Civic Transport Quotes

In a perfect world, politics is boring, informed by debate but assured of a mutual understanding that the civic good matters. It’s tree-cutting permits and public transport levies and people who go to school for years and years to learn how to best pass a thoroughfare through a residential area. Republicanism, in its current form, proposes the exact opposite—treason trials for political opponents, the stripping away of any societal covenant, a war on expertise. In the right-wing vision of America, every societal interaction is an organ harvest, something vital snatched from the civic body, sold for one kind of profit or another. It’s a vision that produces an almost unmatched clarity in the base, an unmatched loyalty: Which side of this operation do you want to be on?

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

Social entrepreneurs are among the most dynamic engines of the cooperative movement. Where corporate moguls work for personal enrichment, these civic-minded business leaders work for the cooperative equivalent, which is a desire to generate community self-reliance, abolish poverty, and enhance community economic well-being by improving housing, food, transportation, energy, health, finance, and a host of other products and services. Their motivations are not selfishly financial; they are far deeper, rooted in both the human spirit and the pervasive sense of community that human beings have striven to express throughout history. As the economist Jean Monnet once said, “Without community, there is crisis.

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.

The process of simplifying man's environment and rendering it increasingly elemental and crude has a cultural as well as a physical dimension. The need to manipulate immense urban populations—to transport, feed, employ, educate and somehow entertain millions of densely concentrated people—leads to a crucial decline in civic and social standards. A mass concept of human relations—totalitarian, centralistic and regimented in orientation—tends to dominate the more individuated concepts of the past. Bureaucratic techniques of social management tend to replace humanistic approaches. All that is spontaneous, creative and individuated is circumscribed by the standardized, the regulated and the massified. The space of the individual is steadily narrowed by restrictions imposed upon him by a faceless, impersonal social apparatus. Any recognition of unique personal qualities is increasingly surrendered to the manipulation of the lowest common denominator of the mass. A quantitative, statistical approach, a beehive manner of dealing with man, tends to triumph over the precious individualized and qualitative approach which places the strongest emphasis on personal uniqueness, free expression and cultural complexity.

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.

Whipped or ice cream on your dumplings?" she asked them, once the crust browned and the filling bubbled. She sprinkled additional cinnamon sugar on top. Grace and Cade responded as one, "Ice cream." Cade leaned his elbows on the table, cut her a curious look. "I didn't think we had a thing in common." She gave him a repressive look. "Ice cream doesn't make us friends." Amelia scooped vanilla bean into the bowls with the dumplings. Her smile was small, secret, when she served their dessert, and she commented, "Friendships are born of likes and dislikes. Ice cream is binding." Not as far as Grace was concerned. Cade dug into his dessert. Amelia kept the conversation going. "I bet you're more alike than you realize." Why would that matter? Grace thought. She had no interest in this man. A simultaneous "doubtful" surprised them both. Amelia kept after them, Grace noted, pointing out, "You were both born, grew up, and never left Moonbright." "It's a great town," Cade said. "Family and friends are here." "You're here," Grace emphasized. Amelia patted her arm. "I'm very glad you've stayed. Cade, too. You're equally civic-minded." Grace blinked. We are? "The city council initiated Beautify Moonbright this spring, and you both volunteered." We did? Grace was surprised. Cade scratched his stubbled chin, said, "Mondays, I transport trees and mulch from Wholesale Gardens to grassy medians between roadways. Flower beds were planted along the nature trails to the public park." Grace hadn't realized he was part of the community effort. "I help with the planting. Most Wednesdays." Amelia was thoughtful. "You're both active at the senior center." Cade acknowledged, "I've thrown evening horseshoes against the Benson brothers. Lost. Turned around and beat them at cards." "I've never seen you there," Grace puzzled. "I stop by in the afternoons, drop off large-print library books and set up audio cassettes for those unable to read because of poor eyesight." "There's also Build a Future," Amelia went on to say. "Cade recently hauled scaffolding and worked on the roof at the latest home for single parents. Grace painted the bedrooms in record time." "The Sutter House," they said together. Once again. "Like minds," Amelia mused, as she sipped her sparkling water.

After the Oslo peace process dissolved into violence and hopelessness, the Israeli left and center-left had increasingly moved their focus from the quest for a land-for-peace settlement of the Israeli-Palestinian conflict to a more social, civic agenda, promoting issues such as gender equality, civil marriage, LGBTQ rights, public transport on the Sabbath, and accommodation toward the more liberal, progressive streams of Judaism with which the vast majority of affiliated Jews in North America were identified, and which were repudiated by Israel’s Orthodox religious authorities.

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.

Once a country is included on the “counterinsurgency” list, or any other such category, a move is made to develop a CIA echelon, usually within the structure of whatever U.S. military organization exists there at the time. Then the CIA operation begins Phase I by proposing the introduction of some rather conventional aircraft. No developing country can resist such an offer, and this serves to create a base of operations, usually in a remote and potentially hostile area. While the aircraft program is getting started the Agency will set up a high frequency radio network, using radios positioned in villages throughout the host country. The local inhabitants are told that these radios will provide a warning of guerrilla activity. Phase II of such a project calls for the introduction of medium transport type aircraft that meet anti-guerrilla warfare support requirements. The crew training program continues, and every effort is made to develop an in-house maintenance capability. As the level of this activity increases, more and more Americans are brought in, ostensibly as instructors and advisers; at this phase many of the Americans are Army Special Forces personnel who begin civic action programs. The country is sold the idea that it is the Army in most developing nations that is the usual stabilizing influence and that it is the Army that can be trusted. This is the American doctrine; promoting the same idea, but in other words, it is a near paraphrase of the words of Chairman Mao. In the final phase of this effort, light transports and liaison type aircraft are introduced to be used for border surveillance, landing in remote areas, and for resupplying small groups of anti-guerrilla warfare troops who are operating away from fixed bases. These small specialized aircraft are usually augmented by helicopters. When the plan has developed this far, efforts are made to spread the program throughout the frontier area of the country. Villagers are encouraged to clear off small runways or helicopter landing pads, and more warning network radios are brought into remote areas. While this work is continuing, the government is told that these activities will develop their own military capability and that there will be a bonus economic benefit from such development, each complementing the other. It also makes the central government able to contact areas in which it may never have been able to operate before, and it will serve as a tripwire warning system for any real guerrilla activities that may arise in the area. There is no question that this whole political economic social program sounds very nice, and most host governments have taken the bait eagerly. What they do not realize, and in many cases what most of the U.S. Government does not realize, is that this is a CIA program, and it exists to develop intelligence. If it stopped there, it might be acceptable but intelligence serves as its own propellant, and before long the agents working on this type of project see, or perhaps are a factor in creating, internal dissension.

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.

We will have to downscale our gigantic enterprises and institutions­ - corporations, governments, banks, schools, hospitals, markets, farms­ - and learn to live locally, hence responsibly. We will have to drive less and create decent public transportation that people want to use. We will have to produce less garbage (including pollution) and consume less fossil fuel. We will have to reacquire the lost art of civic planning and redesign our rules for building. If we can do these things, we may be able to recreate a nation of places worth caring about, places of enduring quality and memorable character.

First, reframe the purpose of taxes to help build social consensus for the kind of higher-tax, higher-returns public sector that has been a proven success in many Scandinavian countries. And remember, the verbal framing expert George Lakoff advises to choose your words wisely: don’t oppose tax relief—talk about tax justice. Likewise, the notion of public spending is often used by those who oppose it to evoke a never-ending outlay. Public investment, on the other hand, focuses on the public goods—such as high-quality schools and effective public transport—that underpin collective well-being.57 Second, end the extraordinary injustice of tax loopholes, offshore havens, profit shifting and special exemptions that allow many of the world’s richest people and largest corporations—from Amazon to Zara—to pay negligible tax in the countries in which they live and do business. At least $18.5 trillion is hidden by wealthy individuals in tax havens worldwide, representing an annual loss of more than $156 billion in tax revenue, a sum that could end extreme income poverty twice over.58 At the same time, transnational corporations shift around $660 billion of their profits each year to near-zero tax jurisdictions such as the Netherlands, Ireland, Bermuda and Luxembourg.59 The Global Alliance for Tax Justice is among those focused on tackling this, campaigning worldwide for greater corporate transparency and accountability, fair international tax rules, and progressive national tax systems.60 Third, shifting both personal and corporate taxation away from taxing income streams and towards taxing accumulated wealth—such as real estate and financial assets—will diminish the role played by a growing GDP in ensuring sufficient tax revenue. Of course progressive tax reforms such as these can quickly encounter pushback from the corporate lobby, along with claims of state incompetence and corruption. This only reinforces the importance of strong civic engagement in promoting and defending political democracies that can hold the state to account.

Once upon a time the general problem of the City Chaotic looked so simple. Boulevards and civic monuments were going to create the City Beautiful. After that proved insufficient, regional plans were to create the City Sensible. These proved unacceptable and now we are struggling, sometimes it seems at the expense of everything else, to improvise the City Traversible.

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

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