Cities Transportation Quotes

We've searched our database for all the quotes and captions related to Cities Transportation. Here they are! All 200 of them:

You can't understand a city without using its public transportation system.
Erol Ozan
An advanced city is not a place where the poor move about in cars, rather it’s where even the rich use public transportation
Enrique Penalosa
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.
Aleksandr Solzhenitsyn (The Gulag Archipelago 1918–1956 (Abridged))
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.
Tracey Emin (Strangeland)
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.
Neil Gaiman (Neverwhere (London Below, #1))
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.
Meik Wiking (The Little Book of Lykke: Secrets of the World’s Happiest People)
We were born to move—not merely to be transported,
Charles Montgomery (Happy City: Transforming Our Lives Through Urban Design)
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.
Ivan Illich (Energy and Equity)
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.
Michael Ondaatje
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.
Colleen Oakley (Before I Go)
An advanced city is not one where poor people drive cars,” Peñalosa says, “but where rich people take public transportation.
Janette Sadik-Khan (Streetfight: Handbook for an Urban Revolution)
…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.
Obert Skye
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, 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.
Scott Snyder (Batman, Volume 4: Zero Year: Secret City)
If you are a pedestrian, you are not mechanical enough to be of priority to traffic engineers.
Archimedes Muzenda (Dystopia: How The Tyranny of Specialists Fragment African Cities)
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.
Caroline Criado Pérez (Invisible Women: Data Bias in a World Designed for Men)
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.
Haruki Murakami (After Dark)
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).
Gretchen Rubin (Better Than Before: Mastering the Habits of Our Everyday Lives)
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.
Matt Mikalatos (The Crescent Stone (The Sunlit Lands #1))
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.
Dean Koontz (The City)
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.
Erik Larson (The Devil in the White City)
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.
Haruki Murakami (After the Quake)
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.
Alain de Botton (Status Anxiety)
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.
Neil Gaiman (Neverwhere)
A brick could be used to simulate a war opponent. Especially if your nemesis is paraplegic and without transportation.

Jarod Kintz (Brick and Blanket Test in Brick City (Ocala) Florida)
It was an odd habit, I thought, this insistence on driving a car in cities with public transportation.
Sujata Massey (The Pearl Diver: A Novel (Rei Shimura Mysteries Book 7))
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
Chris Wright (Worker Cooperatives and Revolution: History and Possibilities in the United States)
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.
Elly Blue (Bikenomics: How Bicycling Can Save The Economy)
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.
Tom McDonough (The Situationists and the City: A Reader)
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.
Ta-Nehisi Coates (Between the World and Me)
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!
Hugh Ferriss (The Metropolis of Tomorrow)
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.
Susan Choi (Trust Exercise)
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.
Amrita Mahale (Milk Teeth)
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.
Mark Twight (Kiss or Kill: Confessions of a Serial Climber)
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.
Ross King (The Judgment of Paris: The Revolutionary Decade that Gave the World Impressionism)
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.
Scott Stabile
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.
Erik Larson (The Devil in the White City)
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.
Jim Holt (When Einstein Walked with Gödel: Excursions to the Edge of Thought)
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.
Samuel I. Schwartz (Street Smart: The Rise of Cities and the Fall of Cars)
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.
Dean Koontz (The City (The City, #1))
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.
Samuel I. Schwartz (Street Smart: The Rise of Cities and the Fall of Cars)
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.
Jane Jacobs (The Death and Life of Great American Cities)
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.
Stephen Birmingham (Life at the Dakota: New York's Most Unusual Address)
* 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.
Taras Grescoe (Straphanger: Saving Our Cities and Ourselves from the Automobile)
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.
Marie Rutkoski (The Winner's Curse (The Winner's Trilogy, #1))
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.
V.S. Naipaul
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.
S.A. Chakraborty (The City of Brass (The Daevabad Trilogy, #1))
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.
Sherman Alexie (Indian Killer)
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.
Max Lucado (He Chose the Nails: What God Did to Win Your Heart)
The Saudis considered the petroleum under their soil a gift from God, but accessing its value laid within man’s capacity. Until the Saudis developed the capabilities themselves, they would simply import the human capital they needed to make that petroleum valuable. This meant importing Aramco to run the oil industry, IBI and, later, other companies to build modern cities and transportation, and even American financial advisors to create a modern banking system. The trick was to buy what they did not have from the outside, and then to make it their own.
Ellen R. Wald (Saudi, Inc.: The Arabian Kingdom's Pursuit of Profit and Power)
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.)
Aleksandr Solzhenitsyn (The Gulag Archipelago, 1918 - 1956: An Experiment in Literary Investigation, Books I-II)
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.
Emma Hart (Dirty Little Rendezvous (The Burke Brothers, #5))
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.
William F. Sine (Guardian Angel: Life and Death Adventures with Pararescue, the World's Most Powerful Commando Rescue Force)
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.
Kurt Vonnegut Jr. (Breakfast of Champions)
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
Yuval Noah Harari (Sapiens: A Brief History of Humankind)
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
Yuval Noah Harari (Sapiens: A Brief History of Humankind)
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).
Gretchen Rubin (Better Than Before: Mastering the Habits of Our Everyday Lives)
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
Katharine Kerr (A Time of Omens (Deverry, #6; The Westlands, #2))
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.
Miklós Nyiszli (Auschwitz: A Doctor's Eyewitness Account)
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.
William H. Gass (The Tunnel)
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.
Pyotr Kropotkin (The Conquest of Bread (The Kropotkin Collection Book 1))
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.
Richard Rhodes (Making of the Atomic Bomb)
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.
Kate Griffin (The Minority Council (Matthew Swift, #4))
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.
Omar Robert Hamilton (The City Always Wins)
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.
Alain Bertaud (Order Without Design: How Markets Shape Cities)
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.
Jeanine Cummins (American Dirt)
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
Citiyano De Solutions Pvt. Ltd.
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.
Richard Rothstein (The Color of Law: A Forgotten History of How Our Government Segregated America)
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.
Douglas Murray (The Strange Death of Europe: Immigration, Identity, Islam)
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.
Elliott West (The Essential West: Collected Essays)
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.
Suzanne Johnson (Belle Chasse (Sentinels of New Orleans #5))
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.
Step Into the Stereotypes of Amsterdam
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.
Zachary M. Schrag (The Great Society Subway: A History of the Washington Metro)
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.
Rajiv Chandrasekaran (Imperial Life in the Emerald City: Inside Iraq's Green Zone)
Lasante Health Pvt Ltd a leading Service provider for Ambulance service has opening a new branch in Gorakhpur, Utter Pradesh in next week .Lasante Healthcare are commited to deliver great care that people live healthy, rewarding and great lives. LASANTE HEALTHCARE is dedicating to provide quality medical facilities in the pre-hospital, hospital and post hospital setting in emergency and non-emergency conditions. Cost of air ambulance is very high but Lasante Air Ambulance is providing best air ambulance services in India and medical air transportation at very cheap rate comparison to others. We provide Basic and Advanced Life support Road ambulances. The application and choice in brief is highlighted below: Basic Life Support (BLS) Ambulance Transportation A basic life support (BLS) ambulance is one that provides transportation plus the equipment and staff needed for such basic services as control of bleeding, splinting fracture, treatment for shock .All the ambulance that we provide are designed and equipped to respond to medical emergencies and, in non- emergency situations and are capable of transporting beneficiaries with acute medical conditions. At lest, the ambulance would contain a stretcher, linens, emergency medical supplies, oxygen equipment, and other lifesaving emergency medical equipment and be equipped with emergency warning lights, sirens, and telecommunications equipment. This includes at a minimum, one two- day voice radio or wireless telephone. BLS ambulances are staffed by at least two persons, one of whom is certified as experienced nurse paramedic. These ambulances are best suited for General patients transport. Transport to local hospital for Radiology and Radiation appointment. Hospital discharges Visit to physiotherapy and Dialysis appointment. Advanced Life Support (ALS) Ambulance Transportation The Advanced life support (ALS) ambulance transportation would meet the same criteria as basic life support (BLS) with the following additional facilities. The ALS vehicles have specialized life sustaining equipment and include, at least, one two- way voice radio or wireless telephone. Typical use of this type of ambulance are mobile coronary care units and other ambulances that are appropriately equipped and staffed with personnel trained and authorized to administer intravenous therapy, provide anti-shock trousers, establish and maintain a patient's airway, defibrillate the heart, stabilize pneumothorax conditions and perform other advanced life support, procedures or services such as cardiac (ECG) monitoring, Intubations and ventilation. These ambulances can transport ventilator- supported patients on long distances. The Emergency physician on board are trained who are usually working in the city’s ICU and Emergency department and are adequately experienced to handle all kinds of Emergency conditions. These ambulances are recommended for transportation of : 1 Cardiac Emergencies: Acute Myocardial infarction, unstable Angina and otherwise stable cardiac patients from one hospital to the other for procedural help/better care to higher centers. 2 Critically ill patients: These patients are usually ventilator supported, septicemic, multi-organ failure and on various life support equipment. These patients need to be transported for investigations such as CT scan, MRI scan, VQ scan, and life saving surgeries to tertiary care centers or specialized centers. This kind of transport facilities are provided on bed-to-bed transport basis. This can be within the city ICU's or from one city to the other, where better/advanced facilities are available. These ambulances are fitted with state of the art pre hospital medical equipment almost identical to the Hospital ICU's.
Paul Josh
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. . . .
George R. Stewart (U.S. 40: Cross Section of the United States of America)
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.
Zachary M. Schrag (The Great Society Subway: A History of the Washington Metro)
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.
Robert D. Kaplan (The Revenge of Geography: What the Map Tells Us About Coming Conflicts and the Battle Against Fate)
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.
Robert A. Caro (The Power Broker: Robert Moses and the Fall of New York)
She spoke so passionately that some of the Historians believed her, even the ones like Dr. Karuna who had been passed over for promotion when Crome put Valentine in charge of their Guild. As for Bevis Pod, he watched her with shining eyes, filled with a feeling that he couldn’t even name; something that they had never taught him about in the Learning Labs. It made him shiver all over. Pomeroy was the first to speak. “I hope you’re right, Miss Valentine,” he said. “Because he is the only man who can hope to challenge the Lord Mayor. We must wait for his return.” “But …” “In the meantime, we have agreed to keep Mr. Pod safe, here at the Museum. He can sleep up in the old Transport Gallery, and help Dr. Nancarrow catalogue the art collection, and if the Engineers come hunting for him we’ll find a hiding place. It isn’t much of a blow against Crome, I know. But please understand, Katherine: We are old, and frightened, and there really is nothing more that we can do.” The world was changing. That was nothing new, of course; the first thing an Apprentice Historian learned was that the world was always changing, but now it was changing so fast that you could actually see it happening. Looking down from the flight deck of the Jenny Haniver, Tom saw the wide plains of the eastern Hunting Ground speckled with speeding towns, spurred into flight by whatever it was that had bruised the northern sky, heading away from it as fast as their tracks or wheels could carry them, too preoccupied to try and catch one another. “MEDUSA,” he heard Miss Fang whisper to herself, staring toward the far-off, flame-flecked smoke. “What is a MEDUSA?” asked Hester. “You know something, don’t you? About what my mum and dad were killed for?” “I’m afraid not,” the aviatrix replied. “I wish I did. But I heard the name once. Six years ago another League agent managed to get into London, posing as a crewman on a licensed airship. He had heard something that must have intrigued him, but we never learned what it was. The League had only one message from him, just two words: Beware MEDUSA. The Engineers caught him and killed him.” “How do you know?” asked Tom. “Because they sent us back his head,” said Miss Fang. “Cash on Delivery.” That evening she set the Jenny Haniver down on one of the fleeing towns, a respectable four-decker called Peripatetiapolis that was steering south to lair in the mountains beyond the Sea of Khazak. At the air-harbor there they heard more news of what had happened to Panzerstadt-Bayreuth. “I saw it!” said an aviator. “I was a hundred miles away, but I still saw it. A tongue of fire, reaching out from London’s Top Tier and bringing death to everything
Philip Reeve (Mortal Engines (The Hungry City Chronicles, #1))
Uber insisted its app-based taxi service would continue in Germany, despite a court in Frankfurt imposing the first countrywide ban on the firm for contravening transport laws. Although it operates in 170 cities around the world, Uber has been targeted by regulators in Europe and America over passenger safety and insurance issues in cases that are often lodged by more conventional taxi operators.
Targeted transportation options like Bridj are designed to take cars off the road. Investors, at least, see the potential; Bridj just announced it raised $4 million in funding . And the company is poised to get permits it needed from Boston and Brookline without any opposition. (A hearing on the license in Cambridge is expected next month.) It’s reasonable for city governments to keep tabs on any disruptions that new apps create. While the Boston City Council’s move to ban the parking app Haystack was at best premature, fears that the app might encourage churlish behavior were well-placed. Occasional problems experienced by users of Airbnb, the online home-rental marketplace that the Boston council plans to tackle in an upcoming hearing, deserve a close look.
We have sought to read Revelation less as a coded text to be interpreted, and more as a text that imposed a Christ-centered interpretation upon the everyday activities, landscapes, and stories encountered by the members of the seven congregations addressed by John in their setting. Having entered the larger picture and the re-picturing of the cosmos as John’s Apocalypse was read aloud to the gathered assembly, the hearers are changed, as is their everyday world, which they see anew as but a part of a broader reality that puts the everyday world into a different perspective. The voyeuristic experience of entering into John’s encounter with the unseen world—and looking back from there upon the landscape of the visible world—provides a religious experience that disposes hearers indeed to “keep the words of this prophecy” (Rev 22:7) as they return to the normal world where they will hear the Christian prophetess “Jezebel” try to defend her position, encounter further propaganda about the emperor and Roma Aeterna, watch goods being transported to ports for transit by ship to Rome, try to engage in their business activities again, and encounter the other everyday realities of their cities. But
David A. deSilva (Unholy Allegiances: Heeding Revelation's Warning)
Lyft's arguments are a disingenuous attempt to disguise old-fashioned lawbreaking that jeopardizes public safety," Messrs. Schneiderman and Lawsky said in a news release. Lyft launched earlier this year in Buffalo and Rochester. The company said it is filling a transportation gap by allowing car owners to give rides in exchange for suggested donations. Officials in Mr. Schneiderman's office said the court ordered a halt to Lyft's planned launch in New York City on Friday but didn't prevent the service from continuing in Buffalo and Rochester. Lyft, however, said the judge didn't issue a restraining order, calling Messrs. Schneiderman and Lawksy's characterization of the court's action "a deliberate misstatement." The TLC also sought a restraining order against Lyft. Officials said a court hearing is scheduled for Monday.
In the first stage, the city is proposing to begin reviewing a zoning change for what it is calling the Vanderbilt corridor, from 42nd to 47th Streets along Vanderbilt Avenue. If approved, developers would be allowed to build taller and larger buildings than currently permitted in exchange for substantive transportation improvements.
On the one hand,moving large companies to the countryside may reduce the tax revenue of the city government. On the other hand ,this measure can effectively relieve the pressure on the urban transport system.
lost more than the Greeks, and much were the Greeks rejoiced thereat. And some there were who drew back from the assault, with the ships in which they were. And some remained with their ships at anchor so near to the city that from either side they shot at one another with petraries and mangonels. Then, at vesper time, those of the host and the Doge of Venice called together a parliament, and assembled in a church on the other side of the straits-on the side where they had been quartered. There were many opinions given and discussed; and much were those of the host moved for the mischief that had that day befallen them. And many advised that they should attack the city on another side the side where it was not so well fortified. But the Venetians, who had fuller knowledge of the sea, said that if they went to that other side, the current would carry them down the straits, and that they would be unable to stop their ships. And you must know that there were those who would have been well pleased if the current had home them down the straits, or the wind, they cared not whither, so long -as they left that land behind, and went on their way. Nor is this to be wondered at, for they were in sore peril. Enough was there spoken, this way and in that; but the conclusion of their deliberation was this: that they would repair and refit on the following day, which was Saturday, and during the whole of Sunday, and that on the Monday they would return to the assault; and they devised further that the ships that carried the scaling ladders should be 61 bound together, two and two, so that two ships should be in case to attack one tower; for they had perceived that day how only one ship had attacked each tower, and that this had been too heavy a task for the ship, seeing that those in the tower were more in number than those on the ladder. For this reason was it well seen that two ships would attack each tower with greater effect than one. As had been settled, so was it done, and they waited thus during the Saturday and Sunday. THE CRUSADERS TAKE A PART OF THE CITY Before the assault the Emperor Mourzuphles had come to encamp, with all his power, in an open space, and had there pitched his scarlet tents. Thus matters remained till the Monday morning, when those on the ships, transports, and galleys were all armed. And those of the city stood in much less fear of them than they did at the beginning, and were in such good spirits that on the walls and towers you could see nothing but people. Then began an assault proud and marvellous, and every ship went straight before it to the attack. The noise of the battle was so great that it seemed to read the earth. Thus did the assault last for a long while, till our Lord raised a wind called Boreas which drove the ships and vessels further up on to the shore. And two ships that were bound together, of which the one was called the Pilgrim and the other the Paradise,
Geoffroi de Villehardouin (Memoirs or Chronicle of the Fourth Crusade and the Conquest of Constantinople)
Congress also saw how Ronan and his contemporaries stretched the truth in order to obtain federal funding for their rail projects. In 1989, a US Department of Transportation researcher, Don Pickrell, meticulously compared project sponsors’ initial forecasts with the actual costs and benefits of projects after they were completed. Pickrell found that transit agencies grossly overestimated the number of passengers their proposed rail lines would carry. In fact, nearly all recently built projects were carrying less than half the number of forecasted riders. Likewise, nearly all the projects cost more than expected. Because of this, the 1991 federal transportation law that authorized about $800 million per year for large transit projects mandated a rigorous review process to evaluate the cost effectiveness of proposed projects.16
Philip Mark Plotch (Last Subway: The Long Wait for the Next Train in New York City)
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.
Marcel Proust (In the Shadow of Young Girls in Flower)
Cuomo and de Blasio also agreed to cut $3 billion from the capital program and reduce funding for the second phase of the Second Avenue subway from $1.5 billion to $500 million. In October 2015, the MTA board approved a revised capital program. The Second Avenue subway advocates, however, still had some political clout. At a rally on 96th Street, a coalition—including city council members, state legislators, contractors, the Regional Plan Association president, the city comptroller, the Manhattan borough president, environmentalists, and labor unions—urged the MTA to restore the $1 billion that was cut from the project’s second phase. They were afraid the MTA would abandon future phases after it opened the stations at 72nd Street, 86th Street, and 96th Street. Extending the subway to East Harlem had become an issue not only of transportation but of environmental justice, with the funding cut seen as a slap in the face to East Harlem’s predominantly Hispanic community.18 State legislators all across the city understood the need to relieve crowding on the Lexington Avenue line, according to Assemblyman Brennan. He said, “The concept of abandoning the Second Avenue subway, especially for the Manhattan delegation, was not even discussable, not even conceivable.” Even though the mayor had agreed with the governor in private to cut funding for the second phase, de Blasio joined all of Manhattan’s elected officials in criticizing the MTA.19 Behind
Philip Mark Plotch (Last Subway: The Long Wait for the Next Train in New York City)
But epidemic diseases are an ineluctable part of the human condition, and modernity, with its vast population, teeming cities, and rapid means of transport between them, guarantees that the infectious diseases that afflict one country have the potential to affect all. The public health disaster of West Africa was founded on the failure to make decisions regarding health from the perspective of the sustainable welfare of the human species as a whole rather than the unsustainable interests of individual nations.
Frank M. Snowden III (Epidemics and Society: From the Black Death to the Present)
This includes states, towns, cities, counties, school districts, hospitals, transportation authorities, universities and colleges, housing projects, road and highway authorities, water districts, and power districts.
James Tower (Income for Life Muni Bond Secrets - 149 “Under the Radar” Municipal Bond Funds and ETFs Producing Monster Yields)
A transit advocate, Theodore Kheel, wrote in New York magazine that “for decades, New York City’s subways were neglected by the people who managed them, despised by the people who worked them, and, God knows, unloved by the people who had to use them.” Pointing to the prospects of the Second Avenue subway, gasoline rationing, stricter air quality controls, and more federal mass transportation aid, he claimed, “Thanks to an extraordinary accident of history, a coincidence of forces no one could have foreseen, all that seems now to be changing, literally before our eyes.” Kheel was wrong about the subways having hit rock bottom and gasoline rationing being imminent, but he did predict that New York would beat out Los Angeles and other US cities because “the city with the best public transportation system is going to be the one most likely to thrive in the future.
Philip Mark Plotch (Last Subway: The Long Wait for the Next Train in New York City)
In March, Koch threatened to stop Westway if the state did not provide funding to protect the fare at the same time that it passed an MTA capital program. That was not an idle threat, since federal officials did not want to be caught in the middle of a local battle. The US Department of Transportation had clearly stated that federal funds for Westway would be awarded only if both state and city officials agreed that it should be built. In response, the governor told reporters that Westway would be built and that he was not planning on meeting with the mayor to discuss the issue. He said, “If the mayor wants to come to a meeting, tell him to bring money.” Deputy Mayor Bobby Wagner pointed out that “traditionally the politics of mass transit brings out the worst in public officials.”60
Philip Mark Plotch (Last Subway: The Long Wait for the Next Train in New York City)
Born in Brooklyn and raised on Long Island, Caemmerer was an important advocate for improving public transportation in both the city and its suburbs. Growing up, he had taken the Long Island Rail Road to his high school in Manhattan, and as state senator he represented thousands of railroad riders. When Caemmerer first started calling for transit operating subsidies in the 1960s, his Republican colleagues were appalled by what they considered to be his “socialist” position. He emphasized the subway’s importance by referring to it as the second-largest single public investment ever made by Americans, eclipsed only by the Panama Canal.
Philip Mark Plotch (Last Subway: The Long Wait for the Next Train in New York City)
Ravitch was hoping to change the public debate so that the media reported on the transportation network’s long-term needs rather than just its short-term financial woes. That would help him generate support for his plan to restore and then perpetually maintain the MTA’s physical network. Ravitch’s detailed list of needs and financing ideas gave his plan credibility. Now all he had to do was gain approval from the governor, mayor, state assembly, state senate, US House of Representatives, US Senate, and US president. Not exactly a walk in the park.
Philip Mark Plotch (Last Subway: The Long Wait for the Next Train in New York City)
After the Second and Third Avenue Els were torn down, East Side property owners had prospered as brownstones, loft buildings, and tenements were replaced by high-rise offices and apartment buildings. The area east of Central Park between 59th and 96th Streets, known as the Upper East Side, became home to fashionable boutiques, luxury restaurants, and expensive furniture houses. With thousands of well-educated young professionals moving there, the neighborhood contained the greatest concentration of single people in the entire country.3 Even though the number of cars registered in the United States grew by 47 percent in the 1950s, New York City’s economy still relied on the subway in the early 1960s. During the 8:00 to 9:00 a.m. rush hour, 72 percent of the people entering the CBD traveled by subway, which could move people far more efficiently than automobiles. Each subway car could carry approximately one hundred people, and a ten-car train could accommodate a thousand. Since trains could operate every two minutes, each track could carry thirty thousand people per hour. By comparison, one lane of a highway could carry only about two thousand cars in an hour.4 Although Manhattan and the region were dependent on the rail transit system, 750,000 cars and trucks were entering the CBD on a typical weekday, three times more than had been the case thirty years earlier. Many New Yorkers expected the city to accommodate the growing number of cars. For example, the Greater New York Safety Council’s transportation division claimed that Americans had a fundamental freedom to drive, and that it was the city’s obligation to accommodate drivers by building more parking spaces in Manhattan. The members argued that without more parking, Manhattan would not be able to continue its role as the region’s CBD because a growing number of suburbanites were so highly conditioned to using their cars.5 In
Philip Mark Plotch (Last Subway: The Long Wait for the Next Train in New York City)
After the MTA released its $14.4 billion plan in November 1980, a governor’s aide told Ravitch that Carey was not interested in entertaining a fare hike or a tax package for the MTA. Carey preferred holding down the fare rather than financing a multibillion-dollar capital program. The governor also saw Ravitch’s proposal as a threat to Westway. A coalition of thirty-seven civic and environmental groups had filed suit in federal court to stop the highway project. They wanted the state to take the federal transportation funds designated for the project and use them for transit improvements instead. If Carey admitted that the transit system was underfunded and starved for capital, it would have played into the hands of the Westway opponents.48 Faced with resistance in Albany, Ravitch began a lobbying effort that no state official other than Robert Moses at the height of his powers could have undertaken. He started by pleading with the governor and his staff, explaining that without new sources of revenue he would have to dramatically raise the fare. Then he took his case directly to the public. Rather than minimizing the transit system’s problems, Ravitch made sure that reporters learned about all the delays and breakdowns occurring in MTA facilities. He visited editorial boards and told them, “If you don’t pay attention, the politicians won’t.” He talked to every reporter who called. Unlike his predecessors, he admitted that the MTA’s services, particularly during peak hours, were “deteriorating at an accelerated rate.” The newspapers, he said, were “my shield and my sword.
Philip Mark Plotch (Last Subway: The Long Wait for the Next Train in New York City)
The permanence of my impermanence. I stand in possession of it. I stand before him at the entrance to a subway station, in possession of nothing but myself. Myself is everything, I want to tell him. But to him it is nothing, because that's how he feels about himself right now. He is alone, and so he is nothing. How do I explain to him that what applies to him does not apply to me? His context is not my context. How do you blow up the bus you've been forced to ride your entire life? It wasn't your fault there were no other means of transportation available.
Jami Attenberg (All Grown Up)
By the turn of the century, the electric streetcar had largely replaced the use of horses in public transportation. The animals continued to serve for general hauling, merchandise delivery, and small-scale energy generation. In fact, their urban numbers actually increased.32 Only the development of the internal combustion engine and its application to power the truck and the automobile across the years 1900 to 1915 replaced the city horse with mechanical transportation.
Richard Rhodes (Energy: A Human History)
For Europe, as for other civilized lands, infections by familiar epidemic disease surely became more frequent, at least in the major ports and at other foci of communication; but infections that returned at more and more frequent intervals became, by necessity, childhood diseases. Older persons would have acquired suitably high and repeatedly reinforced levels of immunity through prior exposures. Thus by a paradox that is only apparent, the more diseased a community, the less destructive its epidemics become. Even very high rates of infant mortality were relatively easily borne. The costs of giving birth and rearing another child to replace one that had died were slight compared to the losses involved in massive adult mortality of the sort that epidemics attacking a population at infrequent intervals inevitably produce. Consequently, the tighter the communications net binding each part of Europe to the rest of the world, the smaller became the likelihood of really devastating disease encounter. Only genetic mutation of a disease-causing organism, or a new transfer of parasites from some other host to human beings offered the possibility of devastating epidemic when world transport and communications had attained a sufficient intimacy to assure frequent circulation of all established human diseases among the civilized populations of the world. Between 1500 and about 1700 this is what seems in fact to have occurred. Devastating epidemics of the sort that had raged so dramatically in Europe's cities between 1346 and the mid-seventeenth century tapered off toward the status of childhood diseases, or else, as in the case of both plague and malaria, notably reduced the geographic range of their incidence. The result of such systematic lightening of the microparasitic drain upon European populations (especially in northwestern Europe where both plague and malaria had about disappeared by the close of the seventeenth century) was, of course, to unleash the possibility of systematic growth. This was, however, only a possibility, since any substantial local growth quickly brought on new problems: in particular, problems of food supply, water supply, and intensification of other infections in cities that had outgrown older systems of waste disposal. After 1600 these factors began to affect European populations significantly, and their effective solution did not come before the eighteenth century - or later. All the same, the changing pattern of epidemic infection was and remains a fundamental landmark in human ecology that deserves more attention than it has ordinarily received. On the time scale of world history, indeed we should view the 'domestication' of epidemic disease that occurred between 1300 and 1700 as a fundamental breakthrough, directly resulting from the two great transportation revolutions of that age - one by land, initiated by the Mongols, and one by sea, initiated by Europeans.
William H. McNeill (Plagues and Peoples)
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.
Caroline Criado Pérez (Invisible Women: Data Bias in a World Designed for Men)
In the weeks afterward, as part of its investigation, the National Transportation Safety Board placed experienced crews in simulators and re-created the conditions faced by Flight 232 at the moment it lost all hydraulics. The simulation was run twenty-eight times. All twenty-eight times, the planes crashed, spiraling to the ground without getting close to Sioux City. All of which underlines a strange truth. The crew of Flight 232 succeeded not because of their individual skills but because they were able to combine those skills into a greater intelligence. They demonstrated that a series of small, humble exchanges—Anybody have any ideas? Tell me what you want, and I’ll help you—can unlock a group’s ability to perform. The key, as we’re about to learn, involves the willingness to perform a certain behavior that goes against our every instinct: sharing vulnerability.
Daniel Coyle (The Culture Code: The Secrets of Highly Successful Groups)
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
Shane O'Mara (In Praise of Walking: A New Scientific Exploration)
The point is that the overwhelming energy cost associated with food is not in the food itself (the 2,000 food calories a day per person) but in its production, transportation, distribution, and marketing through the supply chain from farms to stores to your house and ultimately to your mouth.
Geoffrey West (Scale: The Universal Laws of Growth, Innovation, Sustainability, and the Pace of Life, in Organisms, Cities, Economies, and Companies)
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.
Constantinos P. Cavafy (Selected Poems)
They basked in the sweet-scented breeze, and felt the sunshine warming their bare heads. Petals drifted from the gnarled apple and cherry trees, creating a pretty storm, like confetti. They lay together in the grass, watching a beetle trundling through the blades, its clumsy movements reminiscent of the soldiers' giant transport trucks. Birdsong filled the air, horse buses clopped through the street, and somewhere along the city docks, a ship's whistle blew. When it was time to go home, they packed everything into the basket and walked together, their clasped hands swinging between them. Annalise loved these perfect days with her mother, when the air was warm and the tulips and daffodils were coming up.
Susan Wiggs (The Apple Orchard (Bella Vista Chronicles, #1))
When she emerged a while later, as fresh as she could get using only the washbasin and her hands, she understood one thing with perfect clarity. There was no way—no way in any realm of Hell—that she was going to bring those slaves to Rifthold. Rolfe could keep them for all she cared, but she wouldn’t be the one to transport them to the capital city. That meant she had two days to figure out how to ruin Arobynn and Rolfe’s deal. And find a way to come out of it alive.
Sarah J. Maas (The Assassin's Blade (Throne of Glass, #0.1-0.5))
In 1863, as Havana continued to grow, the need for expansion prompted the removal of the city walls. The Ten Years’ War ended with a cease fire from Spain. However, it was followed by the Cuban War of Independence, which lasted from 1895 until 1898 and prompted intervention by the United States. The American occupation of Cuba lasted until 1902. After Cuban Independence came into being, another period of expansion in Havana followed, leading to the construction of beautiful apartment buildings for the new middle class and mansions for the wealthy. During the 1920’s, Cuba developed the largest middle class per total population in all of Latin America, necessitating additional accommodations and amenities in the capital city. As ships and airplanes provided reliable transportation, visitors saw Havana as a refuge from the colder cities in the North. To accommodate the tourists, luxury hotels, including the Hotel Nacional and the Habana Riviera, were built. In the 1950’s gambling and prostitution became widespread and the city became the new playground of the Americas, bringing in more income than Las Vegas. Now that Cuba senses an end to the embargo and hopes to cultivate a new relationship with the United States, construction in Havana has taken on a new sense of urgency. Expecting that Havana will once again become a tourist destination, the French construction group “Bouygues” is busy building Havana's newest luxury hotel. This past June Starwood’s mid-market Four Points Havana, became the first U.S. hotel, owned by Marriott, to open in Cuba. The historic Manzana de Gómez building which was once Cuba's first European-style shopping arcade has now been transformed into the Swiss based Manzana Kempinski, Gran Hotel, La Habana. It has now become Cuba's first new 5-Star Hotel! Spanish resort hotels dot the beaches east of Havana and China is expected to build 108,000 new hotel rooms for the largest tourist facility in the Caribbean. On the other end of the spectrum is the 14 room Hotel Terral whch has a prime spot on the Malecón.
Hank Bracker
As Delegate of San Francisco, what should you do with these people? I think the answer is clear: alternative energy. Since wards are liabilities, there is no business case for retaining them in their present, ambulatory form. Therefore, the most profitable disposition for this dubious form of capital is to convert them into biodiesel, which can help power the Muni buses. Okay, just kidding. This is the sort of naive Randian thinking which appeals instantly to a geek like me, but of course has nothing to do with real life. The trouble with the biodiesel solution is that no one would want to live in a city whose public transportation was fueled, even just partly, by the distilled remains of its late underclass.
Mencius Moldbug (Patchwork: A Political System for the 21st Century)
Whites impose these rules on themselves because they know blacks, in particular, are so quick to take offense. Radio host Dennis Prager was surprised to learn that a firm that runs focus groups on radio talk shows excludes blacks from such groups. It had discovered that almost no whites are willing to disagree with a black. As soon as a black person voiced an opinion, whites agreed, whatever they really thought. When Mr. Prager asked his listening audience about this, whites called in from around the country to say they were afraid to disagree with a black person for fear of being thought racist. Attempts at sensitivity can go wrong. In 2009, there were complaints from minority staff in the Delaware Department of Transportation about insensitive language, so the department head, Carolann Wicks, distributed a newsletter describing behavior and language she considered unacceptable. Minorities were so offended that the newsletter spelled out the words whites were not supposed to use that the department had to recall and destroy the newsletter. The effort whites put into observing racial etiquette has been demonstrated in the laboratory. In experiments at Tufts University and Harvard Business School, a white subject was paired with a partner, and each was given 30 photographs of faces that varied by race, sex, and background color. They were then supposed to identify one of the 30 faces by asking as few yes-or-no questions as possible. Asking about race was clearly a good way to narrow down the possibilities —whites did not hesitate to use that strategy when their partner was white—but only 10 percent could bring themselves to mention race if their partner was black. They were afraid to admit that they even noticed race. When the same experiment was done with children, even white 10- and 11-year olds avoided mentioning race, though younger children were less inhibited. Because they were afraid to identify people by race if the partner was black, older children performed worse on the test than younger children. “This result is fascinating because it shows that children as young as 10 feel the need to try to avoid appearing prejudiced, even if doing so leads them to perform poorly on a basic cognitive test,” said Kristin Pauker, a PhD candidate at Tufts who co-authored the study. During Barack Obama’s campaign for President, Duke University sociologist Eduardo Bonilla-Silva asked the white students in his class to raise their hands if they had a black friend on campus. All did so. At the time, blacks were about 10 percent of the student body, so for every white to have a black friend, every black must have had an average of eight or nine white friends. However, when Prof. Bonilla-Silva asked the blacks in the class if they had white friends none raised his hand. One hesitates to say the whites were lying, but there would be deep disapproval of any who admitted to having no black friends, whereas there was no pressure on blacks to claim they had white friends. Nor is there the same pressure on blacks when they talk insultingly about whites. Claire Mack is a former mayor and city council member of San Mateo, California. In a 2006 newspaper interview, she complained that too many guests on television talk shows were “wrinkled-ass white men.” No one asked her to apologize. Daisy Lynum, a black commissioner of the city of Orlando, Florida, angered the city’s police when she complained that a “white boy” officer had pulled her son over for a traffic stop. She refused to apologize, saying, “That is how I talk and I don’t plan to change.” During his 2002 reelection campaign, Sharpe James, mayor of Newark, New Jersey, referred to his light-skinned black opponent as “the faggot white boy.” This caused no ripples, and a majority-black electorate returned him to office.
Jared Taylor (White Identity: Racial Consciousness in the 21st Century)
When they finally crunched the numbers, West and his team were delighted to discover that Kleiber’s negative quarter-power scaling governed the energy and transportation growth of city living. The number of gasoline stations, gasoline sales, road surface area, the length of electrical cables: all these factors follow the exact same power law that governs the speed with which energy is expended in biological organisms. If an elephant was just a scaled-up mouse, then, from an energy perspective, a city was just a scaled-up elephant.
Steven Johnson (Where Good Ideas Come From: The Natural History of Innovation)
Oklahoma’s ultra Conservative government after years of aggressive tax cuts even during the boom years had been corrupted the state. Social services, mental health programs, public transportation and infrastructure were all in various stages of collapse. The public education budget was stripped so bear that teachers had started flooding out to neighbouring states in search of living wages, forcing Oklahoma to patch the gaps by issuing hundreds of emergency teaching licenses and even cutting some of the school back to 4 days a week. It was a radical experiment in ante government governance and it was failing miserably. In 2014, Oklahoma botched an execution so badly that it horrified the entire world. The state was becoming what it used to be: a nowhere place that occasionally erupted with very bad reviews, a kind of grim American joke.
Sam Anderson (Boom Town: The Fantastical Saga of Oklahoma City, Its Chaotic Founding, Its Apocalyptic Weather, Its Purloined Basketball Team, and the Dream of Becoming a World-class Metropolis)
Among these adventurers, the most stylish chose the latest in luxurious transportation, the Orient Express. Paris by now boasted six large train stations. These stood, and still stand, as the termini for tracks that radiate outward from the city like ever-extending spokes of a wheel. The first, the Gare Saint-Lazare (8th), was inaugurated in 1837 and originally served Paris’s western suburbs before reaching north into Normandy. The Gare d’Austerlitz (13th) connects Paris with southwest France and Spain. Its neighbor on the Left Bank, the Gare Montparnasse (15th), is the terminus for trains to Brittany and western France. The Gare du Nord and the Gare de l’Est, near neighbors in north-central Paris (10th), were built to serve northern and eastern France as well as international destinations beyond. And the Gare de Lyon (12th), whose first station on this site opened in 1849, stands across the Seine from the Gare d’Austerlitz, where it connects Paris to southern France, Switzerland, and Italy. Eventually, the Orient Express would depart from the Gare de Lyon under the name of the Simplon Orient Express. But when the first Orient Express left Paris for Vienna in June 1883, it was from the Gare de l’Est. Soon after, the route was extended all the way to Istanbul.
Mary McAuliffe (Dawn of the Belle Epoque: The Paris of Monet, Zola, Bernhardt, Eiffel, Debussy, Clemenceau, and Their Friends)
The Protectorate—called the Cattail Kingdom by some and the City of Sorrows by others—was sandwiched between a treacherous forest on one side and an enormous bog on the other. Most people in the Protectorate drew their livelihoods from the Bog. There was a future in bogwalking, mothers told their children. Not much of a future, you understand, but it was better than nothing. The Bog was full of Zirin shoots in the spring and Zirin flowers in the summer and Zirin bulbs in the fall—in addition to a wide array of medicinal and borderline magical plants that could be harvested, prepared, treated, and sold to the Traders from the other side of the forest, who in turn transported the fruits of the Bog to the Free Cities, far away. The forest itself was terribly dangerous, and navigable only by the Road.
Kelly Barnhill (The Girl Who Drank The Moon)
Philosophy begins by asking the question "Why?" As humanity meets myriad phenomena and objects. That is, it starts from asking the question "why is this?" About all phenomena and things, and trying to give a rational answer to it. This is now a problem consciousness shared by virtually all disciplines, and philosophy can soon be regarded as the source of many other disciplines. ADHD환자용으로 이용되는 페니드 애더럴 등 좋은제품으로 모셔드리겠습니다 카톡【AKR331】텔레【RDH705】라인【SPR331】위커【SPR705】 경영4년차로 단골분들 엄청모시고 운영하는 신용신뢰의 거래처입니다 24시간 언제든지 연락주세요 Compared to general Korean guidebooks, the proportion of pictures is small, and the amount of text and information is high. Therefore, it is often explained more in detail than the Korean guidebook. [3] Because it is a book for people from all over the world, there are local boards in Korea that have no guidebooks. For example, Central Asia. With the exception of The World, which has a language conversation house and other special guidebooks and general tourist information from all countries around the world, it is generally published in three categories: a regional guidebook - a country guidebook - a city guidebook, [4] The amount of information is, of course, increasing as the range of treatment is narrowed. Russia, for example, is covered in Eastern Europe, the guidebook for the country, Russia, the guidebook for the country, and Moscow - Saint Petersburg, the city guidebook. There is also a special guidebook, the Trans - Siberian Railway. In the United States, where the largest number of countries are issued, the five-tiered configuration can be seen in the United States - US West - California - California Coast - San Francisco. There are even guidebooks for different national parks in North America. On the other hand, North Korea comes out with a bill (...) in Pyongyang guidebook. The extreme courses, Brunei and Luxembourg, which are very small, are treated like appendices of Malaysia and Belgium, respectively. Travelable areas can be found both in the National Guide Book or in the Regions Guide Book. In the case of Iraq, which is the most unreachable area, it is also included in the guidebook of the Middle East centered on Kurdistan which is practically possible to travel. Somalia has Somaliland in Ethiopia & Djibouti. On the other hand, popular attractions such as France and London are revised every two years, and the top tourist attractions, such as Rome, were revised in 2013 and 2014. Even if it is somewhat unpopular, it will be revised for up to 5 years. In Korea, Lonely Planet does not have much of a mistake, but there are opinions that it is too old for price information or many reasons. [5] If you read it carefully, there are a lot of things that you feel are not written for "travelers", but for those who came to "foreign language instructors". And even if Korea is small, there are some opinions that the amount is too poor for the guidebooks of the two Koreas. One of the advantages of Korea is that public transportation is cheap and well developed, and travel information is concentrated only in certain areas of Seoul.
Travelable areas can be found both in the National Guide Book or in the Regions Guide Book
Railways ushered in an era of faster, cheaper mass transport – 25 million passengers in 1880, 240 million in 1910 – but for many Swiss it was still out of reach financially. What was affordable for British visitors was a luxury for locals. Transport history centre Via Storia reckons that most of those 240 million passengers were tourists and the small layer of Swiss society with money, but the middle classes could at least contemplate a trip for the first time; not often or far, but a possibility, although in third class most likely, as first class was double the price, and mountain trains were even more expensive. Someone from Zurich might manage a day trip once a year to Lake Lucerne or to another Swiss city, one that had probably been an economic rival until then.
Diccon Bewes (Slow Train to Switzerland: One Tour, Two Trips, 150 Years and a World of Change Apart)
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.
Andrew Leatherbarrow (Chernobyl 01:23:40: The Incredible True Story of the World's Worst Nuclear Disaster)
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.
Andrew Leatherbarrow (Chernobyl 01:23:40: The Incredible True Story of the World's Worst Nuclear Disaster)
I understood reality. Everyone had gone mad. They found a reason not to go to work. There was snow in the city, there was no transportation, so there was no work. No one thought it possible to walk a little. It seemed I was the only righteous one in the department. I was so embarrassed and angry; I took off my camera and snapped pictures of the gate that remained wrapped with the white snow. These pictures of the gate were etched in my heart. I do not know if I took them because of the beauty of the snow that enveloped the metal arches of the gate, or if I only wanted proof that I, unlike all other Jerusalemites, came to work on this day. Looking back I think it might have been a combination of both.
Nahum Sivan (Till We Say Goodbye)
Sinclair James International Review: What to With Your Pets on a Flight Most of the times, most pet owners do not know what to do with their pets when on a flight. To make it easier, we have allotted today’s feature for pet owners and address their challenges when flying with their pets. Whether you are flying with your pet or it is flying without you, it is important to choose an airline that serves the entire route from beginning to end. After finding your airline, you will need to know their pet policies. Will the airline allow your dog or cat to fly in the cabin with you? What are the restrictions? Will your pet need to travel in the cargo hold? Health Certificate A health certificate is required when shipping your pet as cargo. Most airlines will require a health certificate for all pets checked as baggage. Some destination states may require a health certificate for your pet such as health cities like Manila, Philippines or Singapore. It is best to ask you veterinarian for more requirements. If a health certificate is required, it must be issued by a licensed veterinarian within 10 days of transport. It must be authentic and not fraud. Airlines now have a lot of ways to know the authenticity of your documents. It must include: • shipper’s name and address • tag numbers or tattoos assigned to the animal • age of the animal being shipped (USDA regulations require animals be at least 10 weeks old and fully weaned before traveling) • statement that the animal is in good health (If the shipper knows that the pet is pregnant, it must be noted on the health certificate) • list of administered inoculations, when applicable • signature of the veterinarian • date of the certificate Live Animal Checklist/Confirmation of Feeding When you check in your pet, you will be asked to complete a live animal checklist. When you sign this checklist, you are confirming that your pet has been offered food and water within four hours of check-in. On the checklist, you must also provide feeding and watering instructions for a 24-hour period. If in-transit feeding is necessary, you must provide food. This is to avoid any complaints of improper handling of animals on board. Tranquilizers The use of pet tranquilizers at high altitudes is unpredictable. If you plan to sedate your pet, you must have written consent from the pet’s veterinarian. This information must be attached to the kennel. Please keep in mind that some airline agents cannot administer medication of any kind.
James Sinclair
This chapter continues the comparison of Jehovah with the false gods and idols worshiped by so many people in Isaiah’s day. The point is that there is no comparison! Verse 1 introduces us to two prominent false gods in Isaiah’s day. Bel and Nebo were chief gods in Babylon. Ancient cultures such as Babylon believed that each “god” had a territory, and when a city or country was defeated in battle by enemies, it meant that their gods (such as Bel and Nebo) had been defeated by the enemy’s gods. Chapter 46 ties in with chapters 13 and 14 concerning Babylon’s downfall, and with chapters 40–45 concerning Jehovah’s power as compared to the lack of power of idols. 1 Bel boweth down [German: has been defeated], Nebo stoopeth, their idols were upon the beasts, and upon the cattle [the idols are powerless; they can’t move by themselves and have to be transported upon beasts of burden]: your carriages were heavy loaden; they [the idols] are a burden to the weary beast [the message, by implication, is that Bel and Nebo are burdens to those who “created” them, in contrast to the true God of Israel, who lightens the burdens of those He created, who worship Him]. 2 They [Bel and Nebo] stoop, they bow down together [German: they are both defeated]; they could not deliver [German: remove] the burden[they couldn’t do the job],but themselves are gone into captivity [they have failed their worshippers and couldn’t even save themselves]. 3 Hearken unto me, O house of Jacob, and all the remnant of the house of Israel, which are borne by me [note that I the Lord carry you, help you, am not a burden] from the belly [ from the womb, or from the beginning], which are carried from the womb [I have carried you from the beginning, contrasted to idol worshipers who have to transport their “gods”]: 4 And even to your old age [throughout your entire life] I am he [the true God]; and even to hoar[gray]hairs will I carry you: I have made [German: I want to do it], and I will [German: desire to] bear; even I will carry, and will deliver you [I want to help, support and bless you throughout your entire life; I want to be your Redeemer!]. 5 To whom will ye liken me, and make me equal, and compare me, that we may be like [who among your false gods can compare to Me]? [Same question as in 40:18, 25.]
David J. Ridges (Your Study of Isaiah Made Easier in the Bible and the Book of Mormon)
It is also important to briefly emphasize the difference between a land tax and a property tax. The former taxes the value of the land only (just the dirt) while the property tax includes both the land and the improvements that have been made. The land tax creates an incentive to improve one’s property (since only the land is taxed, taxes don’t increase when the property is improved) while the property tax creates an incentive to allow properties to decline (improving a property raises one’s taxes). If we want cities to be successful, if we want to build wealth within our state, we will stop discouraging people from improving their property.
Charles L. Marohn Jr. (A World Class Transportation System: Transportation Finance for a New Economy)
We can’t afford to build places where people just park their bodies at night,” Burden said. “We can’t afford to spend a single transportation dollar that doesn’t increase land value rather than decrease it.” We should go back to building towns the way our great-grandparents did, he suggested. Most people today want to live in a community where they don’t have to drive long distances. They want to live near enough to the stores and jobs so they can walk, take a bus, or ride a bike wherever they need to go. If Muscatine wanted to stay competitive, retain existing businesses, attract new ones, and have money in the treasury for parks and other amenities, then the best thing residents could do would be to focus on making their town walkable and livable, Burden said. That meant adding sidewalks, improving crosswalks, replacing intersections with roundabouts in some places, and converting one-way streets to run in both directions. “One-way streets help move people faster,” Burden said. “But is that your goal? To empty out downtown?” You should be doing just the opposite, he argued. You want people to linger downtown and enjoy themselves. “Then, before you know it, your children won’t be moving off to other cities. Everything they want will be right here in your own community.
Dan Buettner (The Blue Zones Solution: Eating and Living Like the World's Healthiest People)
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Meeting and Greeting 1. Use eye contact and smiling as your first contact with others. In doing so, you can scout out the friendly, approachable strangers in the room and feel immediately more at ease. 2. Be the first to say hello. Stay calm if you are left alone to mingle—large parties, forgetful hosts, and friendly guests make this situation inevitable. 3. Introduce yourself to others. Offer your hand and say: “Hello. My name is . . .” 4. As you shake hands, repeat the person’s name. “Nice to meet you, Jack.” This will help imprint the name in your own mind. 5. Make an extra effort to remember names and use them in conversation: “Don’t you agree, Jim?” This makes people feel special. 6. Go out of your way to meet new people. They may feel as out of place as you do: “Hi, I don’t believe we’ve met yet, I’m . . . “ or “I don’t know a soul.” 7. Ask neutral questions that are easy to answer to convey the message that you’d like to get to know this person better. 8. Be prepared to say something interesting about what you do—but in small doses. No one wants to hear you talk exclusively about yourself. 9. Communicate a sense of enthusiasm about the event at hand or life in general. Focus on the positive. 10. Look for passing comments that could open up a whole topic of conversation. “The New York subways were a real experience for this country boy” could lead to a discussion of childhood on the farm, adjusting to city life, public transportation. . . . Clothes, jewelry, and accessories also make excellent conversation pieces. It’s up to you to take the conversational ball and run with it, but be sure to pass it back to your teammate from time to time.
Jonathan Berent
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.
Jonathan Haskel (Capitalism without Capital: The Rise of the Intangible Economy)
Most people could not imagine that so many poor people lived in rocking, good-times New Orleans, or that they had no means of transportation to escape a flood. They had always been in plain sight, in some ways like the Confederate monuments we walked and drove past every day. Always there, rarely noticed. Now, in full view, those desperate souls were impossible to ignore -- a legacy of the racially driven politics that controlled the city long before the civil rights era. The War on Poverty, so derided by the right, had lasted barely more than a decade, whereas a century had passed between the Civil War and the civil rights movement, a century of disenfranchisement, political and economic. You cannot undo the legacy of enforced poverty in the blink of history's eye.
Mitch Landrieu
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).
Gretchen Rubin (Better Than Before: Mastering the Habits of Our Everyday Lives)
The man was right: The woman seemed determined to be found. Like Hansel or Gretel, or both, she had sprinkled crumbs of words in every telegraph and post office they passed through. As they progressed, the cities shrank and the transportation became more rudimentary. Airplanes. Trains. Ferries. Barges. Rowboats. Kayaks. She gave the impression of being unable to stop. As if she were falling; it was the same with the messages, as if they were falling. In truth, what she seemed to want was for someone to catch her, to wrestle her down, like in rugby.
Cristina Rivera Garza (El mal de la taiga)
Ghazni went down in history as the most hated looter to reach Somnath. He was fanatical about destroying the Shiv lingam. Mahmud personally took on the task of smashing the temple’s lingam to smithereens. The stone fragments from the lingam were transported back by him to Ghazni. These fragments were scattered upon the steps leading to the city’s Jamiah Masjid—a new mosque that was under construction. The idea was to ensure that the feet of worshippers at the mosque would tread all over the lingam’s fragments as they entered the mosque.
Ashwin Sanghi (The Krishna Key)
Von Thünen’s abstract principles had strikingly concrete geographical consequences. A series of concentric agricultural zones would form around the town, each of which would support radically different farming activities. Nearest the town would be a zone producing crops so heavy, bulky, or perishable that no farmer living farther away could afford to ship them to market. Orchards, vegetable gardens, and dairies would dominate this first zone and raise the price of land—its “rent”—so high that less valuable crops would not be profitable there. Farther out, landowners in the second zone would devote themselves to intensive forestry, supplying the town with lumber and fuel. Beyond the forest, farmers would practice ever more extensive forms of agriculture, raising grain crops on lands where rents fell—along with labor and capital investment—the farther out from town one went. This was the zone of wheat farming. Finally, distance from the city would raise transport costs so high that no grain crop could pay for its movement to market. Beyond that point, landowners would use their property for raising cattle and other livestock, thereby creating a zone of even more extensive land use, with still lower inputs of labor and capital. Land rents would steadily fall as one moved out from the urban market until they theoretically reached zero, where no one would buy land for any price, because nothing it might produce could pay the prohibitive cost of getting to market.
William Cronon (Nature's Metropolis: Chicago and the Great West)
What farmers could profitably raise at any given location would depend on two key variables: how much people in the city were willing to pay for different crops, and how much it cost to transport those crops to market.
William Cronon (Nature's Metropolis: Chicago and the Great West)
Feeding the urban fleet of horses hay and grain supported many thousands of farmers. An idle riding horse in New York City required about 9,000 calories of oats and hay per day. A draft horse in the same city working in construction required almost 30,000 calories of the same feeds. Annually, each draft horse consumed about 3 tons of hay and 62.5 bushels (1 ton) of oats. It took roughly four acres of good farmland to supply a working city horse that year’s worth of feed.9 At the beginning of the nineteenth century, when cities in America were limited largely to the East Coast, farmers seldom transported bulky loose hay more than twenty to thirty miles to city markets.10 The commercialization of the hay press in the 1850s, operated by hand or by horse-powered sweep, reduced the bulk and thus lowered the cost of shipping hay, while the opening of the Midwest’s tallgrass prairies to settlement and farming in the intervening years met the increasing demand for horse feed. By 1879, national hay production totaled 35 million tons, a figure that had nearly tripled to 97 million tons by 1909. More than half the land in New England was devoted to hay by 1909 as well, and at least twenty-two states harvested more than a million acres a year of hay and forage.11 The mechanization of American agriculture with horse-drawn or horse-powered machinery supported this vast expansion.
Richard Rhodes (Energy: A Human History)
Miss Pauline had explained to Mr. Williams that students still coping with traumatic events were likely to have increased activity in the amygdala. At the same time, there was typically decreased activity in those parts of the frontal lobe where learning takes place. Mr. Williams could go over and over a given lesson, but if a student was in a triggered state, he or she might not learn readily, no matter how good the teacher was. One could take any of the well- rounded, assured students who served on the Senate and put them into a similar predicament— bomb their home city until it became unlivable, separate some of them from their parents, force them to witness atrocities, starve them for a while, transport them to a foreign country where they understood nothing, give them a teacher who spoke a language they could not comprehend— and most of them, too, would have fallen quiet.
Helen Thorpe
The message for public officials and politicians is clear. If you don’t change the relationship between the citizen and the state to fit with the internet age soon, someone else will take over that relationship, and in ways which are not always predictable. In Los Angeles, around 30% of drivers use Waze, a smartphone app that allows road users to share real-time traffic and road information. It provides information on things like traffic accidents or police traps. Because it has become so popular, Waze has now effectively become part of the city’s transport infrastructure, with the city administration working directly with the company to alert drivers about potential delays. Perhaps that doesn’t sound especially radical – just a good example of public–private data sharing. But Waze is now much more than a transport app. Having become a part of many people’s daily lives, the app has unexpectedly morphed into a broader
Andrew Greenway (Digital Transformation at Scale: Why the Strategy Is Delivery (Perspectives))
Nagpur is in the center of the country and state still our people are travelling to other city in search of job and studies. What is the use of good transportation if it is not coming in use.
Sharma RS
We’ve seen how charms could be used for transfiguring into other creatures and transporting yourself into new magical places, but there were also charms that could be used for more malign purposes, such as getting the upper hand over your enemies. There was a charm from the Egyptian city of Thebes, dating from the 4th century AD, which let you do just that. In the papyrus document later found that described it, there were seven pages of incantations, which included charms to discover thieves and to reveal the secret thoughts of men. The spells and charms were written in Ancient Greek and one page showed you how to transform a ring into a charm.
Pottermore Publishing (Harry Potter: A Journey Through Charms and Defence Against the Dark Arts (Harry Potter: A Journey Through, #1))
Alas!” said he, “that enchanting vision is no more found, except in the very heart of a populous city, and then neither by the glimmering of the dawn, nor by the glow of evening, but by the paltry light of stage-lamps. Yet there, surrounded by a noisy multitude, whose cat-calls often piped instead of the black-bird, I have found myself transported into the wildest region of poetry and solitude; while here, on the very spot where Shakspeare drew, I am suddenly let down from the full glow of my holiday-feelings into the plain reality of this work-a-day world.
Ann Radcliffe (Complete Works of Ann Radcliffe)
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.
Beth Gardiner (Choked: Life and Breath in the Age of Air Pollution)
That ranked Atlanta 91st out of the 100 largest metro areas studied. The numbers are, as Parker’s tweet suggested, even worse for the region’s suburbanites. The study found that 33 percent of the region’s jobs are accessible for city residents by public transportation and just 17 percent for suburbanites.
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Marx saw that within its own terms this defence of capitalism is coherent; but he also saw that from a broader, historical perspective, the liberal definition of freedom is open to a fundamental objection. To explain his objection, I shall switch to a more homely example. Suppose I live in the suburbs and work in the city. I could drive my car to work, or take the bus. I prefer not to wait around for the bus, and so I take my car. Fifty thousand other people living in my suburb face the same choice and make the same decision. The road to town is choked with cars. It takes each of us an hour to travel ten miles. In this situation, according to the liberal conception of freedom, we have all chosen freely. No one deliberately interfered with our choices. Yet the outcome is something none of us want. If we all went by bus, the roads would be empty and we could cover the distance in twenty minutes. Even with the inconvenience of waiting at the bus stop, we would all prefer that. We are, of course, free to alter our choice of transportation, but what can we do? While so many cars slow the bus down, why should any individual choose differently? The liberal conception of freedom has led to a paradox: we have each chosen in our own interests, but the result is in no one’s interest. Individual rationality, collective irrationality.
Transport costs increased as the city grew, making the sale of mud less and less profitable; competition in the form of guano and chemical fertilisers undermined sales further.
Lee Jackson (Dirty Old London: The Victorian Fight Against Filth)
Bucharest was a throbbing city that had come on hard times: food was scarce, the electric street cars always overcrowded and often jumped the tracks. The resources strained to capacity, the upkeep of the transportation system practically non-existent. There were tens of thousands of refugees. Every type of newcomer met at a different coffee-house with people from one's home town. Thus, the Czernovitzers used to frequent Café Elite on Lipscani Street. It was an unofficial meeting place, where one could get information about who came from over there, where he or she lived and worked. A few thousand had come, like ourselves in 1945 and another big group one year later. People helped one another, recommended a room or a place to eat, informed about a possible job or whom to contact about a visa to go abroad.
Pearl Fichman (Before Memories Fade)
Science began with a gadget and a trick. The gadget was the wheel; the trick was fire. We have come a long way from the two-wheel cart to the round-the-world transport plane, or from the sparking flint to man-made nuclear fission. Yet I wonder whether the inhabitants of Hiroshima were more aware of the evolution of science than ancient man facing an on-storming battle chariot. It isn't physics that will make this a better life, nor chemistry, nor sociology. Physics may be used to atom-bomb a nation and chemistry may be used to poison a city and sociology has been used to drive people and classes against classes. Science is only an instrument, no more than a stick or fire or water that can be used to lean on or light or refresh, and also can be used to flail or burn or drown. Knowledge without morals is a beast on the loose.
Dagobert D. Runes (A Dictionary of Thought)
         In the first days of 1950 Israel was a brand new country, in an agitated state, all in motion. Daily, all sorts of boats arrived to its shores bringing immigrants from Europe. The survivors had first gathered in towns in Austria, Germany, France, Romania, Hungary and under the guidance of "shlichim," young men and women organizers, sent from Israel. The homeless proceeded to port cities in Southern Europe, mostly Italy and France, and eventually reached Israel. Whatever boat could keep afloat was leased to transport those desirous to reach the shores of the Land.
Pearl Fichman (Before Memories Fade)
roads and consume more carbon than urbanites (though perhaps not as much as distant commuters forced out by green belts). But this damage can be alleviated by a carbon tax, by toll roads and by charging for parking. Many cities in the emerging world have followed the barmy American practice of requiring property developers to provide a certain number of parking spaces for every building—something that makes commuting by car much more attractive than it would be otherwise. Scrapping them would give public transport a chance. The second is that it is foolish to try to stop the spread of suburbs. Green belts, the most effective method for doing this, push up property prices and encourage long-distance commuting. The cost of housing in London, already astronomical, went up by 19% in the
The song had magic in it. It made me something more than I had been. I was no longer just the acerbic guy intent on drinking himself to death. There was now a small but special thing about me. I could do something: I could play a song, transport people from their own lives for a second, and make them sad. It was music’s promise of transformation that brought me to this graveyard of dreams, New York City, in
Mishka Shubaly (The Long Run & Other True Stories: foreword by Jeff Bezos)
dacă vreţi să aflaţi tot. - Dacă crezi că e necesar... - Este. Mai ales dacă vreţi să ştiţi ce trebuie să căutaţi în acele interceptări, replică Burckhardt, şi dacă vreţi să vă faceţi o idee a necazurilor pe care povestea asta le poate aduce Elveţiei. - Dă-i înainte. - Bine. Pe 26 iunie 1940, la patru săptămâni după capitularea forţelor armate belgiene, regele lor, ajuns prizonier al Wermachtului german, i-a trimis un mesaj personal lui Hitler prin care îl informa că, anterior izbucnirii războiului, a fost efectuat un transport masiv de aur aparţinând regatului belgian către Banque de France din Paris, pentru siguranţă. După informaţiile sale, aurul fusese depus într-o ascunzătoare din vecinătatea oraşului Bordeaux. Scrisoarea continua prin a-l în cunoştinţa pe Hitler că el, Leopold al IlI-lea, ar fi foarte recunoscător dacă Hitler ar putea face ceva în sensul returnării aurului către proprietarul de drept. Până aici, toate bune. Mai întâi, cât de mare era acea cantitate de aur belgian? Şi cine îl controla? Conform armistiţiului din 22 iunie 1940 dintre Franţa şi Germania, s-a convenit ca guvernul mareşalului Petain s.l exercite de la Vichy toate prerogativele administrării civile asupra îiu regii Franţe, inclusiv asupra teritoriilor de peste mări, deci şi asupra Acest ordin a fost dat de Roosevelt în Ordonanţa Executivă nr. 8785 (vezi Paul Erdman, ţtviss-American Economic Relations, Basel, Tubingen, 1959, p. Băncii Franţei. In consecinţă, în urma ordinelor lui Hitler, Berlinul a trimis celor din Vichy un mesaj urgent prin care solicitau detalii asupra aurului belgian. Răspunsul a venit imediat şi a depăşit evaluările nemţilor. După cei din Vichy, cantitatea de aur în discuţie se ridica la... Burckhardt se opri, scoase din geantă un dosar, îl deschise şi citi: - 4 944 de lăzi conţinând, în total, 221 730 kilograme de aur pur. În plus, Franţa mai deţinea 57 000 kilograme ale Băncii Naţionale a Poloniei şi 10 000 kilograme ale băncilor naţionale ale Luxemburgului, Lituaniei, Letoniei, Norvegiei şi Cehoslovaciei. Burckhardt închise dosarul. - Problema era că nici un gram din toată această masă enormă de aur nu se mai afla în Franţa. Cu patru zile înainte ca Franţa să capituleze, toată cantitatea de aur - plus cel aparţinând Franţei - fusese încărcată în portul Brest la bordul a două crucişătoare care, ulterior, au dispărut în Atlantic. Planul iniţial, încheiat în urma unei înţelegeri
Whitsun saw cats with metal legs and dogs with blanks where their eyes ought to have been. Once he passed a flock of sheep, each of which (a corner of his mind coldly noted) possessed an extra digit in its toes (toes? Toes on a sheep? A sheep in a city? Sheep with toes in a city?). Once he had been nearly run down by a panicked rat the size of a go-cart. The fleas on its back could each have covered a dime, their eyes like little lanterns, and they had chirped at him winsomely, like baby chicks, as their transport passed.
his…demands?” And then she had held her breath as if seriously expecting Isabel to answer. And last night as Isabel passed a half-open bedroom door, she had overheard a fellow guest speaking to her maid. “I do so admire Lady Isabel for not feeling the need to bow to the demands of fashion,” the woman had said. “She dresses instead in what is comfortable even if it is not in the first stare. Though I find it no wonder her husband has strayed.” Isabel had gritted her teeth and gone on down to dinner, where she smiled and flirted and silently dared anyone to comment to her face that her dress was at least two years old. If only her early departure wouldn’t cause so much comment, she would call for her carriage and go home right now. But that was impossible. For one thing, she didn’t have a carriage, for she had come up from London with a fellow guest. Too short of funds to afford a post-chaise, she was equally dependent on her friend for transport back to the city when the hunting party broke up. And secondly, of course, there were only two places she could go—Maxton Abbey, or the London house—and her husband might be at either one. Unless, with her safely stashed at the Beckhams’, he had accepted yet another of the many invitations he received. But she couldn’t take the chance. After little more than a year of marriage, the pattern was ingrained—wherever one of the Maxwells went, the other took pains not to go. She could not burst in on her husband; what if he were entertaining his mistress? Better not to know. She might go to the village of Barton Bristow, descending on her sister. But Emily’s tiny cottage was scarcely large enough for her and her companion, with no room for a guest—and Mrs. Dalrymple’s constant chatter and menial deference was enough to set Isabel’s teeth on edge. In fact, the only nice thing Isabel could say about being married was that at least she wasn’t required to drag a spinster companion around the countryside with her to preserve her reputation, as Emily had to do. Isabel turned her borrowed mount over to the stable boys and strode across to the house, where the butler intercepted her in the front hall. “A letter has just been delivered for you, Lady Isabel, by a special messenger. He said a post-chaise will call for you tomorrow.” She took the folded sheet with trepidation. Who could be summoning her? Not her husband, that was certain. Her father, possibly, for yet another lecture on the duties of a young wife? She broke the seal and unfolded the page. My dearest Isabel, You will remember from happier days that I will soon celebrate my seventieth birthday… Uncle Josiah. But her moment of relief soon
Leigh Michaels (The Birthday Scandal)
Proximity to transportation How close your house is to trains, buses, or any other mode of public transportation is a significant factor for buyers, particularly if you live on the outskirts of a major city. Garden City, for instance, is about 18 miles east of New York City, and the vast majority of residents commute by train to the city for work. Houses that are in walking distance of a train station are more attractive for buyers in this area because of convenience and may even sell for a slightly higher price than a similar home on the other side of town that is not in walking distance of the train.
Jackie Bondanza (The Homeowner's Guide to For Sale By Owner: Everything You Need to Know to Sell Your Home Yourself and Save Thousands)
Depending on your point of view, Jersey City was the rose, or possibly the thorn, of the Garden State. It is so far back that my memories are rather vague, but they were my first memories, and this is where I have to start. We lived at 77 Nelson Avenue, behind my parents’ German-style delicatessen, in three Spartan rooms counting the kitchen. Supermarkets were not yet prevalent and the neighborhood general store, grocery store or delicatessen was where most folks shopped for food. It was during the pre-World War II years, when very few people owned cars and the general public did not have the modern means of travel, which we now take for granted. Every item people needed came from a different store, so to go shopping was a daily task of which people were not even consciously mindful. Even if they had a car, they would have to deal with constant breakdowns, poor and frequently unpaved roads, and tire problems. Garage rentals were crowded behind and between buildings. Parking on the street was limited and most people respected the concept that the parking space in front of a dwelling was for the resident who lived there. It was much easier to use the available mass transportation or endure long walks.
Hank Bracker
This is how we progress as humans. We went from horseless carriages to self-driving, self-organizing transport in a hundred and fifty years. We went from powered flight to putting a man on the moon in sixty years. We’ve always progressed in leaps and bounds. It is our ability, no, our duty, to do what is efficient, and to do what is best, to evolve not just our vehicles and our cities and our homes, but also the social structures that hold us back
Yudhanjaya Wijeratne (Numbercaste)
beauty contest, the porters jostled for business. Those with big families could not carry all their rations, so they traded some of their food in return for help with transporting it home. It presented another chance for a boy with only his strength to sell to earn a little extra.
Ben Rawlence (City of Thorns: Nine Lives in the World's Largest Refugee Camp)
Chebeague Island is the largest of the islands in Casco Bay, near Portland Maine. Everyone knew everybody else on the island, and if they were not related, they were friends, or at the very least knew everything there was to know about each other, including what they had in their stew pot at any given time. Most of the islanders, including the Kimberly family, were descendants of the “Stone Sloopers.” On Chebeague Island they built three wharves. The Stone Wharf, or Hamilton Landing as it was known, is still in use today. The one masted sloops, sometimes known as Chebacco Boats, sailed along the rocky Maine coast transporting granite and stone from Maine’s coastal quarries, to east coast cities as far south as Chesapeake Bay. The Washington Monument and many of the governmental buildings in Washington, D.C., were built of granite brought up the Potomac River by the Stone Sloopers. During the 19th Century, they also supplied rock ballast for the sailing ships that came into New England ports. The Stone Sloopers are also remembered for building Greek revival homes, which can still be seen on the island.
Hank Bracker
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.
Geoffrey West (Scale: The Universal Laws of Growth, Innovation, Sustainability, and the Pace of Life, in Organisms, Cities, Economies, and Companies)
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.
Edward Humes (Door to Door: The Magnificent, Maddening, Mysterious World of Transportation)
Denmark was the world’s largest exporter of beer in 1972. An illustration showed how Ålborg’s infrastructure was likely to look in 1990: subway, a raised monorail around a city that the artist seemed to have modeled on something taken from the Liseberg Amusement Park. Mass transport by helicopter. Winter envied that era’s faith in the future.
Åke Edwardson (The Shadow Woman: A Chief Inspector Erik Winter Novel)
Rooms For Rent Atlanta That Cater To Your Personal Growth Are you looking for just the right room to rent? Maybe you have the resources you need to find it yourself. After all, this is the age of the search engine, and plenty of information is available to anyone who seriously looks for it. There is a wide variety of choice, so you can concentrate only on those homes that might potentially be for you. There are plenty of advantages to occupying rooms for rent atlanta. You save a lot of money paying only part of the expenses you would normally pay for when you have a house of your own. This is because you only have to pay your share of the rent, water, electricity and heat bills. But there are disadvantages to house share too. Conflicts can arise when you live in house that is not yours, especially if you rent a room in a house where the other residents are from a different background than yours. Having a nice place to stay can even help your physical health, and it surely affects your mental health. You may find a place also that comes with furniture already in it. This would allow you to get by with spending less on not only the furniture but the transportation too. Sometimes you can actually save money finding rooms for rent atlanta in the country. This depends on how often you plan to visit the city. If you have a job you can do from home, or if you are retired and collecting benefits, then there is no real reason for you to pay the extra money to live in the city. Of course there are many choices you need to make while you are searching for a room. Some people just do not enjoy living alone. Renting an entire apartment to oneself can, indeed, be a lonely experience. For those who want an easy opportunity to socialize, then, renting a room is a great option. It is little wonder that so many houses on campuses around the country are full of young students renting rooms - its partly for convenience, and definitely partly for the chance to be among others their own age. Renting a room provides the chance to be among one’s peers. There are many more benefits, but perhaps the biggest and best is the advantage of not being locked into something for life. Room rentals can be very appealing, and they can complement the kind of lifestyle you want and deserve. If you want to find the spirit or soul of a city, move right in with its inhabitants. You may benefit socially by taking a couple of classes at the local college. You might try looking for rooms for rent atlanta where there are games, indoor or outdoor. This is a great way to meet people and get started in your new life. Depending on the weather, you might want a pool or access to a gym or tennis courts. Maybe you are attracted to the kind of community that has stunning architecture and green trees and plants. There may be a certain type of street design that appeals to you.
February 2013 My Email to Andy (Part One)   My chance encounter with Max was both a blessing and an affliction. After I’d checked into the majestic lady, The Oriental, hunger hit my rumbling stomach. I needed to savour some authentic Thai food. Unfortunately, the moment I stepped out of the hotel’s door, I was confronted by the harsh reality of Bangkok’s civic life. As at Don Mueang International Airport, rows of local taxi drivers lined the hotel’s periphery, ready to debauch the first customer that ventured out without soliciting The Oriental’s private limo service.                Again, I found myself surrounded by a barrage of locals offering me the best bargain on transportation to my destination. Who should come to my rescue but the same driver that had deposited Max and me? In the foulest Thai vernacular he could master, he repulsed those who challenged him. The vultures scattered, allowing me to embark in his not-so-new sedan. ”Where you want go sir?” he asked. ”Take me to an excellent place for local food,” I replied. ”I take you to good place, sir,” he responded and sped off into the dark. The question of whether I wanted a sexy girl to accompany me during my Bangkok stay arose again. I refused his offer with politeness. The man rephrased his query: “You want boy? I take you to good boy-bar.” I shook my head, yet he continued to pester me for an answer. We bantered back and forth, I not revealing my sexual preference while he used every contrivance to solicit an answer. Instead of delivering me to the city’s hub, he headed in the opposite direction towards a suburb that had almost no street lights. Worrisome thoughts of robbery and murder had begun to plague me when the vehicle finally came to a halt at a two-storied house in the middle of nowhere.
Young (Turpitude (A Harem Boy's Saga Book 4))
Coming onstage for her first entrance, Diana felt transported to some ancient scene. They could have been any group of itinerant actors out making their way along the Silk Road, the famous Earth trade route that ran across the mountains and deserts and steppes of Asia, stopping in this medieval oriental city made glorious by its marble colonnades and gentle silk banners. Even
Kate Elliott (The Novels of the Jaran: Jaran / An Earthly Crown / His Conquering Sword / The Law of Becoming (Jaran, #1-4))
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
Edith Wharton (Edith Wharton: Collection of 115 Works with analysis and historical background (Annotated and Illustrated) (Annotated Classics))
Neither the weather nor the bus’s tardiness, however, had done anything to dampen Driggs’s exuberant mood. Not only had he never been to New York City (or any large city, for that matter), but this particular form of transportation was also a first for him. “I have a bus ticket!” he exclaimed upon boarding. The driver did not share his enthusiasm. “Yes. You do.” “Where do we sit?” “Right here,” Lex said, shoving him into the nearest open seat. “Now shut up before we get stabbed.” “What do you mean?” “I mean,” she said through gritted teeth, “that probably half the people on this bus are carrying weapons. So just sit down— no, sit down!” He had gotten up to look inside the overhead storage compartment. She grabbed his shoulders and forcefully pushed him onto the seat. “Sit down, look out the window, and eat your candy.” Driggs took out a Snickers bar and happily munched away, occasionally pausing to marvel at the appearance of roadkill. “Flat as a pancake,” he’d say to the window
Gina Damico (Croak (Croak, #1))
As they bore witness to their experiences behind barbed wire in Crystal City and to their brutal transport into war in Germany and Japan, the former internees did not ask why they were made to suffer but how could suffering be endured. The
Jan Jarboe Russell (The Train to Crystal City: FDR's Secret Prisoner Exchange Program and America's Only Family Internment Camp During World War II)
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.
Neil Gaiman (Neverwhere)
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.
André Aciman (Call Me by Your Name)
I want all transportation out of the city shut down. No boats leave, no planes take off and shoot a bus driver or two to show that we’re serious.
Larry Gent (Never Been to Mars (The Benedict Forecasts Book 1))
On February 9th, 1942, the SS Normandie, a proud ocean liner and the pride of the French Merchant Marine, was being converted into a troop transport. A welder’s torch cut through a bulkhead and set afire a bundle of flammable rags and a stack of life jackets. The fire soon roared throughout the ship and since the internal fire protection system had been disabled, the only assistance available was from the New York City Fire Department. Fireboats pumped water onto the blaze until it caused this magnificent vessel to become unstable. I guess it never occurred to anyone that the water going into the ship, should have been pumped out! On February 10th, the ship rolled over onto its port side, sinking into the mud alongside Pier 88 in Manhattan. Investigations ensued with the thought being that this tragedy was caused by enemy sabotage. However, later findings indicated that the fire had been completely accidental. There are still some allegations contradicting this, and claims that the fire was indeed arson and involved “Lucky” Luciano, the Mafia boss who controlled the waterfront. From the time the fire started until the Normandie was righted in 1943, I watched what was happening to the now renamed USS Lafayette from a perfect vantage point at the top of the Palisades near North Street Park. It was the talk of the town and everyone continued to speculate as to who was at fault. “It must have been the Nazis,” was the conventional wisdom. The soldiers to whom I frequently talked, stationed at the searchlights and gun emplacements, were the ones who surely would know. Eventually, stripped of her superstructure, the ship was righted at great expense. There was talk of converting her into an aircraft carrier, or of cutting her down to become a smaller vessel. However, in the end she was sold for $161,680 to Lipsett, Inc., an American shipyard, where the once magnificent ship was reduced to scrap metal.
Hank Bracker
Masters are under no cosmic compulsion to limit their residence.” My companion glanced at me quizzically. “The Himalayas in India and Tibet have no monopoly on saints. What one does not trouble to find within will not be discovered by transporting the body hither and yon. As soon as the devotee is willing to go even to the ends of the earth for spiritual enlightenment, his guru appears nearby.” I silently agreed, recalling my prayer in the Benares hermitage, followed by the meeting with Sri Yukteswar in a crowded lane. “Are you able to have a little room where you can close the door and be alone?” “Yes.” I reflected that this saint descended from the general to the particular with disconcerting speed. “That is your cave.” The yogi bestowed on me a gaze of illumination which I have never forgotten. “That is your sacred mountain. That is where you will find the kingdom of God.” His simple words instantaneously banished my life-long obsession for the Himalayas. In a burning paddy field I awoke from the monticolous dreams of eternal snows. “Young sir, your divine thirst is laudable. I feel great love for you.” Ram Gopal took my hand and led me to a quaint hamlet. The adobe houses were covered with coconut leaves and adorned with rustic entrances. The saint seated me on the umbrageous bamboo platform of his small cottage. After giving me sweetened lime juice and a piece of rock candy, he entered his patio and assumed the lotus posture. In about four hours, I opened my meditative eyes and saw that the moonlit figure of the yogi was still motionless. As I was sternly reminding my stomach that man does not live by bread alone, Ram Gopal approached me. “I see you are famished; food will be ready soon.” A fire was kindled under a clay oven on the patio; rice and dal were quickly served on large banana leaves. My host courteously refused my aid in all cooking chores. ‘The guest is God,’ a Hindu proverb, has commanded devout observance from time immemorial. In my later world travels, I was charmed to see that a similar respect for visitors is manifested in rural sections of many countries. The city dweller finds the keen edge of hospitality blunted by superabundance of strange faces.
Paramahansa Yogananda (The Autobiography of a Yogi ("Popular Life Stories"))
Back in 1947, Saudi Arabia lacked basic modern infrastructure. At the time, IBI was already completing projects for Aramco, so the company had been the natural choice to contract for the public works campaign in 1947. By 1951, however, major cities were already electrified and transportation routes had been built. Sanitation services, hospitals, hotels, and even cafés had sprung up around Riyadh and Jeddah. The equipment, plans, and logistics for further expansions were in place. The easily accessible knowledge and personnel that, in the 1940s, made IBI such an advantageous choice now took a back seat to cost.
Ellen R. Wald (Saudi, Inc.: The Arabian Kingdom's Pursuit of Profit and Power)
city – from the beach to the Olympic hillside. For tourists who don’t want to grapple with public transport, there is the Barcelona Bus Turistic made up of three bus lines – blue, red and green routes that explore different parts of the city. You can get on and off at any point. Normally, I stay away from these double‐decker tourist explorers, but for a city as large as Barcelona, the system makes getting from beach to cathedrals to hillside parks very easy. There are also walking tours for those with very comfortable shoes. Barcelona offers so much to visitors that I couldn’t possibly tell you what to visit. But items not to miss are, in my opinion, the architecture of Antoni Gaudi which includes his unique cathedral, La Sagrada Familia which remains unfinished, his apartment building, La Pedrera which has no straight lines on its exterior, and his idealistic Parc Guell, a colourful complex on a high hillside. Within the city of Barcelona you could spend a day or more walking Los Ramblas, a wide pedestrian tree‐lined promenade that is a wonderful place to watch people, taste great food, wine and enjoy life. Nearby is the Placa de Catalunya, the main square with fountains, street artists and restaurants. The Gothic Quarter is walking distance with its network of squares that stretch back to Medieval and Roman times. This city offers so much – a medieval city, art museums, flamenco dancing, cable car to the top of Montjuïc, need I go on? Tours to local vineyards are available as are boat trips that will show you the local coastline. And let’s not forget that Barcelona is a city with beautiful beaches – all relaxed, lined with cafes and restaurants. The
Dee Maldon (The Solo Travel Guide: Just Do It)
Slightly further afield, you will find Baroque palaces such as Nymphenberg and Schlossheim, with wonderful parks and art galleries. On a slightly darker note, Dachau Concentration Camp is around 10 miles from town. Trains go there from Munich’s main train station every ten minutes and the journey takes less than 15 minutes. Transport in Munich is well organised with a network of trains – S‐Bahn is the suburban rail; U‐Bahn is underground and there are trams and buses. The S‐Bahn connects Munich Airport with the city at frequent intervals depending on the time of day or night. Munich is especially busy during Oktoberfest, a beer festival that began in the 19th century to celebrate a royal wedding, and also in the Christmas market season, which runs from late November to Christmas Eve. Expect wooden toys and ornaments, cakes and Gluwien. The hot mulled wine stands require a deposit for each mug. This means that locals stand chatting at the stalls while drinking. As a result, the solo traveller is never alone. The downside of Munich is that it is a commercial city, one that works hard and sometimes has little patience for tourists. Natives of Munich also have a reputation for being a little snobbish and very brand conscious. To read: The Book Thief by Markus Zusak. Narrated by death himself, this novel tells of a little girl sent to a foster family in 1939. She reads The Grave Diggers Handbook each evening with her foster father and, as her love of reading grows, she steals a book from a Nazi book burning. From this, her renegade life begins.
Dee Maldon (The Solo Travel Guide: Just Do It)
Edinburgh For those who like walking, Edinburgh reigns supreme. The Royal Mile runs through the centre of the tourist area connecting Edinburgh Castle with Holyrood Palace. It’s a little over a mile and, in addition to passing old Edinburgh historic sites, it is lined with independent shops, cafes and pubs along the way. For this is Edinburgh’s Old Town, all cobbled streets beneath the lofty castle. The New Town is less than ten minutes walk away and it’s far from new. Instead New Town is Georgian, built by the wealthy residents in the 18th century. Its wide streets and perfect proportions create a visual joy for walking. It’s tough to name Edinburgh’s main sites, but here goes: the castle, continuously occupied for more than 1000 years; Holyrood Palace, the Queen’s official residence in Scotland; Mary King’s Close, a preserved 18th century tenement on the Royal Mile and; the Grassmarket, a network of cobbled lanes with independent shops and cafes. I could go on. Edinburgh is particularly busy during the festival that takes place from August to early September. It began as a military tattoo, developed into a fairly high brow arts festival and has expanded to host off‐stage events from the clever to the bizarre. Edinburgh also hosts a massive Hogmanay, or New Year, celebration with music and dancing in the streets all through the night and often into the next day. The city is at its busiest during the August festival and again at New Year. Public transport by bus and tram is available from the airport to the city centre. Downside: It is an expensive place to visit at peak periods and it can be tough to find a place to stay. Your first visit should be at quieter times. To read: Edinburgh is a literary city and so many novels have
Dee Maldon (The Solo Travel Guide: Just Do It)
Going Public Per my recent comments, I am increasingly concerned about SpaceX going public before the Mars transport system is in place. Creating the technology needed to establish life on Mars is and always has been the fundamental goal of SpaceX. If being a public company diminishes that likelihood, then we should not do so until Mars is secure. This is something that I am open to reconsidering, but, given my experiences with Tesla and SolarCity, I am hesitant to foist being public on SpaceX, especially given the long term nature of our mission. Some at SpaceX who have not been through a public company experience may think that being public is desirable. This is not so. Public company stocks, particularly if big step changes in technology are involved, go through extreme volatility, both for reasons of internal execution and for reasons that have nothing to do with anything except the economy. This causes people to be distracted by the manic-depressive nature of the stock instead of creating great products. For those who are under the impression that they are so clever that they can outsmart public market investors and would sell SpaceX stock at the “right time,” let me relieve you of any such notion. If you really are better than most hedge fund managers, then there is no need to worry about the value of your SpaceX stock, as you can just invest in other public company stocks and make billions of dollars in the market.
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.
Daniel Walker Howe (What Hath God Wrought: The Transformation of America, 1815-1848)
The rise of the Rockefeller family was made possible from two angles by the Rothschilds. One was by the large subsidies placed on transports of Rockefeller oil. The documents of the American trade register prove that the Rothschilds, since 1896, have owned ninety-six percent of the American railways. This made it possible to transport oil on rail. When John D. Rockefeller wanted to expand, he received the financial support he needed to do so from the Rothschilds through their National City Bank of Cleveland. In exchange, the Rockefellers had to transport their oil via the Rothschilds railways. An illegal agreement saw to it that the Rockefellers received a bonus for the amount of oil they transported by train. Because of this agreement nobody could compete with the Rothschilds in transporting Rockefeller oil. This was all arranged by Jacob Schiff, of the company Kuhn & Loeb, the brain behind the foundation of the Rockefeller imperium. Under the authority of the Rothchilds, Kuhn, Loeb & Co. continue to manage the Rockefeller capital, which is valued at over 400 billion dollars. In 1950 the New York Times reported L.L. Strauss, a partner with Kuhn, Loeb & Co., as the financial adviser to the Rockefeller estate. Because of this, every investment had to be approved and signed by a partner of Kuhn, Loeb & Co. According to the periodical Fortune in 1985, the wealth of the Rockefellers was spread amongst more than 200 companies. These companies include six of the largest industrial companies in America, six of the largest banks, five of the largest insurance companies and three of the largest companies from different branches (electricity, water, infrastructure, fruits, oil, gold, and others). Not including the remaining 180 other companies, the total assets of these twenty giants amount to 460 billion dollars.
Robin de Ruiter (Worldwide Evil and Misery - The Legacy of the 13 Satanic Bloodlines)
The Advent of Karna Now the feats of arm are ended, and the closing hour draws nigh, Music's voice is hushed in silence, and dispersing crowds pass by, Hark! Like welkin-shaking thunder wakes a deep and deadly sound, Clank and din of warlike weapons burst upon the tented ground! Are the solid mountains splitting, is it bursting of the earth, Is it tempest's pealing accent whence the lightning takes its birth? Thoughts like these alarm the people for the sound is dread and high, To the gate of the arena turns the crowd with anxious eye! Gathered round preceptor Drona, Pandu's sons in armour bright, Like the five-starred constellation round the radiant Queen of Night, Gathered round the proud Duryodhan, dreaded for his exploits done, All his brave and warlike brothers and preceptor Drona's son, So the gods encircled Indra, thunder-wielding, fierce and bold, When he scattered Danu's children in the misty days of old! Pale, before the unknown warrior, gathered nations part in twain, Conqueror of hostile cities, lofty Karna treads the plain! In his golden mail accoutred and his rings of yellow gold, Like a moving cliff in stature, arméd comes the chieftain bold! Pritha, yet unwedded, bore him, peerless archer on the earth, Portion of the solar radiance, for the Sun inspired his birth! Like a tusker in his fury, like a lion in his ire, Like the sun in noontide radiance, like the all-consuming fire! Lion-like in build and muscle, stately as a golden palm, Blessed with every very manly virtue, peerless warrior proud and calm! With his looks serene and lofty field of war the chief surveyed, Scarce to Kripa or to Drona honour and obeisance made! Still the panic-stricken people viewed him with unmoving gaze, Who may be this unknown warrior, questioned they in hushed amaze! Then in voice of pealing thunder spake fair Pritha's eldest son Unto Arjun, Pritha's youngest, each, alas! to each unknown! “All thy feats of weapons, Arjun, done with vain and needless boast, These and greater I accomplish—witness be this mighty host!” Thus spake proud and peerless Karna in his accents deep and loud, And as moved by sudden impulse leaped in joy the listening crowd! And a gleam of mighty transport glows in proud Duryodhan's heart, Flames of wrath and jealous anger from the eyes of Arjun start! Drona gave the word, and Karna, Pritha's war-beloving son, With his sword and with his arrows did the feats by Arjun done!
Romesh Chunder Dutt (Maha-bharata The Epic of Ancient India Condensed into English Verse)
Mikas had told him once that the place had been hit during the bombing of the city years earlier, that the residents had been herded out of the building and into transports like cattle, never to return. Their things had been left strewn about and forgotten, a derelict snapshot of the lives they had left behind.
A.M. Daily (Lacuna (Lacuna Chronicles #1))
Here is Senator Russell in a colloquy on the Senate floor with Senator Proxmire: There is something about preparing for destruction that causes men to be more careless in spending money than they would be if they were building for constructive purposes. Why that is so I do not know; but I have observed, over a period of almost thirty years in the Senate, that there is something about buying arms with which to kill, to destroy, to wipe out cities, and to obliterate great transportation systems which causes men not to reckon the dollar cost as closely as they do when they think about proper housing and the care of the health of human beings.
Paul A. Baran (Monopoly Capital)
Baltimore's decades-long economic decline was well under way in the early 1980s when the children at issue in this volume set out on their journey through the city's public schools. Beginning in 1970, and continuing through the five years they were in elementary school (1982–1987), half the city's jobs in primary metals, shipbuilding repair, and transportation assembly disappeared (Levine 1987, 107). The historic core of Baltimore's industrial might had relocated offshore, to the region's rapidly expanding suburbs and low-wage parts of the country, or simply faded away in favor of the new postindustrial economy. This new economy provides lucrative
Karl L. Alexander (The Long Shadow: Family Background, Disadvantaged Urban Youth, and the Transition to Adulthood (The American Sociological Association's Rose Series in Sociology))
The transportation of food makes up a significant proportion of its cost. 'Vertical farms' are now being built that are located in cities, so food doesn't need to travel as far. A vertical farm as large as one New York city block, could produce enough food to feed 50,000 people per year. Vertical farms in cities really do have the ability to revolutionize our food production systems.
Thomas Baker (Abundance: Book Summary - Peter H. Diamandis and Steven Kotler - The Future is Better Than You Think)
Stephen nodded a farewell to her as he and Philip started off in the donkey cart to transport supplies to those in greatest distress. As reprisals against the followers of the Way grew in intensity, there were more and more who needed such help. Many had lost their jobs because shop owners feared Temple reprisal if a follower was found in their employ. Looks of contempt were cast on them when they were recognized in the streets—or even curses, spitting, or handfuls of dust. It was clear their increasing numbers had the whole city on edge.
Janette Oke (The Hidden Flame (Acts of Faith, #2))
is clear that neither countries nor regions can flourish if their cities (innovation ecosystems) are not being continually nourished. Cities have been the engines of economic growth, prosperity and social progress throughout history, and will be essential to the future competitiveness of nations and regions. Today, more than half of the world’s population lives in urban areas, ranging from mid-size cities to megacities, and the number of city dwellers worldwide keeps rising. Many factors that affect the competitiveness of countries and regions – from innovation and education to infrastructure and public administration – are under the purview of cities. The speed and breadth by which cities absorb and deploy technology, supported by agile policy frameworks, will determine their ability to compete in attracting talent. Possessing a superfast broadband, putting into place digital technologies in transportation, energy consumption, waste recycling and so on help make a city more efficient and liveable, and therefore more attractive than others. It is therefore critical that cities and countries around the world focus on ensuring access to and use of the information and communication technologies on which much of the fourth industrial revolution depends. Unfortunately, as the World Economic Forum’s Global Information Technology Report 2015 points out, ICT infrastructures are neither as prevalent nor diffusing as fast as many people believe. “Half of the world’s population does not have mobile phones and 450 million people still live out of reach of a mobile signal. Some 90% of the population of low-income countries and over 60% globally are not online yet. Finally, most mobile phones are of an older generation.”45
Klaus Schwab (The Fourth Industrial Revolution)
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haridwar cab
In a simple description, Hyperloop is conceptualized to be the 5th mode of transportation that has the speed of a bullet train, powered by solar energy, and the overall design that seemed to have been taken from a SyFy film.  This hyper-speedy transportation also targets to transport people in just a matter of minutes.
Wiroon Tanthapanichakoon (Elon Musk: 2nd Edition - A Billionaire Entrepreneur Changing the World Future with SpaceX, Tesla Motors, Solar City, and Hyperloop)
The proper response to congestion between cities is to build capacity. The proper response to congestion within a city is to intensify land use. The former is simple, almost mechanical. The latter is extremely complex and nuanced. After decades of ripping cities apart in the fight against congestion, it is time we recognize congestion as our best friend in our effort to build wealth and prosperity.
Charles L. Marohn Jr. (A World Class Transportation System: Transportation Finance for a New Economy)
tear down power, globally, locally - wherever it captures, manages and controls us. It means: organize by and for ourselves, first of all in the neighbourhood, the city and the region.Food, transportation, healthcare, energy - in each case we need to find the level at which we can act without recreating the power that we only just deposed. The commune is a not a form, but rather a way of posing problems that dissolves them
life, Meeker continued on to New York, where he scuffled with police who wouldn’t allow him to run his oxen down Fifth Avenue. In Washington, D.C., he ran his rig onto the White House lawn and enlisted President Theodore Roosevelt to help him preserve the trail. Meeker was a big, visionary thinker. Not content with merely preserving the trail, he advocated the creation of a national commercial and military road across the West, linking growing cities like Denver and Salt Lake with the East, and spur roads that would connect with the vast national parks that had been created during the Progressive Era. Swimming and fishing facilities, hotels, and even towers with navigational beacons for passing airmail planes were all part of Meeker’s plan. None of this was built during his lifetime, and Meeker would receive no credit for his elaborate transportation dreams. But the national parks system built during the New Deal, and the interstate highways paved in the 1950s, eventually created a network of concrete and open spaces remarkably similar to Meeker’s original scheme. Meeker
Rinker Buck (The Oregon Trail: A New American Journey)
Столиця — місто елегантних катафалків і клаксонистих трун на колесах.
Lyubko Deresh (Голова Якова)
Life expectancy rose only modestly between the Neolithic era of 8500 to 3500 BC and the Victorian era of 1850 to 1900.13 An American born in the late nineteenth century had an average life expectancy of around forty-five years, with a large share never making it past their first birthdays.14 Then something remarkable happened. In countries on the frontier of economic development, human health began to improve rapidly, education levels shot up, and standards of living began to grow and grow. Within a century, life expectancies had increased by two-thirds, average years of schooling had gone from single to double digits, and the productivity of workers and the pay they took home had doubled and doubled and then doubled again. With the United States leading the way, the rich world crossed a Great Divide—a divide separating centuries of slow growth, poor health, and anemic technical progress from one of hitherto undreamed-of material comfort and seemingly limitless economic potential. For the first time, rich countries experienced economic development that was both broad and deep, reaching all major segments of society and producing not just greater material comfort but also fundamental transformations in the health and life horizons of those it touched. As the French economist Thomas Piketty points out in his magisterial study of inequality, “It was not until the twentieth century that economic growth became a tangible, unmistakable reality for everyone.”15 The mixed economy was at the heart of this success—in the United States no less than in other Western nations. Capitalism played an essential role. But capitalism was not the new entrant on the economic stage. Effective governance was. Public health measures made cities engines of innovation rather than incubators of illness.16 The meteoric expansion of public education increased not only individual opportunity but also the economic potential of entire societies. Investments in science, higher education, and defense spearheaded breakthroughs in medicine, transportation, infrastructure, and technology. Overarching rules and institutions tamed and transformed unstable financial markets and turned boom-bust cycles into more manageable ups and downs. Protections against excessive insecurity and abject destitution encouraged the forward-looking investments and social integration that sustained growth required. At every level of society, the gains in health, education, income, and capacity were breathtaking. The mixed economy was a spectacularly positive-sum bargain: It redistributed power and resources, but as its impacts broadened and diffused, virtually everyone was made massively better off.
Jacob S. Hacker (American Amnesia: How the War on Government Led Us to Forget What Made America Prosper)
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.
Suzanne Johnson
Public transportation is free after 2:00 a.m. It’s a city-wide drinking-driving initiative.” “It’s
Meghan Ciana Doidge (Cupcakes, Trinkets, and Other Deadly Magic (The Dowser, #1))
As a concept, free-trade zones are as old as commerce itself, and were all the more relevant in ancient times when the transportation of goods required multiple holdovers and rest stops. Pre-Roman Empire city-states, including Tyre, Carthage and Utica, encouraged trade by declaring themselves "free cities," where goods in transit could be stored without tax, and merchants would be protected from harm. These tax-free areas developed further economic significance during colonial times, when entire cities- including Hong Kong, Singapore and Gibraltar - were designated as "free ports" from which the loot of colonialism could be safely shipped back to England, Europe or America with low import tariffs. Today, the globe is dotted with variations on these tax-free pockets, from duty-free shops in airports and free banking zones of the Cayman Islands to bonded warehouses and ports where goods in transit are held, sorted and packaged.
Naomi Klein (No Logo)
The domestication of grain was accompanied by an equally radical innovation in the preparation of food: the invention of bread. In an endless variety of forms, from the unleavened wheat or barley of the Near East to the corn tortillas of the Mexicans and the yeast-risen bread of later cultures, bread has been up to now the center of every diet. No other form of food is so acceptable, so transportable, or so universal. "Give us this day our daily bread" became a universal prayer, and so venerated was this food, as the very flesh of God, that to cut it with a knife is still, in some cultures, a sacrilege. Daily bread brought a security in the food supply that had never before been possible. Despite seasonal fluctuations in yield due to floods or droughts, the cultivation of grains made man assured of his daily nourishment, provided he worked steadily and consecutively, as he had never been certain of the supply of game or his luck in killing it. With bread and oil, bread and butter, or bread and bacon, neolithic cultures had the backbone of a balanced diet, rich in energy, needing only fresh garden produce to be entirely adequate. With this security, it was possible to look ahead and plan ahead with confidence. Except in the tropical areas, where soil regeneration was not mastered, groups could now remain rooted in one spot, surrounded by fields under permanent cultivation, slowly making improvements in the landscape, digging ditches and irrigation canals, making terraces, planting trees, which later generations would be grateful for. Capital accumulation begins at this point: the end of hand-to-mouth living. With the domestication of grains, the future became predictable as never before; and the cultivator not merely sought to retain the ancestral past, but to expand all his present possibilities: once the daily bread was assured, those wider migrations and transplantations of men, which made the country town and the city possible, speedily followed.
Lewis Mumford (Technics and Human Development (The Myth of the Machine, Vol 1))
It is scarcely an exaggeration to say that mechanical invention until the thirteenth century A.D. owed a greater debt to warfare than to the arts of peace. This holds over long stretches of history. The Bronze Age chariot preceded the general use of wagons for transportation, burning oil was used to repel enemies besieging a city before it was employed for powering engines or heating buildings: so, too, inflated life preservers were used by Assyrian armies to cross rivers thousands of years before 'water-wings' were invented for civilian swimming. Metallurgical applications, too, developed more rapidly in the military than in the civilian arts: the scythe was attached to chariots for mowing down men before it was attached to agricultural mowing machines; while Archimedes' knowledge of mechanics and optics was applied to destroying the Roman fleet attacking Syracuse before it was put to any more constructive industrial use. From Greek fire to atom bombs, from ballistas to rockets, warfare was the chief source of those mechanical inventions that demanded a metallurgical and chemical background.
Lewis Mumford (Technics and Human Development (The Myth of the Machine, Vol 1))
Even when one restricts the notion of progress to conquering space and time, its human limitations are flagrant. Take one of Buckminster Fuller's favorite illustrations of the shrinkage of time and space, beginning with a sphere twenty feet in diameter, to represent transportation time-distance by walking. With the use of the horse, this sphere gets reduced in size to six feet, with the clipper ship, it becomes a basketball, with the railroad, a baseball, with the jet plane, a marble, and with the rocket, a pea. And if one could travel at the speed of light, one might add, to round off Fuller's idea, the earth would become, from the standpoint of bodily velocity, a molecule, so that one would be back at the starting point without having even the briefest sensation of having left. By so carrying Fuller's illustration to its theoretic extreme, one reduces this mechanical concept to its proper degree of human irrelevance. For like every other technical achievement, speed has a meaning only in relation to other human needs and purposes. Plainly, the effect of speeding transportation is to diminish the possibilities of direct human experience-even the experience of travel. A person who undertook to walk around the earth would actually, at the end of that long journey, have stored up rich memories of its geographic, climatic, esthetic, and human realities: these experiences retreat in direct ratio to speed, until at the climax of rapid movement, the traveller can have no experience at all: his world has become a static one, in which time and motion work no changes whatever. Not merely space but man shrinks. Because of the volume of jet travel and the rapid turnover of tourists, this means of transport has already ruined beyond repair many of the precious historic sites and cities that incited this mass visitation.
Lewis Mumford (The Pentagon of Power (The Myth of the Machine, Vol 2))
Republican-controlled bank in the city. Plenty of Republicans were inherently suspicious of banks, but many would welcome the opportunity to use one that didn’t require them to get into bed with their political enemies.   Hamilton was infuriated when he realized how Burr had used him. Once the company had received its charter, it abandoned all pretense of providing the city with clean water, instead laying in a pipe system that transported the contaminated well water around the city. This incident perhaps marked the turning point in Hamilton’s relationship with Burr; friendly despite their political differences, the most famous duel in American history lay in their future, and only one of them would survive it.     The
Michael W. Simmons (Alexander Hamilton: First Architect Of The American Government)
Apparently some rustlers had been swiping red-horned wildebeest from farms in the San Fedora area and transporting them off-world to other colonies where they would sell them. And these were known repeat offenders. He could make a packet if he got the whole bunch of them the same time. The pickings were kind of slim in Atro City lately and he could use the money. He didn’t like feeling like a leech around Cindy-Mei.
Christina Engela (Dead Man's Hammer)
It was time to take up the discussion over governance, housing, transportation, security, health care, and education—to define the country we wanted and outline our terms. Who were we. . . . What were our limits and our ambitions?
Juliana Barbassa (Dancing with the Devil in the City of God: Rio de Janeiro on the Brink)