBM. “We can easily afford a few great scientists doing their own thing,” the director of research told Mandelbrot on his arrival. Best of all, he could use IBM’s computers to make geometric pictures. Programming back then was a laborious business that involved transporting punch cards from one facility to another in the backs of station wagons.

Office Peone looked at John and wondered what mental illness he had. The Seattle streets were filled with the mostly-crazy, half-crazy, nearly crazy, and soon-to-be crazy. Indian, white, Chicano, Asian, men, women, children. The social workers did not have anywhere near enough money, training, or time to help them. The city government hated the crazies because they were a threat to the public image of the urban core. Private citizens ignored them at all times of the year except the few charitable days leading up to and following Christmas. In the end, the police had to do most of the work. Police did crisis counseling, transporting them howling to detox, the dangerous to jail, racing the sick to the hospitals, to a safer place. At the academy, Officer Peone figured he would be fighting bad guys. He did not imagine he would spend most of his time taking care of the refuse of the world. Peone found it easier when the refuse were all nuts or dumb-ass drunks, harder when they were just regular folks struggling to find their way off the streets.

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

Each cooperative in Mondragon has its own workplace structure, though there are similarities and tendencies that most of them share. The firm called Irizar, which manufactures products for trans-portation, from luxury coaches to city buses, exemplifies these tendencies. To encourage innovation and the diffusion of knowledge, there are no bosses or departments in Irizar. Rather, it has a flat organizational structure based on work teams with a high degree of autonomy. (One study remarks that they “set their own targets, establish their own work schedules, [and] organize the work process as they see fit.”) The teams also work with each other, so that knowledge is transmitted efficiently. Participation occurs also in the general assembly, which meets three times a year rather than the single annual meeting common in other Mondragon firms. Its subsidiaries in other countries have at least two general assemblies a year, where they approve the company’s strategic plan, investments, etc. These participatory structures have enabled Irizar to surpass its competitors in profitability and market share.69

Musk’s proposed rocket system was originally called the Mars Colonial Transporter, but he renamed it the Interplanetary Transport System because, as he said, “This system really gives you freedom to go anywhere you want in the greater solar system.” His long-term vision is to build a network that would connect the planets as the railroad connected American cities. Musk

The disintegration processes which have become so manifest in recent years—the decay of public services: schools, police, mail delivery, garbage collection, transportation, et cetera; the death rate on the highways and the traffic problems in the cities; the pollution of air and water—are the automatic results of the needs of mass societies that have become unmanageable

Most long-distance travel and commerce went by water, which explains why most cities were seaports—Cincinnati on the Ohio River and St. Louis on the Mississippi being notable exceptions. To transport a ton of goods by wagon to a port city from thirty miles inland typically cost nine dollars in 1815; for the same price the goods could be shipped three thousand miles across the ocean.

What this means in road (and bridge, and tunnel) building is not just obvious but as well documented as anything in transportation engineering: “If you build it, they will come.” If you build more lanes on the expressway, more cars and trucks will use it. If you’re lucky, congestion remains as bad as it was before you spent $50 million trying to relieve it; if you’re not, it gets worse.

The root destruction of religion in the country, which throughout the twenties and thirties was one of the most important goals of the GPU-NKVD, could be realized only by mass arrests of Orthodox believers. Monks and nuns, whose black habits had been a distinctive feature of Old Russian life, were intensively rounded up on every hand, placed under arrest, and sent into exile. They arrested and sentenced active laymen. The circles kept getting bigger, as they raked in ordinary believers as well, old people and particularly women, who were the most stubborn believers of all and who, for many long years to come, would be called 'nuns' in transit prisons and in camps. True, they were supposedly being arrested and tried not for their actual faith but for openly declaring their convictions and for bringing up their children in the same spirit. As Tanya Khodkevich wrote: You can pray freely But just so God alone can hear. (She received a ten-year sentence for these verses.) A person convinced that he possessed spiritual truth was required to conceal it from his own children! In the twenties the religious education of children was classified as a political crime under Article 58-10 of the Code--in other words, counterrevolutionary propaganda! True, one was permitted to renounce one's religion at one's trial: it didn't often happen but it nonetheless did happen that the father would renounce his religion and remain at home to raise the children while the mother went to the Solovetsky Islands. (Throughout all those years women manifested great firmness in their faith.) All persons convicted of religious activity received 'tenners,' the longest term then given. (In those years, particularly in 1927, in purging the big cities for the pure society that was coming into being, they sent prostitutes to the Solovetsky Islands along with the 'nuns.' Those lovers of a sinful earthly life were given three-year sentences under a more lenient article of the Code. The conditions in prisoner transports, in transit prisons, and on the Solovetsky Islands were not of a sort to hinder them from plying their merry trade among the administrators and the convoy guards. And three years later they would return with laden suitcases to the places they had come from. Religious prisoners, however, were prohibited from ever returning to their children and their home areas.)

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.

London had had a subway system since 1863, but New York had not yet gone underground for at least two reasons. For one thing, New York was built on solid rock, and tunneling through the Manhattan schist presented enormous engineering obstacles. For another, during the years when “Boss” Tweed had the city in his grip, Tweed and his “ring” controlled the surface transportation lines and wanted no competition.

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

The food surpluses produced by peasants, coupled with new transportation technology, eventually enabled more and more people to cram together first into large villages, then into towns, and finally into cities, all of them joined together by new kingdoms and commercial networks. Yet in order to take advantage of these new opportunities, food surpluses and improved transportation were not enough. The mere fact that one can feed a thousand people in the same town or a million people in the same kingdom does not guarantee that they can agree how to divide the land and water, how to settle disputes and conflicts, and how to act in times of drought or war. And if no agreement can be reached, strife spreads, even if the storehouses are bulging. It was not food shortages that caused most of history’s wars and revolutions. The

For me, talking to strangers is something you do as a last resort: lost in an unfamiliar neighborhood, dead phone, broken leg, typhoon - and, really, only if these things happen all at once. I know it's not only me who feels this way. During rush hour in cities, we all stand squashed on public transportation, essentially spooning, in total silence. Sure, I'll shove my face into your armpit, but talk to you? Never.

Another inventor, J. B. McComber, representing the Chicago-Tower Spiral-Spring Ascension and Toboggan Transportation Company, proposed a tower with a height of 8,947 feet, nearly nine times the height of the Eiffel Tower, with a base one thousand feet in diameter sunk two thousand feet into the earth. Elevated rails would lead from the top of the tower all the way to New York, Boston, Baltimore, and other cities. Visitors ready to conclude their visit to the fair and daring enough to ride elevators to the top would then toboggan all the way back home. “As the cost of the tower and its slides is of secondary importance,” McComber noted, “I do not mention it here, but will furnish figures upon application.” A third proposal demanded even more courage from visitors. This inventor, who gave his initials as R. T. E., envisioned a tower four thousand feet tall from which he proposed to hang a two-thousand-foot cable of “best rubber.” Attached at the bottom end of this cable would be a car seating two hundred people. The car and its passengers would be shoved off a platform and fall without restraint to the end of the cable, where the car would snap back upward and continue bouncing until it came to a stop. The engineer urged that as a precaution the ground “be covered with eight feet of feather bedding.

Yet when she returned to the house, Sarsine had a smile on her face. “Go into the salon,” she said. Her piano. Its surface gleamed like wet ink. An emotion flooded through Kestrel, but she didn’t want to name it. It wasn’t right that she should feel it, simply because Arin had given back to her something that he had more or less taken. Kestrel shouldn’t play. She shouldn’t sit on that familiar velvet bench or think about how transporting a piano across the city was no mean feat. It meant people. Pulleys. Horses straining to haul a cart. She shouldn’t wonder how Arin had found the time and begged his people’s goodwill to bring her piano here. She shouldn’t touch the cool keys, or feel that delicious tension between silence and sound. She remembered that Arin had refused to sing for who knows how long. Kestrel didn’t have that particular kind of strength. She sat and played.

For years and years, even during the time of my first visit in 1962, it has been said that Calcutta was dying, that its port was silting up, its antiquated industry declining, but Calcutta hadn't died. It hadn't done much, but it had gone on; and it had begun to appear that the prophecy has been excessive. Now it occurred to me that perhaps this was what happened when cities died. They don't die with a bang; they didn't die only when they were abandoned. Perhaps, they died like this: when everybody was suffering, when transport was so hard that working people gave up jobs they needed because the fear the suffering of the travel; When no one had clean water or air; No one could go walking. Perhaps city died when they lost amenities that cities provided, the visual excitement, the heightened sense of human possibility, and became simply places where there were too many people, and people suffered.

This place, our little cloud forest, even though we missed our papi, it was the most beautiful place you've ever seen. We didn't really know that then, because it was the only place we'd ever seen, except in picture in books and magazines, but now that's I've seen other place, I know. I know how beautiful it was. And we loved it anyway even before we knew. Because the trees had these enormous dark green leaves, as a big as a bed, and they would sway in the wind. And when it rain you could hear the big, fat raindrops splatting onto those giant leaves, and you could only see the sky in bright blue patches if you were walking a long way off to a friend's house or to church or something, when you passed through a clearing and all those leaves would back away and open up and the hot sunshine would beat down all yellow and gold and sticky. And there were waterfalls everywhere with big rock pools where you could take a bath and the water was always warm and it smelled like sunlight. And at night there was the sound of the tree frogs and the music of the rushing water from the falls and all the songs of the night birds, and Mami would make the most delicious chilate, and Abuela would sing to us in the old language, and Soledad and I would gather herbs and dry them and bundle them for Papi to sell in the market when he had a day off, and that's how we passed our days.' Luca can see it. He's there, far away in the misty cloud forest, in a hut with a packed dirt floor and a cool breeze, with Rebeca and Soledad and their mami and abuela, and he can even see their father, far away down the mountain and through the streets of that clogged, enormous city, wearing a long apron and a chef's hat, and his pockets full of dried herbs. Luca can smell the wood of the fire, the cocoa and cinnamon of the chilate, and that's how he knows Rebeca is magical, because she can transport him a thousand miles away into her own mountain homestead just by the sound of her voice.

Laisvė recited her understanding of the word history, in triplets: “Explosion, cosmos, chaos. Water, land, cells. Plants, fish, animals. Indigenous humans, habitats, stories. Dreams, desire, death. Invasion, dispossession, colonization. Money, ships, slavery. God, goods and services, slaughter. War, power, genocide. Civilization, progress, destruction. Science, transportation, cities. Skyscrapers, bridges, poison. “Nations, power, brutality. Terror, insurrection, incarceration. Collapse, raids, water.

China’s state-owned China Road and Bridge Corporation is building a $14 billion rail project to connect Mombasa to the capital city of Nairobi. Analysts say the time taken for goods to travel between the two cities will be reduced from thirty-six hours to eight hours, with a corresponding cut of 60 per cent in transport costs. There are even plans to link Nairobi up to South Sudan, and across to Uganda and Rwanda. Kenya intends, with Chinese help, to be the economic powerhouse of the eastern seaboard.

Yet when God entered time and became a man, he who was boundless became bound. Imprisoned in flesh. Restricted by weary-prone muscles and eyelids. For more than three decades, his once limitless reach would be limited to the stretch of an arm, his speed checked to the pace of human feet. I wonder, was he ever tempted to regain his boundlessness? In the middle of a long trip, did he ever consider transporting himself to the next city? When the rain chilled his bones, was he tempted to change the weather? When the heat parched his lips, did he give thought to popping over to the Caribbean for some refreshment? If he ever entertained such thoughts, he never gave into them. Not once. Stop and think about this. Not once did Christ use his supernatural powers for personal comfort. With one word, he could've transformed the hard earth into a soft bed, but he didn't. With a wave of his hands, he could've boomeranged the spit of his accusers back into their faces, but he didn't. With an arch of his brow, he could've paralyzed the hand of the soldier as he braided the crown of thorns. But he didn't.

Imagine you have just moved to a new city, one that has extensive urban sprawl and lacks good mass transit. Getting around requires a car. The opportunities for random social interaction are few, because of the design of the transport system. Being in a car militates against easy face-to-face interaction and chanced-upon conversation; every sight of another human being is mediated through glass. By contrast, in a densely packed neighbourhood, where people randomly intersect easily at corners, at cafés, in local shops, people can build a social network quicker and easier. Besides

I glare at him and sigh. “Don't you understand what a book is?” “Obviously.” “Then how can it be boring? It's not just twenty-six little letters all mushed together to make words that link together to tell a story. It's the creation of another world where anything can happen and anyone can be whoever they want to be. It's a crazy, special kind of magic that can transport you out of the real world, to anywhere you want to go. It doesn't matter if it's a made-up universe or it's written in a city you can drive to within an hour. It's what happens within the pages that makes reading so...not boring.

Nevertheless, the idea that Europeans have simply stopped having enough children and must as a result ensure that the next generation is comprised of immigrants is a disastrous fallacy for several reasons. The first is because of the mistaken assumption that a country’s population should always remain the same or indeed continue rising. The nation states of Europe include some of the most densely populated countries on the planet. It is not at all obvious that the quality of life in these countries will improve if the population continues growing. What is more, when migrants arrive in these countries they move to the big cities, not to the remaining sparsely populated areas. So although among European states Britain, along with Belgium and the Netherlands, is one of the most densely populated countries, England taken on its own would be the second most densely populated country in Europe. Migrants tend not to head to the Highlands of Scotland or the wilds of Dartmoor. And so a constantly increasing population causes population problems in areas that are already suffering housing supply problems and where infrastructure like public transport struggles to keep up with swiftly expanding populations.

The Abominable Snowman has arrived,” he said to Milo. “If I’m not as clean as most abominable snowmen are, it is because I was kidnapped as a child from the slopes of Mount Everest, and taken as a slave to a bordello in Rio de Janeiro, where I have been cleaning the unspeakably filthy toilets for the past fifty years. A visitor to our whipping room there screamed in a transport of agony and ecstasy that there was to be an arts festival in Midland City. I escaped down a rope of sheets taken from a reeking hamper. I have come to Midland City to have myself acknowledged, before I die, as the great artist I believe myself to be.

But the strains of the doleful song stirred such powerful nostalgia for lost loves and for things lost over the course of one's life and for lives, like my grandfather's, that had come long before mine that I was suddenly taken back to a poor, disconsolate universe of simple folk like Mafalda's ancestors, fretting and scurrying in the tiny vicoli of an old Naples whose memory I wanted to share word for word with Oliver now, as if he too, like Mafalda and Manfredi and Anchise and me, were a fellow southerner whom I'd met in a foreign port city and who'd instantly understand why the sound of this old song, like an ancient prayer for the dead in the deadest of languages, could bring tears even in those who couldn't understand a syllable.

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.

Having resisted repeated requests to evacuate Pripyat and the surrounding area by Legasov since his arrival, Scherbina relinquished on the evening of the 26th, and agreed that the population within 10km of the plant should be moved to a safe distance. However, even this decision was tainted. While the scientists favoured immediate compulsory evacuation, Scherbina decided not to inform the city’s residents until late the following morning, leaving them unaware of the perils faced by venturing outside for another night and almost no time to prepare for the evacuation. 1,100 buses in a convoy drove overnight from Kiev to transport the evacuees out of the area. Officials forbade residents from leaving in their personal cars out of concern that they would cause traffic jams and prevent a steady departure.

Washington is a city of spectacles. Every four years, imposing Presidential inaugurations attract the great and the mighty. Kings, prime ministers, heroes and celebrities of every description have been feted there for more than 150 years. But in its entire glittering history, Washington had never seen a spectacle of the size and grandeur that assembled there on August 28, 1963. Among the nearly 250,000 people who journeyed that day to the capital, there were many dignitaries and many celebrities, but the stirring emotion came from the mass of ordinary people who stood in majestic dignity as witnesses to their single-minded determination to achieve democracy in their time. They came from almost every state in the union; they came in every form of transportation; they gave up from one to three days' pay plus the cost of transportation, which for many was a heavy financial sacrifice. They were good-humored and relaxed, yet disciplined and thoughtful. They applauded their leaders generously, but the leaders, in their own hearts, applauded their audience. Many a Negro speaker that day had his respect for his own people deepened as he felt the strength of their dedication. The enormous multitude was the living, beating heart of an infinitely noble movement. It was an army without guns, but not without strength. It was an army into which no one had to be drafted. It was white and Negro, and of all ages. It had adherents of every faith, members of every class, every profession, every political party, united by a single ideal. It was a fighting army, but no one could mistake that its most powerful weapon was love.

If government had declined to build racially separate public housing in cities where segregation hadn’t previously taken root, and instead had scattered integrated developments throughout the community, those cities might have developed in a less racially toxic fashion, with fewer desperate ghettos and more diverse suburbs. If the federal government had not urged suburbs to adopt exclusionary zoning laws, white flight would have been minimized because there would have been fewer racially exclusive suburbs to which frightened homeowners could flee. If the government had told developers that they could have FHA guarantees only if the homes they built were open to all, integrated working-class suburbs would likely have matured with both African Americans and whites sharing the benefits. If state courts had not blessed private discrimination by ordering the eviction of African American homeowners in neighborhoods where association rules and restrictive covenants barred their residence, middle-class African Americans would have been able gradually to integrate previously white communities as they developed the financial means to do so. If churches, universities, and hospitals had faced loss of tax-exempt status for their promotion of restrictive covenants, they most likely would have refrained from such activity. If police had arrested, rather than encouraged, leaders of mob violence when African Americans moved into previously white neighborhoods, racial transitions would have been smoother. If state real estate commissions had denied licenses to brokers who claimed an “ethical” obligation to impose segregation, those brokers might have guided the evolution of interracial neighborhoods. If school boards had not placed schools and drawn attendance boundaries to ensure the separation of black and white pupils, families might not have had to relocate to have access to education for their children. If federal and state highway planners had not used urban interstates to demolish African American neighborhoods and force their residents deeper into urban ghettos, black impoverishment would have lessened, and some displaced families might have accumulated the resources to improve their housing and its location. If government had given African Americans the same labor-market rights that other citizens enjoyed, African American working-class families would not have been trapped in lower-income minority communities, from lack of funds to live elsewhere. If the federal government had not exploited the racial boundaries it had created in metropolitan areas, by spending billions on tax breaks for single-family suburban homeowners, while failing to spend adequate funds on transportation networks that could bring African Americans to job opportunities, the inequality on which segregation feeds would have diminished. If federal programs were not, even to this day, reinforcing racial isolation by disproportionately directing low-income African Americans who receive housing assistance into the segregated neighborhoods that government had previously established, we might see many more inclusive communities. Undoing the effects of de jure segregation will be incomparably difficult. To make a start, we will first have to contemplate what we have collectively done and, on behalf of our government, accept responsibility.

The harder it is to do something, the harder it is to do it impulsively, so inconvenience helps us stick to good habits. There are six obvious ways to make an activity less convenient: Increase the amount of physical or mental energy required (leave the cell phone in another room, ban smoking inside or near a building). • Hide any cues (put the video game controller on a high shelf). • Delay it (read email only after 11:00 a.m.). • Engage in an incompatible activity (to avoid snacking, do a puzzle). • Raise the cost (one study showed that people at high risk for smoking were pleased by a rise in the cigarette tax; after London imposed a congestion charge to enter the center of the city, people’s driving habits changed, with fewer cars on the road and more use of public transportation). • Block it altogether (give away the TV set).

He had grown up among people to whom such emotions were unknown. The old Marquess's passion for his fields and woods was the love of the agriculturist and the hunter, not that of the naturalist or the poet; and the aristocracy of the cities regarded the country merely as so much soil from which to draw their maintenance. The gentlefolk never absented themselves from town but for a few weeks of autumn, when they went to their villas for the vintage, transporting thither all the diversions of city life and venturing no farther afield than the pleasure-grounds that were but so many open-air card-rooms, concert-halls and theatres. Odo's tenderness for every sylvan function of renewal and decay, every shifting of light and colour on the flying surface of the year, would have been met with the same stare with which a certain enchanting Countess

Consider the roots of a simple and mundane action, for instance, buying bread for your breakfast. A farmer has grown the grain in a field carved from wilderness by his ancestors; in the ancient city a miller has ground the flour and a baker prepared the loaf; the vendor has transported it to your house in a cart built by a cartwright and his apprentices. Even the donkey that draws the cart, what stories could she not tell if you could decipher her braying? And then you yourself hand over a coin of copper dug from the very heart of the earth, you who have risen from a bed of dreams and darkness to stand in the light of the vast and terrifying sun. Are there not a thousand strands woven together into this tapestry of a morning meal? How then can you expect that the omens of great events should be easy to unravel? The Pseudo-Iamblichus Scroll

It was a city in which the very old and the awkwardly new jostled each other, not uncomfortably, but without respect; a city of shops and offices and restaurants and homes, of parks and churches, of ignored monuments and remarkably unpalatial palaces; a city of hundreds of districts with strange names—Crouch End, Chalk Farm, Earl’s Court, Marble Arch—and oddly distinct identities; a noisy, dirty, cheerful, troubled city, which fed on tourists, needed them as it despised them, in which the average speed of transportation through the city had not increased in three hundred years, following five hundred years of fitful road widening and unskillful compromises between the needs of traffic, whether horse-drawn or, more recently, motorized, and the needs of pedestrians; a city inhabited by and teeming with people of every color and manner and kind.

While they sorted us out for transportation I had a chance to look around. In the light of the dying sun the image glimpsed earlier through the crack in the box car seemed to have changed, grown more eery and menacing. One object immediately caught my eye: an immense square chimney, built of red bricks, tapering towards the summit. It towered above a two-story building and looked like a strange factory chimney. I was especially struck by the enormous tongues of flame rising between the lightning rods, which were set at angles on the square tops of the chimney. I tried to imagine what hellish cooking would require such a tremendous fire. Suddenly I realized that we were in Germany, the land of the crematory ovens. I had spent ten years in this country, first as a student, later as a doctor, and knew that even the smallest city had its crematorium.

If a society, a city, or a territory, were to guarantee the necessaries of life to its inhabitants (and we shall see how the conception of the necessaries of life can be so extended as to include luxuries), it would be compelled to take possession of what is absolutely needed for production; that is to say — land, machinery, factories, means of transport, etc. Capital in the hands of private owners would be expropriated and returned to the community. The great harm done by bourgeois society, as we have already mentioned, is not only that capitalists seize a large share of the profits of each industrial and commercial enterprise, thus enabling them to live without working, but that all production has taken a wrong direction, as it is not carried on with a view to securing well-being to all. For this reason we condemn it. Moreover, it is impossible to carry on mercantile production in everybody’s interest. To wish it would be to expect the capitalist to go beyond his province and to fulfill duties that he cannot fulfill without ceasing to be what he is — a private manufacturer seeking his own enrichment. Capitalist organization, based on the personal interest of each individual trader, has given all that could be expected of it to society — it has increased the productive force of work. The capitalist, profiting by the revolution effected in industry by steam, by the sudden development of chemistry and machinery, and by other inventions of our century, has endeavoured in his own interest to increase the yield of work, and in a great measure he has succeeded. But to attribute other duties to him would be unreasonable. For example, to expect that he should use this superior yield of work in the interest of society as a whole, would be to ask philanthropy and charity of him, and a capitalist enterprise cannot be based on charity.

Londoners have intense loyalties to the areas from which they come. Those born in Croydon will argue that theirs is a borough with access to the green belt, excellent shopping and wide, pleasant streets, while the rest of the city flatly knows that Croydon is a soulless hole whose only redeeming feature is the novelty of the electric tram and a large DIY store with reasonable parking. Likewise, those from Hackney would contend that their borough is vibrant and exciting, instead of crime-ridden and depressed; those from Acton would argue that their suburb is peaceful and gentle instead of soul-destroyingly dull, samey and bleak; and the people of Amersham would proclaim that their town is the ideal combination of leafy politeness and speedy transport links instead of, clearly, the absolute end of the earth. However, no one, not one mind worthy of respect, could defend Willesden Junction as anything but an utter and irredeemable dump.

Cairo: the future city, the new metropole of plants cascading from solar-paneled roofs to tree-lined avenues with white washed facades abut careful restorations and integrated innovations all shining together in a chorus of new and old. Civil initiatives will soon find easy housing in the abandoned architectural prizes of Downtown, the river will be flooded with public transportation, the shaded spaces underneath bridges and flyovers will flower into common land connected by tramways to dignified schools and clean hospitals and eclectic bookshops and public parks humming with music in the evenings. The revolution has begun and people, every day, are supplanting the regime with their energy and initiative in this cement super colony that for decades of state failure has held itself together with a collective supraintelligence keeping it from collapse. Something here, in Cairo's combination of permanence and piety and proximity, bound people together.

If we look at the way an industrial producer creates new products, we see a long list of trials and errors and eventually improvement in quality at a lower cost. Urban policies and strategies, by contrast, often do not follow this logic; they are often repeated even when it is well known that they failed. For instance, policies like rent control, greenbelts, new light rail transports, among others, are constantly repeated in spite of a near consensus on their failure to achieve their objectives. A quantitative evaluation of the failure of these policies is usually well documented through special reports or academic papers; it is seldom produced internally by cities, however, and the information does not seem to reach urban decision makers. Only a systematic analysis of data through indicators allows urban policies to be improved over time and failing policies to be abandoned. But as Angus Deaton wrote: 'without data, anyone who does anything is free to claim success.

And how we burned in the camps later, thinking: What would things have been like if every Security operative, when he went out at night to make an arrest, had been uncertain whether he would return alive and had to say goodbye to his family? Or if, during periods of mass arrests, as for example in Leningrad, when they arrested a quarter of the entire city, people had not simply sat there, in their lairs, paling with terror at every bang of the downstairs door, and at every step on the staircase, but had understood they had nothing left to lose, and had boldly set up in the downstairs hall an ambush of half a dozen people with axes, hammers, pokers, or whatever else was at hand? … The Organs would very quickly have suffered a shortage of officers and transport and, notwithstanding all of Stalin’s thirst, the cursed machine would have ground to a halt! If. … If. … We didn’t love freedom enough. And even more - we had no awareness of the real situation. … We purely and simply deserved everything that happened afterward.

Urban planning is a scientific, aesthetic and orderly disposition of Land, Resources, Facilities and Services with a view of securing the Physical, Economic and Social Efficiency, Health and well-being of Urban Communities. As over the years the urban population of India has been increasing rapidly, this fast tread urbanization is pressurizing the existing infrastructure leading to a competition over scare resources in the cities. The objective of our organization is to develop effective ideas and inventions so that we could integrate in the development of competitive, compact, sustainable, inclusive and resilient cities in terms of land-use, environment, transportation and services to improve physical, social and economic environment of the cities. Focus Areas:- Built Environment Utilities Public Realm Urban planning and Redevelopment Urban Transport and Mobility Smart City AMRUT Solid Waste Management Master Plans Community Based Planning Architecture and Urban Design Institutional Capacity Building Geographic Information System Riverfront Development Local Area Planning ICT

Clark Air base in Angeles City is a hub of commerce. The streets teem with industrious Filipinos hustling to make a living. Rusty cars and trucks clog narrow streets and honk their horns with abandon. Jeepneys ferry passengers around town for only a few pesos and serve as public transportation. The jeepney is the official vehicle of the Philippines. Jeepneys are long, open-sided jeeps and have bench seats for passengers. The best jeepneys are very ornate, their hoods festooned with a multitude of fancy chrome horses and ornaments, multihued streamers, and hand-operated rubber-bulb horns. Safety standards are third-world-relaxed in the PI, and jeepney drivers casually smoke cigarettes while they sit with plastic containers of gasoline nestled between their feet. The clear plastic jugs have a tube that connects to the engine and serves as the jeepney’s improvised gas tank, making it easier for the driver to monitor and conserve fuel. Jeepneys are not the only transportation available. Small, sidecar-equipped motorcycles called tricycles, also serve as cheap taxis, crowding the streets near popular establishments. The alleys are lined with side-by-side food stalls, and street vendors occupy every corner.

Consider this oddly neglected fact: the West was acquired, conquested, and largely consolidated into the nation coincident with the greatest breakthrough in the history of human communication. The breakthrough was the telegraph. The great advances that followed it, the telephone, radio, television, and the Internet, were all elaborations on its essential contribution. The telegraph separated the person from the message. Before it, with a few exceptions such as a sephamore and carrier pigeons, information moved only as fast as people did. By the nineteenth century, people were certainly moving a lot faster, and indeed a second revolution, that of transportation, was equally critical in creating the West, but before the telegraph a message still had to move with a person, either as a document or in somebody’s head. The telegraph liberated information. Now it could travel virtually at the speed of light. The railroad carried people and things, including letters, ten to fifteen times faster than the next most rapid form of movement. The telegraph accelerated communication more than forty million times. A single dot of Morse code traveled from Kansas City to Denver faster than the click it produced moved from the receiver to the telegrapher’s eardrum.

I suggest you stand slowly and walk out with my men,” Zrakovi said, tapping a napkin against his lying, two-faced mouth and putting a twenty on the table to cover the drinks. “If you make a scene, innocent humans will be injured. I have a Blue Congress cleanup team in place, however, so if you want to fight in public and damage a few humans, knock yourself out. It will only add to your list of crimes.” I stood slowly, gritting my teeth when Squirrel Chin patted me down while feeling me up and making it look like a romantic moment. He’d been so busy feeling the naughty bits that he missed both Charlie, sitting in my bag next to my foot, and the dagger attached to my inner forearm. Idiot. Alex would never have been so sloppy. If Alex had patted me down, he’d have found not only the weapons but also the portable magic kit. From the corner of my eye, I saw a tourist taking mobile phone shots of us. He’d no doubt email them to all his friends back home with stories of those crazy New Orleanians and their public displays of affection. I considered pretending to faint, but I was too badly outnumbered for it to work. Like my friend Jean Lafitte, whose help I could use about now, I didn’t want to try something unless it had a reasonable chance at succeeding. I also didn’t want to pull Charlie out and risk humans getting hurt. “Walk out the door onto Chartres and turn straight toward the cathedral.” Zrakovi pulled his jacket aside enough for me to see a shoulder holster. I hadn’t even known the man could hold a gun, although for all I knew about guns it could be a water pistol. The walk to the cathedral transport was three very long city blocks. My best escape opportunity would be near Jackson Square. When the muscular goons tried to turn me left toward the cathedral, I’d try to break and run right toward the river, where I could get lost among the wharves and docks long enough to draw and power a transport. Of course in order to run, I’d have to get away from the clinch of Dreadlocks and Squirrel Chin. Charlie could take care of that. I slipped the messenger bag over my head slowly, and not even Zrakovi noticed the stick of wood protruding from the top by a couple of inches. Not to be redundant, but . . . idiots. None of us spoke as we proceeded down Chartres Street, where, to our south, the clouds continued to build. The wind had grown stronger and drier. The hurricane was sucking all the humidity out of the air, all the better to gain intensity. I hoped Zrakovi, a Bostonian, would enjoy his first storm. I hoped a live oak landed on his head.

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.

Nowadays people would likely make the journey to Balbec by motorcar, in the belief that it would be pleasanter. As we shall see, it would certainly be a truer way to travel, in a sense, given that one’s relationship to the various changes in the surface of the earth would be closer, more immediate. But the specific pleasure of traveling is not that it enables one to stop when tired or to stay somewhere along the way; it is that it can make the difference between departure and arrival not as unnoticeable as possible, but as profound as possible; it is that one can experience that difference in its entirety, as intact as it was in our mind when imagination transported us immediately from where we were living to where we yearned to be, in a leap that seemed miraculous less because it made us cover such a distance than because it linked two distinct personalities of place, taking us from one name to another name, a leap that is epitomized (more acutely than by a run in a motorcar, which allows you to get out where you like and thereby all but abolishes arrival) by the mysterious performance that used to be enacted in those special places, railway stations, which, though they are almost separate from the city, contain the essence of its individuality, as they bear its name on a signboard.

Russia’s biggest transport helicopters flew around the clock dropping a special polymer resin to seal radioactive dust to the ground. This prevented the dust from being kicked up by vehicles and inhaled, giving troops time to dig up the topsoil for extraction and burial. Construction workers laid new roads throughout the zone, allowing vehicles to move around without spreading radioactive particles.218 At certain distance limits, decontamination points, manned by police, intersected these roads. They came armed with dosimeters and a special cleaning spray to hose down any passing trucks, cars or armoured vehicles. Among the more drastic clean-up measures was bulldozing and burying the most contaminated villages, some of which had to be reburied two or three times.219 The thousands of buildings that were spared this fate - including the entire city of Pripyat - were painstakingly sprayed clean with chemicals, while new asphalt was laid on the streets. At Chernobyl itself, all the topsoil and roads were replaced. In total, 300,000m³ of earth was dug up and buried in pits, which were then covered over with concrete. The work took months. To make matters worse, each time it rained within 100km of the plant, new spots of heavy contamination appeared, brought down from the radioactive clouds above.

With its rapidly increasing population, religious and royal wars, Irish ethnic cleansing, and fear of rising crime, Britain excelled among the European imperial powers in shipping its people into bondage in distant lands. An original inspiration had flowed from small-scale shipments of Portuguese children to its Asian colonies before the Dutch supplanted the Portuguese as the world's premier long-range shippers. Vagrant minors, kidnapped persons, convicts, and indentured servants from the British Isles might labor under differing names in law and for longer or shorter terms in the Americas, but the harshness of their lives dictated that they be, in the worlds of Daniel Defoe, "more properly called slaves." First in Barbados, then in Jamaica, then in North America, notably in Virginia, Maryland, and Pennsylvania, bound Britons, Scots, and Irish furnished a crucial workforce in the Americas in the seventeenth and eighteenth centuries. In 1618, the City of London and the Virginia Company forged an agreement to transport vagrant children. London would pay £5 per head to the company for shipment on the Duty, hence the children's sobriquet "Duty boys." Supposedly bound for apprenticeship, these homeless children—a quarter of them girls—were then sold into field labor for twenty pounds of tobacco each.

The Netherlands capital of Amsterdam amsterdam cruise is a thriving metropolis and one from the world's popular cities. If you are planning a trip to the metropolis, but are unclear about what you should do presently there, why not possess a little fun and spend time learning about how it's stereotypically known for? How come they put on clogs? When was the wind mill first utilised there? In addition, be sure to include all your feels on your journey and taste the phenomenal cheeses along with smell the stunning tulips. It's really recommended that you stay in a city motel, Amsterdam is quite spread out and residing in hotels close to the city-centre allows for the easiest access to public transportation. Beyond the clichés So that you can know precisely why a stereotype exists it usually is important to discover its source. Clogs: The Dutch have already been wearing solid wood shoes, as well as "Klompen" as they are referred to, for approximately 700 years. They were originally made out of a timber sole along with a leather top or band tacked for the wood. Nevertheless, the shoes had been eventually created completely from wood to safeguard the whole base. Wooden shoe wearers state the shoes are usually warm during the cold months and cool during the warm months. The first guild associated with clog designers dates back to a number exceeding 1570 in Holland. When making blockages, both shoes of a set must be created from the same kind of timber, even the same side of a tree, in order that the wood will certainly shrink in the same charge. While most blocks today are produced by equipment, a few shoemakers are left and they normally set up store in vacationer areas near any city hotel. Amsterdam also offers a clog-making museum, Klompenmakerij De Zaanse Schans, that highlights your shoe's history and significance. Windmills: The first windmills have been demonstrated to have existed in Netherlands from about the year 1200. Today, there are eight leftover windmills in the capital. The most effective to visit is De Gooyer, which has been built in 1725 over the Nieuwevaart Canal. Their location in the east involving city's downtown area signifies it is readily available from any metropolis hotel. Amsterdam enjoys its beer and it actually has a brewery right on the doorstep to the wind generator. So if you are enjoying a historic site it's also possible to enjoy a scrumptious ice-cold beer - what more would you ask for? Mozerella: It's impossible to vacation to Amsterdam without sampling several of its wonderful cheeses. In accordance with the locals, probably the most flavourful cheeses are available at the Wegewijs Emporium. With over 50 international cheese and A hundred domestic parmesan cheesse, you will surely have a wide-variety to pick from.

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

The Funeral of Sarpedon Zeus is heavy with grief. Sarpedon is dead at Patroclus’ hands and, right now, the son of Menoetius and his Achaeans are setting out to steal the corpse and desecrate it. But Zeus will not allow it. He had left his beloved child alone and now he’s lost – for such the Law demanded. But at least he will honour him in death. Behold: he sends Phoebus down to the field with orders to care for the body. Phoebus lifts the hero’s corpse with reverence and pity, and bears him to the river. He washes away the blood and dust and closes the wounds, careful not to leave a scar; he pours balm of ambrosia over the body and clothes him in resplendent Olympian robes. He blanches the skin and with a comb of pearl straightens the raven-black hair. He lays him out, arranging the lovely limbs. The youth seems a king, a charioteer, twenty-five or twenty-six years old – relishing his moment of victory, with the swiftest stallions, upon a golden chariot in a grand competition. Phoebus, completing his assignment, calls on his two siblings, Sleep and Death, commanding them to carry the body to Lycia, land of riches. So the two brothers, Sleep and Death, set out on foot to transport the body to Lycia, land of riches. And at the door of the king’s palace they hand over the glorious body and return to their affairs. As they receive him into the palace they begin laments and tributes, processions and libations flowing from sacred vessels and everything that befits such a sad funeral; then skilled craftsmen from the city and artists well known for their work in marble arrive to fashion the tomb and the stele.

I built, of blocks, a town three hundred thousand strong, whose avenues were paved with a wine-colored rug and decorated by large leaves outlined inappropriately in orange, and on this leafage I'd often park my Tootsie Toy trucks, as if on pads of camouflage, waiting their deployment against catastrophes which included alien invasions, internal treachery, and world war. It was always my intention, and my conceit, to use up, in the town's construction, every toy I possessed: my electronic train, of course, the Lincoln Logs, old kindergarten blocks—their deeply incised letters always a problem—the Erector set, every lead soldier that would stand (broken ones were sent to the hospital), my impressive array of cars, motorcycles, tanks, and trucks—some with trailers, some transporting gas, some tows, some dumps—and my squadrons of planes, my fleet of ships, my big and little guns, an undersized group of parachute people (looking as if one should always imagine them high in the sky, hanging from threads), my silversided submarines, along with assorted RR signs, poles bearing flags, prefab houses with faces pasted in their windows, small boxes of a dozen variously useful kinds, strips of blue cloth for streams and rivers, and glass jars for town water towers, or, in a pinch, jails. In time, the armies, the citizens, even the streets would divide: loyalties, friendships, certainties, would be undermined, the city would be shaken by strife; and marbles would rain down from formerly friendly planes, steeples would topple onto cars, and shellfire would soon throw aggie holes through homes, soldiers would die accompanied by my groans, and ragged bands of refugees would flee toward mountain caves and other chairs and tables.

The Republic of Foo, our high-investment, intangible economy of the future, has significantly overhauled its land-use rules, particularly in major cities, making it easier to build housing and workplaces; at the same time, it invests significantly in the kind of infrastructure needed to make cities livable and convivial, in particular, effective transport and civic and cultural amenities, from museums to nightlife. In some cases, this involves rejecting big development plans that destroy existing places. It has faced political costs in making this change, especially from vested interests opposed to new development or gentrification, but the increased economic benefits of vibrant urban centers have provided enough incentive to tip the balance of power in favor of development. The cities of the Kingdom of Bar have chosen one of two unfortunate paths: in some cases, they have privileged continuity over dynamism in its towns—creating places like Oxford in the UK, which are beautiful and full of convivial public spaces, but where it is very hard to build anything, meaning few people can take advantage of the economic potential the place creates. Other cities resemble Houston, Texas, in the 1990s—a low-regulation paradise where an absence of planning laws keeps home and office prices low, but where the lack of walkable centers and convivial places makes it harder for intangibles to multiply. (To Houston’s credit, it has changed for the better in the last twenty years.) The worst of Bar’s cities fail in both regards, underinvesting in urban amenities and making it hard to build. In all three cases, the economic disadvantage of not having vibrant cities that can grow have become larger and larger as the importance of intangibles has increased.

About a month before the handover of sovereignty, Joshua Paul, a young CPA staffer, typed up a joke on his computer and sent it to a few friends in the palace. The recipients forwarded it to their friends, who did the same thing. In less than a week, almost everyone in the Green Zone had seen it. QUESTION: Why did the Iraqi chicken cross the road? CPA: The fact that the chicken crossed the road shows that decision-making authority has switched to the chicken in advance of the scheduled June 30th transition of power. From now on, the chicken is responsible for its own decisions. HALLIBURTON: We were asked to help the chicken cross the road. Given the inherent risk of road crossing and the rarity of chickens, this operation will only cost $326,004. SHIITE CLERIC MOQTADA AL-SADR: The chicken was a tool of the evil Coalition and will be killed. U.S. ARMY MILITARY POLICE: We were directed to prepare the chicken to cross the road. As part of these preparations, individual soldiers ran over the chicken repeatedly and then plucked the chicken. We deeply regret the occurrence of any chicken-rights violations. PESHMERGA: The chicken crossed the road, and will continue to cross the road, to show its independence and to transport the weapons it needs to defend itself. However, in the future, to avoid problems, the chicken will be called a duck, and will wear a plastic bill. AL-JAZEERA: The chicken was forced to cross the road multiple times at gunpoint by a large group of occupation soldiers, according to witnesses. The chicken was then fired upon intentionally, in yet another example of the abuse of innocent Iraqi chickens. CIA: We cannot confirm or deny any involvement in the chicken-road-crossing incident. TRANSLATORS: Chicken he cross street because bad she tangle regulation. Future chicken table against my request.

In my own mind I find that I can also classify highways advantageously as dominating, equal, or dominated. A dominating highway is one from which, as you drive along it, you are more conscious of the highway than of the country through which you are passing. Six-lane highways, and four-lane highways, particularly in flat country, give this impression. You see the highway itself, the traffic upon it, and the life that has grown up along it and is dependent upon it—all the world of service-stations and garages and restaurants and motor-courts. To many people, of whom I am one, parkways produce the same effect. Although esthetically beautiful, the artificial landscape on both sides of the parkway becomes part of the road itself, and is divorced from the countryside and from reality. The parkway by-passes towns, and therefore the motorist has no sense of actuality. A parkway is excellent at providing unimpeded transportation, and for allowing the city-dweller his escape, but when you drive along the parkway, you are not seeing the real United States of America. The dominated highway, on the contrary, is one which seems to be oppressed and to lose its own identity because of the surroundings through which it is passing. Highways are dominated when they pass along city streets. There is too much close by on either hand. There is too much local traffic that has not the slightest concern with the farther reaches of the highway. On the other hand, highways may be dominated when they are comparatively small roads passing through high mountains or vast plains. Again the highway becomes insignificant, and one's interest is pulled outward, away from it. In between, lies the equal highway, that one which seems to be an intimate and integral part of the countryside through which it is passing. On such a road there is a division of interest between one's focus upon the highway and its margin and upon the country back from the highway. . . .

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.

It is the very impersonal quality of urban life, which is lived among strangers, that accounts for intensified religious feeling. For in the village of old, religion was a natural extension of the daily traditions and routine of life among the extended family; but migrations to the city brought Muslims into the anonymity of slum existence, and to keep the family together and the young from drifting into crime, religion has had to be reinvented in starker, more ideological form. In this way states weaken, or at least have to yield somewhat, to new and sometimes extreme kinds of nationalism and religiosity advanced by urbanization. Thus, new communities take hold that transcend traditional geography, even as they make for spatial patterns of their own. Great changes in history often happen obscurely.10 A Eurasia and North Africa of vast, urban concentrations, overlapping missile ranges, and sensational global media will be one of constantly enraged crowds, fed by rumors and half-truths transported at the speed of light by satellite channels across the rimlands and heartland expanse, from one Third World city to another. Conversely, the crowd, empowered by social media like Twitter and Facebook, will also be fed by the very truth that autocratic rulers have denied it. The crowd will be key in a new era where the relief map will be darkened by densely packed megacities—the crowd being a large group of people who abandon their individuality in favor of an intoxicating collective symbol. Elias Canetti, the Bulgarian-born Spanish Jew and Nobel laureate in literature, became so transfixed and terrified at the mob violence over inflation that seized Frankfurt and Vienna between the two world wars that he devoted much of his life to studying the human herd in all its manifestations. The signal insight of his book Crowds and Power, published in 1960, was that we all yearn to be inside some sort of crowd, for in a crowd—or a mob, for that matter—there is shelter from danger and, by inference, from loneliness. Nationalism, extremism, the yearning for democracy are all the products of crowd formations and thus manifestations of seeking to escape from loneliness. It is loneliness, alleviated by Twitter and Facebook, that ultimately leads to the breakdown of traditional authority and the erection of new kinds.