Road Infrastructure Quotes

The American Society of Civil Engineers said in 2007 that the U.S. had fallen so far behind in maintaining its public infrastructure -- roads, bridges, schools, dams -- that it would take more than a trillion and half dollars over five years to bring it back up to standard. Instead, these types of expenditures are being cut back. At the same time, public infrastructure around the world is facing unprecedented stress, with hurricanes, cyclones, floods and forest fires all increasing in frequency and intensity. It's easy to imagine a future in which growing numbers of cities have their frail and long-neglected infrastructures knocked out by disasters and then are left to rot, their core services never repaired or rehabilitated. The well-off, meanwhile, will withdraw into gated communities, their needs met by privatized providers.

The greatest threat to a robust, autonomous civil society is the ever-growing Leviathan state and those like Obama who see it as the ultimate expression of the collective. Obama compounds the fallacy by declaring the state to be the font of entrepreneurial success. How so? It created the infrastructure - roads, bridges, schools, Internet - off which we all thrive. Absurd. We don't credit the Swiss postal service with the Special Theory of Relativity because it transmitted Einstein's manuscript to the Annalen der Physik.

We cannot, of course, physically harm the President of the United States, but it is not illegal to lead him into a bramble, some uneven pavement, rocky terrain. Let your deteriorating roads, bridges, and public schools work for us.

Roads remain the essential network of the non-virtual world. They are the infrastructure upon which almost all other infrastructure depends. They are the paths of human endeavor.

The United States of America has had the world’s largest economy for most of our history, with enough money to feed and educate all our children, build world-leading infrastructure, and generally ensure a high standard of living for everyone. But we don’t. When it comes to per capita government spending, the United States is near the bottom of the list of industrialized countries, below Latvia and Estonia. Our roads, bridges, and water systems get a D+ from the American Society of Civil Engineers. With the exception of about forty years from the New Deal to the 1970s, the United States has had a weaker commitment to public goods, and to the public good, than every country that possesses anywhere near our wealth.

When you think of Eden, don’t think of a public park with a lawn, a play set, and a flowerbed or two, where God hands Adam a lawnmower and says, Keep it tidy, will ya? Think of a violent, untamed wilderness teeming with beauty, but no infrastructure, no roads, no bridges, no cities, no civilization, and God says, Go make a world. Adam wasn’t a landscape-maintenance employee. He was an explorer, a cartographer, a gardener, a designer, an architect, a builder, an urban planner, a city-maker.

The next time you drive into a Walmart parking lot, pause for a second to note that this Walmart—like the more than five thousand other Walmarts across the country—costs taxpayers about $1 million in direct subsidies to the employees who don’t earn enough money to pay for an apartment, buy food, or get even the most basic health care for their children. In total, Walmart benefits from more than $7 billion in subsidies each year from taxpayers like you. Those “low, low prices” are made possible by low, low wages—and by the taxes you pay to keep those workers alive on their low, low pay. As I said earlier, I don’t think that anyone who works full-time should live in poverty. I also don’t think that bazillion-dollar companies like Walmart ought to funnel profits to shareholders while paying such low wages that taxpayers must pick up the ticket for their employees’ food, shelter, and medical care. I listen to right-wing loudmouths sound off about what an outrage welfare is and I think, “Yeah, it stinks that Walmart has been sucking up so much government assistance for so long.” But somehow I suspect that these guys aren’t talking about Walmart the Welfare Queen. Walmart isn’t alone. Every year, employers like retailers and fast-food outlets pay wages that are so low that the rest of America ponies up a collective $153 billion to subsidize their workers. That’s $153 billion every year. Anyone want to guess what we could do with that mountain of money? We could make every public college tuition-free and pay for preschool for every child—and still have tens of billions left over. We could almost double the amount we spend on services for veterans, such as disability, long-term care, and ending homelessness. We could double all federal research and development—everything: medical, scientific, engineering, climate science, behavioral health, chemistry, brain mapping, drug addiction, even defense research. Or we could more than double federal spending on transportation and water infrastructure—roads, bridges, airports, mass transit, dams and levees, water treatment plants, safe new water pipes. Yeah, the point I’m making is blindingly obvious. America could do a lot with the money taxpayers spend to keep afloat people who are working full-time but whose employers don’t pay a living wage. Of course, giant corporations know they have a sweet deal—and they plan to keep it, thank you very much. They have deployed armies of lobbyists and lawyers to fight off any efforts to give workers a chance to organize or fight for a higher wage. Giant corporations have used their mouthpiece, the national Chamber of Commerce, to oppose any increase in the minimum wage, calling it a “distraction” and a “cynical effort” to increase union membership. Lobbyists grow rich making sure that people like Gina don’t get paid more. The

Probably no single event highlights the strength of Campbell’s argument (on peak oil) better than the rapid development of the Alberta tar sands. Bitumen, the world’s ugliest and most expensive hydrocarbon, can never be a reasonable substitute for light oil due to its extreme capital, energy, and carbon intensity. Bitumen looks, smells, and behaves like asphalt; running an economy on it is akin to digging up our existing road infrastructure, melting it down, and enriching the goop with hydrogen until it becomes a sulfur-rich but marketable oil.

The theory propounded on the Deep Green Resistance Web site and in books by the DGR founders was that the only way to save a modicum of civilization was to systematically destroy the energy infrastructure right now, and maybe right now was too late; 2013 might not have been too late, but the world had dithered itself into four more years of climate collapse. Felicity’s problem with these ideas was that she could see the logic of them—if the world were forced to go local by the destruction of airports, roads, oil and gas pipelines, transmission towers, banks, harbors, the Internet, then, yes, there would be a war, or many wars, but the population would decrease, and the humans who were left would be forced to live the best they could in the environments they found themselves in. Abstractly, Felicity understood the necessity for population collapse of humans in order that other species might have the ghost of a chance, but she thought Ezra

The Church undertook many functions that are today absorbed by government, including the provision of public infrastructure. This is part of the way that the Church helped overcome what economists call “public goods dilemmas” in an era of fragmented authority. Specific religious orders of the early-medieval Church devoted themselves to applied engineering tasks, like opening roads, rebuilding fallen bridges, and repairing dilapidated Roman aqueducts. They also cleared land, built dams, and drained swamps. A new monastic order, the Carthusians, dug the first “artesian” well in Artois, France. Using percussion drilling, they dug a small hole deep enough to create a well that needed no pump.36

The Chinese Communist Party has seen fit to protect most property rights because it recognizes that it has a self-interest in doing so. But the party faces no legal constraints other than its own internal political controls if it decides to violate property rights. Many peasants find their land coveted by municipal authorities and developers who want to turn it into commercial real estate, high-density housing, shopping centers, and the like, or else into public infrastructure like roads, dams, or government offices. There are large incentives for developers to work together with corrupt local officials to illegally take land away from peasants or urban homeowners, and such takings have been perhaps the largest single source of social discontent in contemporary China.33

There’s no doubt that Indonesia’s infrastructure is in a parlous state. It’s the largest country in the world to consist entirely of islands, yet the World Economic Forum ranked it 104 out of 139 countries for its port infrastructure; even landlocked countries such as Zimbabwe, Switzerland and Botswana reported better access to ports. It did nearly as badly on roads, air transport and electricity.*

About five years ago, on our first day of office — Build, Build, Build Czar Mark Villar and I were talking — “What can we do to make the Philippines a better place?” His answer was simple —roads to the most rural areas so that children can go to school without risking their lives, bridges to connect farmers and fishermen to their markets and infrastructure that would open up opportunities in the countryside and allow Filipinos to dream and aspire for a better future.

The cost to maintain local roads is, on average, more than 6 cents per mile for each car each year. How much of this do drivers actually pay? Less than a penny. What does this mean for bicycling? While people do not pay to ride bicycles on the road, bicycling also costs almost nothing—less than 1% of money spent on transportation infrastructure in the U.S. goes to anything bike-related, and bicycles do not contribute significantly to other road-related expenses like potholes, crashes, or congestion.

In the Negev in Israel, Israeli authorities have refused to legally recognize 35 Palestinian Bedouin communities, making it impossible for their 90,000 or so residents to live lawfully in the communities they have lived in for decades. Instead, authorities have sought to concentrate Bedouin communities in larger recognized townships in order, as expressed in governmental plans and statements by officials, to maximize the land available for Jewish communities. Israeli law considers all buildings in these unrecognized villages to be illegal, and authorities have refused to connect most to the national electricity or water grids or to provide even basic infrastructure such as paved roads or sewage systems. The communities do not appear on official maps, most have no educational facilities, and residents live under constant threat of having their homes demolished. Israeli authorities demolished more than 10,000 Bedouin homes in the Negev between 2013 and 2019, according to government data. They razed one unrecognized village that challenged the expropriation of its lands, al-Araqib, 185 times.

Despite all the efforts in China to manage congestion, owning a car continues to be a powerful aspiration. And then there is the other giant—India. There are only 48 million cars in India compared to China’s 240 million, despite similarly sized populations. But India is also a very big emerging market, and the share of young people in India’s population is much greater than in China’s, and its road system is far less developed. But economic growth will raise incomes and finance new infrastructure, and India’s massive cohort of young people will end up having a huge impact on the global auto and oil industries.

To be a software developer was to run the rest stops off the exits and to make sure that all the fast-food and gas station franchises accorded with each other and with user expectations; to be a hardware specialist was to lay the infrastructure, to grade and pave the roads themselves; while to be a network specialist was to be responsible for traffic control, manipulating signs and lights to safely route the time-crunched hordes to their proper destinations. To get into systems, however, was to be an urban planner, to take all of the components available and ensure their interaction to maximum effect. It was, pure and simple, like getting paid to play God, or at least a tinpot dictator.

Build, Build, Build has been the target of fake news, trolls, and critics. They have tried to redefine it far from its scope — and in their “proud, most credible voice” — report it as truth. Are they confused or just simply cunning? During the upcoming elections, many will try to discredit the accomplishments of 6.5 million construction workers. They will say that what we have completed is not enough, that there could have been many things that we could have done still, or that we never really worked at all. Allow me to say — if you are reading this, and you’re part of the Build, Build, Build team - without you, we wouldn’t have been able to build 29,264 kilometers of roads, 5,950 bridges, 11,340 flood control projects, 222 evacuation centers, 150,149 classrooms, 214 airport projects, and 451 seaport projects.

But there was one occasion when we went down to a village to set up our feeding kitchens and I noticed there was another relief operation there that had the same American supplies that we had who were doing something quite different. They were organizing food-for-work programs so that the people in the village would actually work and be paid in food. And the work they were doing were things that would help the whole village…..building a road or a school…..building a dam to catch the water when the rains came again…..building tube wells to tap deep into the aquifer. So the villagers were given the dignity of work at the same time they were providing something for the infrastructure of the village. I said: “That’s really smart. Who are these people?” Gandhians. They were members of the Sarvodaya Movement….the Gandhian Movement. And I said: “That’s what I want to do.

And to bring people together we need a simple and straightforward progressive agenda which speaks to the needs of our people, and which provides us with a vision of a very different America. And what is that agenda? Jobs, Jobs, Jobs. It begins with jobs. If we are truly serious about reversing the decline of the middle class we need a major federal jobs program which puts millions of Americans back to work at decent-paying jobs. At a time when our roads, bridges, water systems, rail, and airports are decaying, the most effective way to rapidly create meaningful jobs is to rebuild our crumbling infrastructure. That’s why I’ve introduced legislation which would invest $1 trillion over five years to modernize our country’s physical infrastructure. This legislation would create and maintain at least thirteen million good-paying jobs, while making our country more productive, efficient, and safe. And I promise you, as president I will lead that legislation into law.

Banks were once an extremely valuable part of the economy and did a lot of good in advancing civilization. Banks played a pivotal role in financing big projects like roads, bridges, factories, stadiums, etc. Banks were to the economy what the heart is to the human body. But that has ended. Traditional banks have become extra toxic entities in the economy. It’s partially the fault of excessive government regulations that have made everything dysfunctional and it’s partially the fault of greedy bankers putting profits above customers and shareholders above society... But nonetheless, banks today offer very little benefit to their clients. They pay barely anything in interest. They offer barely anything in growth. They move money too slowly. They’re too restrictive. They’re selling the same boring products and services they did a hundred years ago. And they have too much power over peoples accounts. Soon, the many new companies and applications that emerge on the Ethereum infrastructure will eliminate the need for traditional banks and eliminate their value proposition by providing people with superior value. Everything from growth to asset management to lending can be done even better on the Ethereum infrastructure by anyone.

In the meantime, I tried my best to acclimate to my new life in the middle of nowhere. I had to get used to the fact that I lived twenty miles from the nearest grocery store. That I couldn’t just run next door when I ran out of eggs. That there was no such thing as sushi. Not that it would matter, anyway. No cowboy on the ranch would touch it. That’s bait, they’d say, laughing at any city person who would convince themselves that such a food was tasty. And the trash truck: there wasn’t one. In this strange new land, there was no infrastructure for dealing with trash. There were cows in my yard, and they pooped everywhere--on the porch, in the yard, even on my car if they happened to be walking near it when they dropped a load. There wasn’t a yard crew to clean it up. I wanted to hire people, but there were no people. The reality of my situation grew more crystal clear every day. One morning, after I choked down a bowl of cereal, I looked outside the window and saw a mountain lion siting on the hood of my car, licking his paws--likely, I imagined, after tearing a neighboring rancher’s wife from limb to limb and eating her for breakfast. I darted to the phone and called Marlboro Man, telling him there was a mountain lion sitting on my car. My heart beat inside my chest. I had no idea mountain lions were indigenous to the area. “It’s probably just a bobcat,” Marlboro Man reassured me. I didn’t believe him. “No way--it’s huge,” I cried. “It’s seriously got to be a mountain lion!” “I’ve gotta go,” he said. Cows mooed in the background. I hung up the phone, incredulous at Marlboro Man’s lack of concern, and banged on the window with the palm of my hand, hoping to scare the wild cat away. But it only looked up and stared at me through the window, imagining me on a plate with a side of pureed trout. My courtship with Marlboro Man, filled with fizzy romance, hadn’t prepared me for any of this; not the mice I heard scratching in the wall next to my bed, not the flat tires I got from driving my car up and down the jagged gravel roads. Before I got married, I didn’t know how to use a jack or a crowbar…and I didn’t want to have to learn now. I didn’t want to know that the smell in the laundry room was a dead rodent. I’d never smelled a dead rodent in my life: why, when I was supposed to be a young, euphoric newlywed, was I being forced to smell one now? During the day, I was cranky. At night, I was a mess. I hadn’t slept through the night once since we returned from our honeymoon. Besides the nausea, whose second evil wave typically hit right at bedtime, I was downright spooked. As I lay next to Marlboro Man, who slept like a baby every night, I thought of monsters and serial killers: Freddy Krueger and Michael Myers, Ted Bundy and Charles Manson. In the utter silence of the country, every tiny sound was amplified; I was certain if I let myself go to sleep, the murderer outside our window would get me.

Another salesman flew down to SpaceX to sell the company on some technology infrastructure equipment. He was doing the standard relationship-building exercise practiced by salespeople for centuries. Show up. Speak for a while. Feel each other out. Then, start doing business down the road. Musk was having none of it. “The guy comes in, and Elon asks him why they’re meeting,” Spikes said. “He said, ‘To develop a relationship.’ Elon replied, ‘Okay. Nice to meet you,’ which basically meant, ‘Get the fuck out of my office.’ This guy had spent four hours traveling for what ended up as a two-minute meeting. Elon just has no tolerance for that kind of stuff.” Musk could be equally brisk with employees who were not hitting his standards. “He would often say, ‘The longer you wait to fire someone the longer it has been since you should have fired them,’” Spikes said.

Oklahoma's state government was, by this point, unbelievably dysfunctional, and the state's infrastructure was the worst in the nation, and the roads and bridges were crumbling everywhere.

Congestion-reducing activities like carpooling, off-peak commuting, bicycling, telecommuting, and mass transit would all increase with congestion pricing in effect. Already Pigovian principles have been applied to revenue-generating segments of infrastructure like toll roads and London’s congestion zone, which reduces traffic and takes in money by charging motorists to drive into the city center during peak times. Meanwhile, Singapore has implemented an Electronic Road Pricing System that has virtually eliminated congestion.

Roads and Bridges: The Unseen Labor Behind Our Digital Infrastructure.

Part of why individuals like Benioff could crow about giving back was because of how comprehensively they had taken to begin with. They had benefited from public goods financed by taxpayers—the schools that educated their employees; the internet, developed by publicly funded research; the roads, the bridges, and the rest of modern infrastructure, which enabled commerce—and then deployed their lobbyists, accountants, and lawyers to master legal forms of tax evasion that starved the system.

But not necessarily! Look, when construction is over, it would be very possible to grade the ground right back to its original configuration, and then cast loose rock over the surface in a way that would imitate the aboriginal plain. Dust storms would deposit the required fines soon enough, and then if people walked on pathways, and vehicles ran on roads or tracks, soon it would have the look of the original ground, occupied here and there by colorful mosaic buildings, and glass domes stuffed with greenery, and yellow brick roads or whatnot. Of course we must do it! It is a matter of spirit! And that’s not to say it could have been done earlier, the infrastructure had to be installed, that’s always messy, but now we are ready for the art of architecture, the spirit of it.

at the time the Constitution was ratified, corporations were usually chartered for what we think of today as an infrastructure project, like building a road or a canal. State legislatures had the power to revoke their charters if they exceeded their mandate or harmed the local community.

With great prescience he warned of the need to develop common bargaining goals for autoworkers in all auto-producing nations as a means of counteracting global wage competition, and recommended the country turn its attention to repairing bridges, roads, and other infrastructures.

India’s road safety challenges are complex and multifactorial, rooted in a combination of rapid urbanization, a surge in vehicular density, inadequate infrastructure, and lax enforcement of traffic regulations.

As cities expand and more vehicles take to the roads, the infrastructure struggles to keep pace, resulting in congestion, compromised safety, and an increased risk of accidents. The need for a holistic approach that encompasses infrastructure development, public awareness campaigns, and stringent law enforcement becomes evident in addressing this critical issue.

The fuel that fuels our cars and trucks on the road is where the economy starts. Small businesses and entrepreneurs greatly aid the nation's economic growth. Thirdly, investing in infrastructure leads to growing businesses and job opportunities.

The resistance to road-building in Left Wing Extremism (LWE)-affected areas is one obvious example. But if national prospects are undermined or border area infrastructure paralysed, then it is a worry of an even greater magnitude. As the record shows, this can come in many forms and appearances, some openly negative while others take the cover of public good.

Suraj solar and allied industries, Wework galaxy, 43, Residency Road, Bangalore-560025. Mobile number : +91 808 850 7979 Introduction to Solar Rooftop in Bangalore Solar rooftop systems have emerged as a game-changing innovation in Bangalore's energy consumption, providing a green and sustainable alternative to conventional sources of power. Solar rooftops are gaining a lot of traction among residential, commercial, and industrial users in the city as it deals with rising energy demands and environmental concerns. This article examines the advantages, drawbacks, government initiatives, case studies, and prospects for the future of solar rooftops, which have had a profound effect on Bangalore's energy landscape. 1. Introduction to Bangalore's Solar Rooftops An Overview of Bangalore's Solar Rooftop Systems Ah, Bangalore! Home to tech whiz kids, filter coffee connoisseurs, and now the progressive pioneers who are embracing solar rooftops! The eco-friendly Batman of the energy industry, solar rooftop systems are perched atop buildings and convert sunlight into clean, renewable power. Installed on rooftops, these systems use solar panels to generate electricity, assisting in the reduction of reliance on conventional grid power. 2. Economic Benefits of Solar Rooftops for Energy Consumption Who doesn't love saving money while protecting the environment? The economic benefits of solar rooftops in Bangalore are significant. By producing your own power, you can slice those heavy energy bills and even bring in an additional money by selling overabundance influence back to the matrix. It's like having a solar side business on your roof! Impact on the Environment Let's be honest: Bangalore's air quality could use a break. When it comes to reducing emissions of greenhouse gases and air pollution, solar rooftops emerge as the cloaked crusaders. You are reducing your carbon footprint and contributing to a cleaner and greener Bangalore by using solar power. When the sun shines on your rooftop panels, it's like giving Mother Nature a high five. 3. Impact of Solar Rooftop in Bangalore Energy Landscape Reduction of Carbon Footprint Bangalore, with its vibrant culture and bustling IT hubs, can also be a hotbed for emissions. Sun powered roofs go about as the eco-heroes, checking carbon impressions and advancing manageability. The city has the potential to make a significant leap toward a more healthy environment and a brighter future for future generations by utilizing solar energy. Integration with Existing Energy Infrastructure The beauty of solar rooftops in Bangalore is that they seamlessly combine solar power with traditional grid energy. These frameworks can undoubtedly incorporate with the current energy foundation, making a more strong and dependable energy organization. It's like combining the best of both worlds to guarantee the city's bustling energy supply's stability and sustainability. 4. Adopting Solar Rooftops: Obstacles and Solutions Initial Cost and Return on Investment We understand that the initial cost of installing solar rooftops may appear to be the bad guy in this sustainability tale. However, rest assured! The return on investment for solar rooftops in Bangalore is brighter than a sunny day thanks to government subsidies, tax incentives, and lower panel prices. Consider it a long-term investment in the environment and your savings. Technical Considerations and Maintenance Although the process of maintaining solar rooftops may appear intimidating, it is not rocket science—rather, it is solar science! To keep your solar panels in top condition, all you need to do is clean them on a regular basis, keep an eye on how well the system is working, and do occasional maintenance checks. Navigating the technical aspects of solar rooftops has never been easier thanks to technological advancements and the assistance of local experts.

I mean the terrible roads that kill people, the potholes, the broken sewer systems, the decrepit hospitals, the decrepit schools, the decrepit industrial sector, the decrepit rail system, or should I say a generally decrepit infrastructure.

Another salesman flew down to SpaceX to sell the company on some technology infrastructure equipment. He was doing the standard relationship-building exercise practiced by salespeople for centuries. Show up. Speak for a while. Feel each other out. Then, start doing business down the road. Musk was having none of it. “The guy comes in, and Elon asks him why they’re meeting,” Spikes said. “He said, ‘To develop a relationship.’ Elon replied, ‘Okay. Nice to meet you,’ which basically meant, ‘Get the fuck out of my office.’ This guy had spent four hours traveling for what ended up as a two-minute meeting. Elon just has no tolerance for that kind of stuff.

Corruption is worse than terrorism. Terrorists blow up existing infrastructure such as roads, airports and power plants. Corruption prevents such infrastructure from being created in the first place. Terrorists take innocent lives. Corrupt politicians prevent hospitals from being built, which means that innocent lives that could be saved are not.

Infrastructure investment is an ongoing race to keep up with the erosion of our roads and bridges, a race that we are badly losing right now.

Corruption is worse than terrorism. Terrorists blow up existing infrastructure such as roads, airports and power plants. Corruption prevents such infrastructure from being created in the first place. Terrorists take innocent lives. Corrupt politicians prevent hospitals from being built, which means that innocent lives

After receiving the customary answer that the government was performing superbly, I generally asked the person how they arrived at this conclusion.  They often cited the construction of schools and clinics, solar panels and paved roads as signs of progress.  Mind you, the majority of this infrastructure was paid for and coordinated by the United States and other NATO countries.  Most were built by U.S. and other Coalition Forces, not the Afghan government, and not the Afghan citizens.  The typical Afghan citizen did not realize this however.  Most were under the impression that their own government had planned, funded and overseen these projects.  None ever stopped to think about how their government had miraculously come up with the billions of dollars necessary to complete these developments. 

Another scenario is possible, and that is the e-book will succeed and that books will be downloaded from the Internet. But at the same time, it may be the case that the digital network and the terminals that tap into it will become saturated as limits to growth of computer memory and speed of operation are reached at the same time that electronic traffic becomes gridlocked with e-mail and World Wide Web use. If that were to happen, there would likely be pressure to keep older books in print form, and perhaps even continue to issue newer books that way, rather than clutter the Internet with more and more information. Under such a scenario, older books might not be allowed to circulate because so few copies of each title will have survived the great CD digital dispersal, leaving printed editions that will be as rare as manuscript codices are today. In spite of potential problems, the electronic book, which promises to be all books to all people, is seen by some visionaries as central to any scenario of the future. But what if some electromagnetic catastrophe or a mad computer hacker were to destroy the total electronic memory of central libraries? Curious old printed editions of dead books would have to be disinterred from book cemeteries and re-scanned. But in scanning rare works into electronic form, surviving books might have to be used in a library's stacks, the entrance to which might have to be as closely guarded as that to Fort Knox. The continuing evolution of the bookshelf would have to involve the wiring of bookstacks for computer terminal use. Since volumes might be electronically chained to their section in the stacks, it is also likely that libraries would have to install desks on the front of all cases so that portable computers and portable scanners could be used to transcribe books within a telephone wire's or computer cable's reach of where they were permanently kept. The aisles in a bookstack would most likely have to be altered also to provide seating before the desks, and in time at least some of the infrastructure associated with the information superhighway might begin again to resemble that of a medieval library located in the tower of a monastery at the top of a narrow mountain road.

To be able to use rich-country methods of production requires rich-country infrastructure—roads, railways, telecommunications, factories, and machines—not to mention rich-country educational levels, all of which take time and money to achieve. Yet the gaps between rich and poor provide plenty of incentives to make the investment in that infrastructure and equipment, and, as Robert Solow showed in one of the most famous papers in all of economics, average living standards should draw closer over time.4 Why this has not happened is a central question in economics. Perhaps the best answer is that poor countries lack the institutions—government capacity, a functioning legal and tax system, security of property rights, and traditions of trust—that are a necessary background for growth to take place.

Even by the standards with which she is familiar, Liberia is exceptional. “Three quarters of the population live below the poverty line—that’s one U.S. dollar a day—half are on less than fifty cents a day. What infrastructure there was has been destroyed—roads, ports, municipal electricity, water, sanitation, schools, hospitals—all desperately lacking or nonexistent; eighty-six-percent unemployment, no street lights. . . .

Gates put it to me this way: “For good stuff to happen, it requires a lot of things to go well—you need many pieces to get stability right.” None of it is going to happen overnight, but we need to work with the forces of order that do still exist in the World of Disorder to start building a different trajectory, beginning with all the basics: basic education, basic infrastructure—roads, ports, electricity, telecom, mobile banking—basic agriculture, and basic governance. The goal, said Gates, is to get these frail states to a level of stability where enough women and girls are getting educated and empowered for population growth to stabilize, where farmers can feed their families, and where you “start to get a reverse brain drain” as young people feel that they have a chance to connect to and contribute and benefit from today’s global flows by staying at home and not emigrating. Believe

Thrive supports a radical transformation that would bring about a world in which public schools, universities, the social safety net, and even basic public infrastructures like roads and utilities have all been privatized. Instead of police, we would have private security forces. As Foster Gamble, creator of Thrive, states, “Private security works way better than the state” (especially if they are hired to specifically protect just you and your entourage). The civil court systems, which have provided the foundation for justice for the Anglo-American civilization since the Magna Carta, would be abolished in favor of private courts, in which competing legal claims would be adjusted against our personal legal insurance. The outcomes might be less desirable if you can’t afford your private legal insurance bill.

Indeed, the kinds of minimal or no-government societies envisioned by dreamers of the Left and Right are not fantasies; they actually exist in the contemporary developing world. Many parts of sub-Saharan Africa are a libertarian’s paradise. The region as a whole is a low-tax utopia, with governments often unable to collect more than about 10 percent of GDP in taxes, compared to more than 30 percent in the United States and 50 percent in parts of Europe. Rather than unleashing entrepreneurship, this low rate of taxation means that basic public services like health, education, and pothole filling are starved of funding. The physical infrastructure on which a modern economy rests, like roads, court systems, and police, are missing. In Somalia, where a strong central government has not existed since the late 1980s, ordinary individuals may own not just assault rifles but also rocket-propelled grenades, antiaircraft missiles, and tanks. People are free to protect their own families,

Forced labourers undertook the construction and also the reconstruction of war-damaged roads, railways, dams, towns and other public infrastructure, as well as the building of Franco’s own mausoleum

Morocco, one of the more fully developed countries in Africa, with a solid infrastructure and a population of about 27 million, holds roughly two thirds of the world’s reserves of phosphate rock—phosphate deposits are to Morocco as oil is to Venezuela—and dominates the world market in this vital

The country as a whole is far too complex and poor compared to Gujarat, which has been business-friendly and advanced in both governance and physical infrastructure (like roads, ports, etc.) over many decades now. On top of this, Modi’s rather high-handed autocratic personal style (which is resented by many even within his own party) does not augur well for the intricate negotiations with diverse groups, state leaders and coalition partners he will necessarily have to work with at the all-India level. His polarising personality is not conducive to the tasks of compromise and consensus-building a leader inevitably faces in a highly fragmented polity like India’s.

Part of the Strong Towns Curbside Chat presentation addresses government transfer payments, the first Mechanism of Growth that our cities have used post-WW II[xxiv]. For two generations, our cities and towns have counted on transfers from federal and state governments to fund -- in the name of "growth" -- basic infrastructure and services like roads, streets, sewer systems, water systems, public buildings, parks, trails, sidewalks and even things like planning and engineering and, yes, even lobbying (ponder the incestuous nature of that for a while).

That’s because one of the primary driving forces of the particular trade system designed in the 1980s and 1990s was always to allow multinationals the freedom to scour the globe in search of the cheapest and most exploitable labor force. It was a journey that passed through Mexico and Central America’s sweatshop maquiladoras and had a long stopover in South Korea. But by the end of the 1990s, virtually all roads led to China, a country where wages were extraordinarily low, trade unions were brutally suppressed, and the state was willing to spend seemingly limitless funds on massive infrastructure projects—modern ports, sprawling highway systems, endless numbers of coal-fired power plants, massive dams—all to ensure that the lights stayed on in the factories and the goods made it from the assembly lines onto the container ships on time. A free trader’s dream, in other words—and a climate nightmare.

Ramakrishna Paramhans Ward, PO mangal nagar, Katni, [M.P.] 2nd Floor, Above KBZ Pay Centre, between 65 & 66 street, Manawhari Road Mandalay, Myanmar Phone +95 9972107002 Market research plays a pivotal role in shaping business strategies and facilitating growth in dynamic markets like Myanmar. As businesses navigate through the complexities of the Myanmar market landscape, the expertise and insights provided by market research agencies become invaluable. One such prominent player in the field is AMT Market Research Agency, known for its comprehensive approach and tailored solutions. This article delves into the significance of market research for businesses in Myanmar, explores the services offered by AMT, showcases success stories, analyzes emerging trends in the industry, and presents client testimonials, providing a holistic view of the market research agency in Myanmar # 1. Introduction to Market Research in Myanmar ## Understanding the Market Landscape Market research in Myanmar is like exploring a hidden gem - full of potential but requiring a keen eye to uncover the treasures within. As one of the fastest-growing economies in Southeast Asia, Myanmar presents a unique blend of traditional values and modern aspirations that make it a fascinating market to study. ## Challenges and Opportunities in Myanmar Navigating the market in Myanmar can be akin to a thrilling adventure, with challenges and opportunities around every corner. From infrastructural limitations to cultural nuances, businesses face hurdles that require insightful market research to overcome. However, with the right approach, the untapped potential of Myanmar's market can lead to significant growth and success. # 2. Overview of AMT Market Research Agency ## Background and History of AMT AMT Market Research Agency is not your average player in the market research scene. With a rich history rooted in a passion for uncovering insights and a commitment to excellence, AMT has established itself as a trusted partner for businesses looking to navigate Myanmar's complex market landscape. ## Key Differentiators of AMT What sets AMT apart from the rest of the pack? It's not just their cutting-edge methodologies or their team of expert researchers, but their genuine enthusiasm for understanding the intricacies of the Myanmar market. AMT doesn't just deliver data - they offer valuable insights that drive strategic decision-making. # 3. Importance of Market Research for Businesses in Myanmar ## Driving Informed Decision-Making In a market as dynamic as Myanmar, making informed decisions is crucial for business success. Market research provides the necessary data and insights that empower businesses to make strategic choices with confidence. With AMT by your side, you can trust that your decisions are backed by solid research and analysis. ## Mitigating Risks in a Dynamic Market The only constant in the Myanmar market is change. With shifting consumer behaviors, regulatory landscapes, and competitive pressures, businesses face a myriad of risks. Market research acts as a compass, guiding businesses through the uncertainties and helping them navigate the market with clarity and foresight. # 4. Services Offered by AMT Market Research Agency ## Quantitative Research Solutions Numbers don't lie, and neither does quantitative research. AMT offers a range of quantitative research solutions that provide businesses with statistically sound data to make informed decisions. From surveys to data analysis, AMT ensures that your business is equipped with the numbers it needs to succeed. ## Qualitative Research Approaches Sometimes, it's not just about the numbers - it's about understanding the why behind the what. Qualitative research approaches offered by AMT delve deep into consumer insights, behaviors, and motivations, providing businesses with a rich understanding of the market landscape.

The change to the Arctic has been so rapid and sudden that the National Oceanic and Atmospheric Administration (NOAA) has declared “the Arctic as we’ve known it is now a thing of the past,” even coining the phrase the “New Arctic” to describe this fundamental shift.* There are currently more than nine hundred infrastructure projects in development, totaling over a trillion dollars in investment. A majority of which is being undertaken by Russia. They’ve reopened abandoned Soviet-era military installations and established a slew of new seaports across their northern coast. Even China—which has no territorial claim to the Arctic—has expanded its global infrastructure initiative, known as Belt and Road, to include projects across the Arctic Circle. China envisions creating a northern sea route that could cut travel time between Asia and Europe by a third. To this end, China is building a fleet of hardened ice-capable cargo ships and fuel carriers to traverse this future “Polar Silk Road.”* With each passing year, the stakes in the Arctic continue to climb—as does the tension. It’s estimated that a quarter of the planet’s oil and gas remains hidden there.* It is also a treasure chest of rare earth minerals (neodymium, praseodymium, terbium, and dysprosium) that are vital to the world’s renewable energy projects, including the surging production of electric vehicles. In the Russian Arctic alone, the mineral value is estimated to be upwards of two trillion U.S. dollars.* Then there are the vast new seas open to fishing, where conflicts are already arising.

There was the relentless, ongoing devastation of the landscape brought about by the changes Israel was making through the building of settlements and the infrastructure of roads, water and electricity that accompanied

Privatised power companies that profit from a fossil-fuel-generated energy supply are obviously resistant to politicians promising to build and operate the infrastructure of renewable energy. The owners of a private bus company, or a pay-per-use toll road, do not want the government to build you a local train station.

To understand why Mohammed kidnapped the leader of Lebanon, it’s necessary to go back a half century, to 1964. That’s when a young Lebanese accountant named Rafic Hariri decided he couldn’t make enough money at home to support his young family. So he moved to Saudi Arabia, where burgeoning oil wealth was funding roads, hospitals, and hotels, and all sorts of companies were springing up to build them. Saudi Arabia in the 1960s had lots of oil and money but not much to show for it on the ground. The kingdom’s population was smaller than that of London. The royal family was intent on using the kingdom’s oil income to build new infrastructure across the country, but few domestic companies could handle big construction projects. And there were few universities to produce graduates who could run such companies.

Far from setting the stage for more prosperity, the more these markets were opened, they predicted, the more unfavorable Africa's position was likely to become and the more damage would be done to African economies. For these critics, it was utopian footling to suggest that African farmers could soon match the rich world in financial resources, technology, or infrastructure, whether on the national level (roads, ports, bridges, ect.) or in the context of individual farms. Given these realities, a far likelier outcome was the further immiseration and marginalization of Africa's rural smallholders, while the most important enduring effect of trade liberalization was the creation of new markers for the agricultural producers of the Global North.

Critics of the administration recently pointed out that over 180,000 families will be displaced in Metro Manila should the NLEX-SLEX Connector Road Project and the North-South Commuter Railway (NSCR) Project push through. This claim is fictitious, inaccurate, and misleading. For example, based on the census and tagging conducted by the National Housing Authority, the government agency mandated to relocate and resettle Informal Settler Families (ISFs) affected by the construction of national infrastructure projects, the estimated number of likely affected ISFs in the NLEX – SLEX Connector Road Project is only 1,700.

The logic of a Cold War with China is more complex. Not only are China’s digital products intertwined with the environmental and economic development goals of many countries around the world, but Beijing, with its Belt and Road Initiative, is also well placed to promote trade into strategic infrastructure alliances. China has become the top trading partner for more than two-thirds of the world’s nations.1 It has a broad industrial plan to dominate emerging digital technologies in renewable energy, advanced vehicle and mobility network services, and additive manufacturing, and it has shown a willingness to do so by taking undue advantage of the openness to the U.S. education, investment, and export control systems. To build its globalist image, China’s government has declared its intention to reach net zero emissions by 2060.

Once again thanks to the ill-fated Oslo Accords, the West Bank is divided into three noncontiguous areas: A, B, and C. Area A, which today constitutes 18 percent of the West Bank, falls under the control of the Palestinian Authority. That means the PA is in charge of education, health, the economy, and policing there. In Area B, which constitutes 22 percent of the West Bank, the PA is similarly in charge of civil affairs, but its police presence exists only in coordination with the Israeli army. In both Areas A and B, the Israeli army can enter whenever it wants to carry out raids and arrests, and it does so frequently. Finally, there’s Area C, which makes up an overwhelming 60 percent of the West Bank and is fully under Israel’s civil and security control. This includes all matters related to land allocation, planning and construction, and infrastructure. Area C is where all of Israel’s illegal settlements are located, in addition to the accompanying bypass roads built exclusively for the settlers to use. Area C is also richly endowed with natural resources, like the main water aquifer for the entire country, which Israel controls.

Low-income countries face unique challenges that contribute to the elevated risk of road traffic fatalities. Insufficient investment in road infrastructure, limited emergency medical services, and a lack of awareness regarding safe road usage are among the key contributors. Bridging the gap in road safety standards between high- and low-income countries requires concerted efforts in the form of financial investment, educational initiatives, and robust regulatory frameworks.

Public interest technology pushes back against this, with an awareness that we need to fund infrastructure as well as innovation. If we are building AI systems that intervene in people’s lives, we need to maintain and inspect and replace the systems the same way we maintain and inspect and replace bridges and roads.

One way" could turn into a very broad term. The Chinese comrades will not take over these countries through military means, they will simply take control of all infrastructure, including railroads, roads, and strategic industries. How will they do that? By investing in them and then buying them.

If you are in any way part of Build, Build, Build, be strong and steadfast. The truth will not change only because alternate realities are repeated, or that facts are often ignored. The attacks will be more vicious and it will be at a rate that we have never seen before. Do not be disheartened. There is work to be done still. While we are already able to complete 29,264 kilometers of roads, 15,134 kilometers are still ongoing. While we have already built 5,950 bridges, we still have 1,859 bridges to build.

Born in Brunei, Kevin is an impact-focussed entrepreneur who has successfully started, bought, built, fixed, scaled up, and sold businesses across a range of industries—including software, education, funds management, media, road infrastructure services, solar power, and electric vehicles.

What’s there that’s so great? Internet? Television? Department stores? Fast food?” Richard leaned forward and began counting on his fingers. “Medicine, clean water, sanitation, midwifery, roads, transport, everything that pulled this world out of the dark ages and took the nasty, brutish, and short out of life.” He rabbit-eared his fingers. “You think that ‘going back to nature’ is going to make your life more enjoyable? You’re a fantasist, Ed, and a selfish one. What about your kids and your wife? You think they’d be all right? You think you could really support them and protect them? You probably couldn’t even keep a cactus alive, let alone feed your family from a vegetable patch.” “And what’s that supposed to mean?” I said. “I’m saying society has evolved, Ed. It’s not what it used to be for one very good reason: it was shit and people weren’t very good at staying alive. We got sick and died daily. Childbirth usually ended in death for the child, the mother, or both. Pain, filth, famine, and war were everywhere, and you were lucky to reach thirty without being stabbed, shot, tortured, decapitated, hung, drawn and quartered, burned at the stake, or thrown in a dungeon to rot. People didn’t live in some blissful utopia where everyone had an allotment and looked after one another. We killed each other because we were starving and terrified most of the time. The last two hundred years have seen us grow, understand, build systems and infrastructures that keep us healthy and happy. We can dive to the bottom of the ocean, fly around the world, go to the moon, Mars, beyond. And all you want to do is go live in a cave. We’re not supposed to live in the fucking dirt, Ed. We’re not.

As a student, I dreamed of a nation without roadblocks. I didn’t realize that 10 years after, I’d be part of President Rodrigo Duterte’s Build, Build, Build team. And since July 2016, according to Secretary Mark Villar, DPWH has completed 29,264 kilometers of roads, and 5,950 bridges.

The road to EPIC was not frictionless, however, and required constant symbolic investments in the capacity of the 'technocrats' and their inventions. As Mitford-Slate noted in interview, technologists had to pass numerous hurdles, in addition to the technical difficulties of building systems that not available off the shelf, they 'had to sell [their ideas] to me and I had to sell them to a lot of people who didn't understand technology whatsoever.

Endorsing still another form of government activism, Hamilton claimed that nothing had assisted Britain’s industry more than its network of public roads and canals. He therefore touted internal improvements—what we would today call public infrastructure—to meld America’s scattered regional markets into a single unified economy.

Diamond Hill—what a glorious name for a place. No one outside of Hong Kong would have guessed it was the moniker of a squatter village in Kowloon East. In the fifties and sixties, it was a ghetto with its share of grime and crime, and sleaze oozing from brothels, opium dens, and underground gambling houses. There and then, you found no diamonds but plenty of poor people residing on its muddy slopes. Most refugees from mainland China settled in dumps like this because the rent was dirt cheap. Hong Kong began prospering in the seventies and eighties, and its population exploded, partly due to the continued influx of refugees. Large-scale urbanization and infrastructure development moved at breakneck speed. There was no longer any room for squatter villages or shantytowns. By the late eighties, Diamond Hill was chopped into pieces and demolished bit by bit with the construction of the six-lane Lung Cheung Road in its north, the Tate’s Cairn Tunnel in its northwest, and its namesake subway station in its south. Only its southern tip had survived. More than two hundred families and businesses crammed together in this remnant of Diamond Hill, where the old village’s flavor lingered. Its buildings remained a mishmash of shoddy low-rise brick houses and bungalows, shanties, tin huts, and illegal shelters made of planks and tar paper occupying every nook and cranny. There was not a single thoroughfare wide enough for cars. The only access was by foot using narrow lanes flanked by gutters. The lanes branched out and merged, twisted and turned, and dead-ended at tall fences built to separate the village from the outside world. The village was like a maze. The last of Diamond Hill’s residents were on borrowed time and borrowed land. They had already received eviction notices from the Hong Kong government, and all had made plans for the future. The government promised to compensate longtime residents for vacating the land, but not the new arrivals.

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

the highly developed urban system, urban traditions and material culture of the pre-modern period, which remained influential until well after the Pacific War. A second key influence has been the dominance of central government in urban affairs, and its consistent prioritisation of economic growth over the public welfare or urban quality of life. This bias is seen both in the preference for large-scale infrastructure projects over local parks or roads, and in the reluctance to regulate private urban land development activity.

Gone are the days when roads are built for show off and political cheap points. All our infrastructural development will be targeted at economic revitalisation.

After 1998, urbanization moved into its second, building-binge, phase for several reasons. First, economic reforms and tacit relaxations of the rules governing migrant labor accelerated the pace of rural-to-urban migration, with the result that the average annual increase in the urban population leaped from 12 million people in 1978–1998 to 21 million in 1998–2013. Second, the urban housing market was privatized in the late 1990s, leading to perhaps the biggest housing boom in world history. Finally, government policy after 1998 increasingly supported the building of infrastructure. Some of this infrastructure—such as intercity highways and railroads—made it easier for people to move to cities in search of work. And some of it—such as urban roads, subways, and water treatment plants—directly contributed to the physical growth of cities.

roads, rails, airports, ports, mass transit systems, and broadband networks. There was a good chance the Democrats would retake the Senate, but I expected to face a hostile Republican majority in the House. In theory, infrastructure should have bipartisan appeal, but we’d learned that partisanship could overwhelm everything. So outreach would have to start right away.

Ruling Venezuela as the unelected military strongman from 1948 to 1950 and as President from 1952 to 1958. The President of Venezuela was Marcos Pérez Jiménez, a Venezuelan General, who also considered himself to be a civil engineer. He spent much of the country’s oil profits modernizing the infrastructure, including the construction of the new Caracas to La Guaira highway. The new road was terribly expensive requiring bridges and tunnels. Two tunnels alone cost $20,000,000 and nearly broke the State Treasury, but the road was completed in 1953, just in time for me to ride on it up the mountains to Caracas. The old taxi went uphill at very steep angles, reaching an altitude of 7,400 feet before dipping back down into the city. Looking into the deep ravines next to what had been the old road, I could see wrecks of the vehicles that were unlucky enough to have gone off the road. Finally crossing the top of the Coastal ridge, we followed the winding road down into the extinct volcanic basin that housed the capital city. As we got closer to the downtown district, I noticed that the Guardia National police were everywhere! The traffic was horrendous and there was a layer of smog in the valley, but everything was reasonably quiet except for loud banging sounds. Since there was a noise ordinance in Caracas, cars were not permitted to blow their horns. Instead, the cabdrivers banged the side of their car door with their hand.

It may not be an accident that many of the winners of globalization were ex-communist countries that had invested heavily in the human capital of their populations in the communist years (China, Vietnam) or countries threatened with communism that had pursued similar policies for that reason (Taiwan, South Korea). The best bet, therefore, for a country like India is to attempt to do things that can make the quality of life better for its citizens with the resources it already has: improving education, health, and the functioning of the courts and the banks, and building better infrastructure (better roads and more livable cities, for example).

That’s a fact the United States is learning the hard way. The most recent report on America’s infrastructure by the American Society of Civil Engineers gives the nation’s roads a grade of D. One-fifth of America’s highways and one-third of its urban roads are in “poor” condition, inflicting $112 billion worth of extra repair and operating costs on American drivers.25 According to the Federal Highway Administration, nearly one-quarter of all America’s bridges are structurally deficient or functionally obsolete.

It’s … clear that we’re not as prepared as we should be, as a government or as a country… . Just as we failed in the past to invest in our physical infrastructure—our roads, our bridges, and rails—we’ve failed to invest in the security of our digital infrastructure… . We saw this in the disorganized response to [computer virus] Conficker. This status quo is no longer acceptable—not when there’s so much at stake. —President Barack Obama

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.

The vast majority of major, collaborative infrastructure projects around the world have been guided by government policy and funded by public resources: sanitation systems, road systems, railway networks, public health systems, national power grids, the postal service. These are not the spontaneous outcomes of market forces, much less of abstract growth. Projects like these require public investment. Once we realise this, it becomes clear that we can fund the transition quite easily by directing existing public resources from, say, fossil fuel subsidies (which presently stand at $5.2 trillion, 6.5% of global GDP) and military expenditure ($1.8 trillion) into solar panels, batteries and wind turbines.

The China-Pakistan Economic Corridor (CPEC) has taken this relationship to new heights. It has contributed significantly to the development of port, roads, and energy infrastructure in Pakistan. CPEC has now entered into the second phase with a focus on industrial cooperation, trade, agriculture, and socio-economic development

Pete Buttigieg had, as one of his many jobs, been the People’s Infrastructure Czar. He never actually fixed any potholes, but he did manage to outlaw complaining about bad roads as being racist.

India's Best Highway Infrastructure: Forging a New Era of Connectivity India's vast network of highways, spanning thousands of kilometers, is more than just an intricate system of roads. It serves as the lifeline of the nation, linking financial hubs, cultural landmarks, and strategic regions. This expansive infrastructure plays a vital role in driving the growth of a rapidly evolving country. Turning Challenges into Opportunities While India’s highway infrastructure has seen remarkable progress, it still faces hurdles such as congestion, road safety concerns, and maintenance gaps. Innovative Highway Builders view these challenges as stepping stones to success. Through advanced technologies and sustainable construction techniques, the company is redefining highway development, transforming obstacles into opportunities for progress. Remarkable Achievements Completion of a 124.52-kilometer six-lane expressway Expansion of 750 kilometers of roadways Development of 84.725 kilometers of new highways Construction of three major bridges and 30 minor bridges Completion of seven flyovers and seven railway overpasses Installation of noise barriers over 3.08 kilometers Deployment of street lighting across 44.68 kilometers Total project investment: ₹3,244 crore Concession period: 24 years Innovative Highway Builders: Redefining Excellence Pioneering a New Era of Infrastructure Innovative Highway Builders is at the forefront of India’s road-building revolution. For them, highways are more than just paths—they symbolize connectivity and progress. From high-tech expressways to eco-friendly overpasses, their projects reflect precision engineering, meticulous planning, and an unwavering commitment to sustainability. Uncompromising Quality and Timeliness Every project undertaken by Innovative Highway Builders is rooted in the pursuit of excellence. With a skilled workforce and strict quality control protocols, they ensure projects are completed on time, with minimal disruption, meeting the growing demands of India’s transportation needs. Community Engagement and Environmental Stewardship Recognizing the importance of community collaboration, Innovative Highway Builders actively address local concerns and minimize environmental impacts. By integrating sustainable practices at every stage of construction, they ensure India’s highways remain valuable assets for both current and future generations. India’s Highway Triumphs: Milestones of Progress Iconic Expressways and Engineering Feats From the iconic Golden Quadrilateral to the cutting-edge Eastern Peripheral Expressway, India’s highways stand as testaments to remarkable engineering. Innovative Highway Builders takes pride in contributing to these transformative projects, bolstering the country’s legacy of connectivity and growth. Empowering Communities and Driving Economic Growth India’s highways do more than connect places—they drive economic progress, enhance trade, create jobs, and improve living standards. Innovative Highway Builders is dedicated to building infrastructure that empowers communities and supports businesses, reinforcing the critical role highways play in national development.

Agra-Etawah Toll Road Project: Transforming Uttar Pradesh's Infrastructure Landscape Spanning an impressive 124.52 kilometers, the Agra-Etawah Toll Road Project signifies a monumental stride in reshaping Uttar Pradesh's infrastructure network. Designed to significantly cut travel times and boost regional trade, this essential corridor between Agra and Etawah also promises to catalyze economic growth across the state. Amid India’s rapidly advancing infrastructure endeavors, the Agra-Etawah Toll Road stands as a beacon of modernization. At the helm of this ambitious initiative is Modern Road Creators, a leading name in highway and expressway construction. Their role in this project underscores India’s dedication to creating world-class infrastructure. A Marvel of Engineering Excellence Modern Road Creators’ involvement in the Agra-Etawah Toll Road highlights their expertise in delivering cutting-edge infrastructure solutions. From meticulous planning and advanced surveying techniques to flawless execution, every stage reflects their unwavering commitment to quality, precision, and operational excellence. Modern Road Creators: Pioneers of Progress Unmatched Infrastructure Expertise With extensive experience in transforming India’s landscape, Modern Road Creators bring unparalleled knowledge and skill to the Agra-Etawah project. Their dedicated team ensures adherence to the highest standards of safety, durability, and quality, setting a new benchmark for road construction in the region. Commitment to Sustainability Environmental stewardship is central to Modern Road Creators’ approach. By utilizing eco-friendly construction methods and sustainable practices, the Agra-Etawah project minimizes ecological impact while fostering a balance with nature. Shaping a More Connected Future As the Agra-Etawah Toll Road nears completion, it promises to transform the region into a more interconnected and economically vibrant hub. By championing innovation and integrity, Modern Road Creators are paving the way for a unified and prosperous future for Uttar Pradesh and beyond. Conclusion: Building India’s Future Modern Road Creators play a pivotal role in driving transformative projects like the Agra-Etawah Toll Road. Their contributions go beyond infrastructure, creating employment opportunities, strengthening communities, and accelerating India’s growth trajectory. As this project unfolds, its impact is poised to resonate for generations, reinforcing its place in India’s development journey. Key Project Highlights Length: Six-lane highway spanning 124.52 kilometers Total Road Coverage: 750 kilometers New Road Construction: 84.725 kilometers Bridges: Three major and 30 minor bridges Railway Structures: Seven railway bridges and seven overhead structures Noise Barriers: Stretching 3.08 kilometers Lighting: Road illumination over 44.68 kilometers Project Cost: ₹3,244 crore Concession Period: 24 years

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In his first two years in office, with a slender majority in the House of Representatives and a Senate split fifty-fifty, the Democrats managed to pass historic legislation that echoed that of FDR and LBJ, shoring up the economy, rebuilding the country’s infrastructure, and investing in the future, trying to bring the disaffected Americans who had given up on democracy back into the fold. In March 2021, Democrats passed the $1.9 trillion American Rescue Plan to combat the coronavirus pandemic and stimulate the economy that it had hobbled. In November 2021, some Republicans were persuaded to get on board to pass the $1.2 trillion Bipartisan Infrastructure Law to rebuild the country’s roads and bridges and to install broadband in rural areas across the nation. A few Republicans also backed the 2022 CHIPS and Science Act, which invested $52 billion in the domestic manufacture of semiconductors and boosted scientific research in the U.S. And in August 2022, the Democrats passed the Inflation Reduction Act, which made historic investments in addressing climate change, expanded health coverage, reduced the deficit, and raised taxes on corporations and the very wealthy.