Quotulatiousness

February 13, 2024

GO Transit – North America’s BEST Commuter Rail Network

Filed under: Cancon, Railways — Tags: , , — Nicholas @ 02:00

Lonestar Trip Reports
Published Nov 11, 2023

Hello and Welcome to Oshawa, Ontario! Today we’re riding with GO Transit, Toronto’s commuter rail provider, from here down to Toronto Union Station.

Trip Information
Train Number: GO Lakeshore East 9015
Locomotive: MPI MP36PH-3C 609
Departure Time: 10:10am
Arrival Time: 11:11am
Journey Time: 1hr 1min
Price: $10.00

Thanks for watching and I hope you enjoyed!

December 8, 2023

The development of the American suburb

Filed under: Architecture, Books, History, Railways, USA — Tags: , , , , , , , — Nicholas @ 04:00

In the latest book review from Mr. and Mrs. Psmith’s Bookshelf, Jane Psmith discusses A Field Guide to American Houses (Revised): The Definitive Guide to Identifying and Understanding America’s Domestic Architecture, by Virginia Savage McAlester. In particular, she looks at McAlester’s coverage of how suburbs developed:

After some brief but interesting discussion of cities,1 most of the page count is devoted to the suburbs. It’s a sensible choice: suburbs have by far the most varied types of house groupings, and more than half of Americans live in one. But what exactly is a “suburb”? It’s a wildly imprecise word, referring to anything that is neither truly rural nor the central urban core, and suburbs vary tremendously in character. As a working definition, though, a suburb is marked by free-standing houses on relatively larger lots. (If you can think of a counter-example that qualifies but is “urban”, I’ll bet you $5 it started out as a suburb before the city ate it.)

This means that building a suburb has a few obvious technological prerequisites, which McAlester lists as follows: First, balloon-frame construction, which enabled not just corners but quick and inexpensive construction generally and removed much of the incentive for the shared walls that were so common in the early cityscape. Second, the proliferation of gas and electric utilities in the late nineteenth century meant that the less energy-efficient free-standing homes could still be heated relatively inexpensively. Third, the spread of telephone service after 1880 meant that it was much easier to stay in touch with friends whose front doors weren’t literally ten feet away from yours.2 But by far the most important technological advances came in the field of transportation, which is obviously necessary if you’re going to live in the country (or a reasonable facsimile thereof) and work in the city.

The first of these transportation advances was the railroad. In fact “railroad suburb” is a bit of a misnomer, because most of the collections of houses that grew up around the new rail stops were fully functional towns that had their own agricultural or manufacturing industries. The most famous railroad suburbs, however, were indeed planned as residential communities serving those wealthy enough to pay the steep daily rail fare into the city. Llewellyn Park near New York City, Riverside near Chicago, and the Main Line near Philadelphia are all examples of railroad suburbs that have maintained their tony atmosphere and high property values.

The next and more dramatic change was the advent of the electric trolley or streetcar, first introduced in 1887 but popular until about 1930. (That’s what all the books say, but come on, it’s probably October 1929, right?) Unlike steam locomotives, which take quite a long time to build up speed or to slow down again, and so usually had their stations placed at least a mile apart, streetcars could start and stop far more easily and feature many more, and more densely-placed, stops. Developers typically built a streetcar line from the city veering off into the thinly-inhabited countryside, ending at an attraction like a park or fairground if possible. If they were smart, they’d bought up the land along the streetcar beforehand and could sell it off for houses,3 but either way the new streetcar line added value to the land and the development of the land made the streetcar more valuable.

You can easily spot railroad towns and streetcar suburbs in any real estate app if you filter by the date of construction (for railroad suburbs try before 1910, for streetcar before 1930) and know what shapes to look for. Railroad towns are typically farther out from the urban center and are built in clusters around their stations, which are a few miles from one another. Streetcar suburbs, by contrast, tend to be continuous but narrow, because the appeal of the location dropped off rapidly with distance from the streetcar line. (Lots are narrow for the same reason — to shorten the pedestrian commute.) They expand from the urban center like the spokes of a wheel.

And then came the automobile and, later, the federal government. The car brought a number of changes — paved streets, longer blocks, wider lots (you weren’t walking home, after all, so it was all right if you had to go a little farther) — but nothing like the way the Federal Housing Authority restructured neighborhoods.

The FHA was created by the National Housing Act of 1934 with the broad mandate to “improve nationwide housing standard, provide employment and stimulate industry, improve conditions with respect to mortgage financing, and realize a greater degree of stability in residential construction”. It was a big job, and the FHA set out to accomplish it in a typical New Deal fashion: providing federal insurance for private construction and mortgage loans, but only for houses and neighborhoods that met its approval. This has entered general consciousness as “redlining”, after the color of the lines drawn around uninsurable areas (typically old, urban housing stock),4 but the green, blue, and yellow lines — in order of declining insurability — were just as influential on the fabric of contemporary America.

A slow economy through the 1930s and a prohibition on nonessential construction during the war meant that FHA didn’t have much to do until 1945, but as soon as the GIs began to come home and take advantage of their new mortgage subsidies, there was a massive construction boom. With the FHA insuring both the builders’ construction loans and the homeowners’ mortgages, nearly all the new neighborhoods were built to the FHA’s exacting specifications.

One of the FHA’s major concern was avoiding direct through-traffic in neighborhoods. Many post-World War II developments were built out near the new federally-subsidized highways on the outskirts of the cities, so the FHA was eager to protect new subdivisions from heavy traffic on the interstates and the major arterial roads. Neighborhoods were meant to be near the arterials, but with only a few entrances to the neighborhood and many curved roads and culs-de-sac within it. Unlike the streetcar suburbs or the early automobile suburbs that filled in between the “spokes” of the streetcar lines, where retail had clustered near the streetcar stops, the residents of the post-World War II suburbs found their closest retail establishments outside the neighborhood on the major arterial roads. Lots became wider, blocks longer, and sidewalks less frequent; houses were encouraged to stay small by FHA caps on the size of loans. And although we tend to assume they were purely residential areas, the FHA encouraged the inclusion of schools, churches, parks, libraries, and community centers within the neighborhood.


    1. America doesn’t have many urban neighborhoods that predate 1750, and even fewer that persist in their original layout, but if you’ve ever visited one it’s amazing how compact everything feels even in comparison to the rowhouses of the following century.

    2. McAlester’s footnote for the paragraph that contains all this reads: “These three essentials were highlighted in an essay the author has read but has not been successful in locating for this footnote.”

    3. This is still, I am told, how some of the more sensibly-governed parts of the world run their transit systems: whatever company has the right to build subways buys up the land around a planned (but not announced) subway line through shell corporations, builds the subway, then sells or develops the newly-valuable property. Far more efficient as a funding mechanism than fares!

    4. This 2020 NBER working paper points out that redlined areas were 85% white (though they did include many of the black people living in Northern cities) and suggests that race played very little role in where the red lines were drawn; rather, black people were already living in the worst neighborhoods.

November 16, 2023

Why progressives love all forms of public transit

Theophilus Chilton reminds conservatives and other non-progressives that trains, buses, and other forms of mass transit are beloved of the left at least partly because the more people depend on it, the more control the government gains over their freedom of movement:

TTCImages by Canadian8958
Wikimedia Commons

Ask most people on the broad Right what they think about public transportation and they’d probably tell you that they don’t like it. And it’s not just because of the smell and the gum stuck to the seats. Most of us, deep down inside, at least in some subconscious way, feel that mass public transportation is just a little bit communist.

[…]

This is probably much of the reason why we’re in love with the automobile. With the wide-open spaces and abundant road system we enjoy in America, most Rightists would never dream of trying to force everyone to use an archaic, 19th century technology like trains now that we don’t have to. The automobile is a symbol of freedom. You can go wherever there’s a road, no matter how big or small, when you’re in an automobile. You’re not boxed in with dozens of other people on a line that goes one place only. This is why we generally tend to view air travel as a necessary evil — if somebody invented a car that could get us from Boston to Los Angeles in six hours for a business meeting, we’d probably opt for that instead of getting groped by your friendly neighborhood TSA agent.

Progressive leftists know all of this. They know that the freedom to travel where we want, when we want, how we want, is a psychological buttress to our sense of liberty. Pod-people stay put and go where they’re told. Free men hop into their ’67 Mustang and lay rubber in front of a Dairy Queen three towns over from their own.

Hence, in their never-ending quest to gain total control over our lives, the Left has been putting into play a number of plans designed to limit our freedom of travel.

In case you weren’t aware, one of the purposes served by forcing gasoline prices sky-high is to make private automobile travel prohibitively expensive for more and more people. This has been a major thrust in the “global warming” nonsense that the Left has pushed as well — cars supposedly account for the lion’s share of carbon dioxide emissions (even though they actually don’t), so their use needs to be reduced. Way back in the Obama administration, somebody in the Congressional Budget Office accidentally let the cat out of the bag that it would be a great, absolutely smashing, idea to tax Americans for each mile they drive. Every so often the idea gets resurrected in the media, but thankfully doesn’t seem to have gotten much traction yet. Of course, this is essentially what already happens to us anywise, since we have to pay taxes on each gallon we buy to drive those miles. Presumably, this mileage tax would be added on top of the gas taxes already in place.

The whole point to this is not to “stop global warming”. Let’s face it, those in the know at the top of the progressive hierarchy know that global warming is a hoax. They know it’s just prole-feed for the useful idiots in their own ranks and for the easily swayable among the public at-large. The point to inducing people to stop driving cars is not to save the earth, but to reduce the freedom of movement that people have. Take away cars and you take away the ability of most people to travel for pleasure. You take away their means of conveniently conducting much of their commerce and other business. You would prevent them from being able to have forest hideaways and beach homes. In short, you prevent the middle and working classes from having the same things that the rich can have, you keep them from having lifestyles that even begin to approach the type, if not the extent, of the global transnational elite. Most of all, you would take away that psychological sense of freedom that the ability to move about unhindered gives to people. It’s about forcing us all into the Agenda 2030 “You’ll own nothing and be happy” scenarios that the globalist world-planners have prepared for us.

More recently, and more concretely, is the Congressional effort (which ineffectual Republicans failed to stop) that would direct automobile manufacturers to include a “kill switch” into all vehicles made after 2026, a device which would allow authorities to shut down a vehicle remotely. Ostensibly, the reason would be if the driver is acting like he or she is driving while impaired (i.e. it’s FoR yoUr SaFeTy!!1!). Of course, we know the actual reason is to provide bureaucrats and functionaries in the managerial state the means to freeze the movement of dissidents and others who run afoul of the Regime’s dictates. Don’t think they’d do that? Well, these are the same people who just put the infant son of a J6 defendant on the no-fly terrorist watch list.

So, what would have to replace private automobile travel, once nobody but the super-rich will be allowed it? Public mass transportation, of course. Buses, light rail, subways. This has already largely happened to those poor unfortunates who dwell within our large cities and for whom the lack of parking, expensive personal property taxes, and archaic road systems have already removed the automobile from being a viable alternative. The lefties work to extend this system even to places, such as smaller cities, the suburbs, and even the exurbs, where such systems normally would not be “needed” or desired. Make parking in the city so scarce as to be impossible to find, or so expensive that you’d rather take the bus. Provide “free” bus service (paid for by the taxes of productive, automobile-driving people, of course) to encourage people to stop polluting. In several places, the lefties keep trying to push their light rail boondoggles so that the system can be extended between cities — no more need to have people killing Mother Gaia with highway driving. These public systems are there to take up the slack once private transportation is turned into road pizza.

So how does this affect our freedom? Well, it’s because of the fact that mass transportation is inherently restrictive in its approach to people delivery. A bus route can’t include every single possible place that people might want to get on or off the bus. It only follows certain routes. Same with AmTrak, with light rail, subways, etc. It’s easier, then, to control the access which people have to transportation.

May 15, 2023

Every Detail of Grand Central Terminal Explained | Architectural Digest

Filed under: Architecture, History, Railways, USA — Tags: , , , — Nicholas @ 02:00

Architectural Digest
Published 6 Jun 2018

Historian and author Anthony W. Robins and journalist Sam Roberts of the New York Times guide Architectural Digest through every detail of Grand Central Terminal. Our narrators walk us through the legendary structure from the Jacqueline Kennedy Onassis Foyer through Vanderbilt Hall to the main concourse (and the famous four-faced clock). From there, we learn more about the underground walkways, whispering gallery, Oyster Bar restaurant, Campbell Apartment, Pershing Square, and more.
(more…)

May 10, 2023

From Thomas Szasz to Jordan Neely – how noble ideals can lead to terrible results

At Samizdata, Natalie Solent remembers how her early discovery of Ideology and Insanity by Thomas Szasz helped to shape her philosophical views in a generally libertarian direction. On the other hand, as the death of Jordan Neely shows, one of the long-term results of Szasz’s denunciation of the institutionalization of the mentally ill has been a vast increase in violence, vandalism, and anti-social behaviour in urban areas:

    Szasz believed that if we accept that “mental illness” is a euphemism for behaviors that are disapproved of, then the state has no right to force psychiatric “treatment” on these individuals

Great stuff. I think Szasz still has much to teach us… but I suppose by now you have all heard of the killing of Jordan Neely on a New York subway train?

I have linked to the Wikipedia account for convenience, but I do not trust Wikipedia. There are very few media outlets I do trust on subjects like this. The magazine USA Today initially called Neely a “beloved subway performer”. USA Today has changed the article since, but I saw it when it still had the original wording. The article was right to say that Jordan Neely was a human being with a tragic past, but he was not beloved by users of the New York subway. Back in 2013, a Reddit post on /r/nyc warned passengers, “Try to stay away from the Michael Jackson impersonator if you see him … Just avoid the guy at all costs, try not to look at him at all. Stay safe.” That was Neely. By the time of his death, he had been arrested more than forty times, including for crimes of violence.

There are thousands of Americans like Neely who still live as he lived, exercising the right Thomas Szasz helped gain them to be mentally ill (or whatever you want to call it) drug addicts living on the subways and roadside verges of America. It is not going well for them or for others. A viral graph shows the declining proportion of Americans held in mental hospitals and the rising proportion of Americans held in prisons forming a neat “X” over the course of the twentieth century. Liberals in the U.S. sense have a prodigious capacity to not see inconvenient facts, but even they are being forced to notice that the presence of the crazies and junkies is causing their beloved public spaces and public facilities to become dirty, frightening places to which much of the public only goes when it must.

There is a libertarian solution of course: fewer public spaces. This would increase, not decrease, the number of places where the public could happily go. Junkies and crazies are much less of a problem in shopping malls, because the owners still retain some power to eject them. I feel no shame in saying that a further benefit would be that said junkies and crazies would be under more pressure to seek treatment if the state no longer facilitated them sleeping on the sidewalks and the subway trains.

Unfortunately for everyone, this solution is politically impossible in the current climate. Even in the miraculous event that the public transport systems and the streets of New York, San Francisco and Chicago were privatised tomorrow, anti-discrimination law would ensure that practically no one could be excluded.

Thomas Szasz had a noble ideal. Sadly, the way it combined with the dominant ideals of our time has produced very bad results. I know what should and could be done to make things better in a sane society, but the US in 2023 is not that society. So what can be done?

May 4, 2023

Why British train enthusiasts hate this man – Dr. Beeching’s Railway Axe

Train of Thought
Published 27 Jan 2023

In today’s video, we take a look at one Doctor Richard Beeching, the man who ripped up a third of Britain’s railways with nothing but a pen and paper.

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January 30, 2023

Crime on Toronto’s public transit system is merely a symptom of a wider social problem

As posted the other day, Matt Gurney’s dispiriting experiences on an ordinary ride on the TTC are perhaps leading indicators of much wider issues in all of western society:

“Toronto subway new train” by BeyondDC is licensed under CC BY-NC-ND 2.0 .

Caveats abound. Toronto is, relatively speaking, still a safe city. The TTC moves many millions of people a week; a large percentage of whom are not being knifed, shot or burnt alive. And so on. We at The Line also suspect that whatever is happening in Toronto isn’t happening only in Toronto, but Toronto’s scale (and the huge scope of the TTC specifically) might be gathering in one place a series of incidents that would be reported as unconnected random crimes in any other city. A few muggings in Montreal or Winnipeg above the usual baseline for such crimes won’t fit the media’s love of patterns as much as a similar number of incidents on a streetcar or subway line.

Fair enough, duly noted, and all that jazz.

But what is happening out there?

Your Line editors have theories, and we’ve never hesitated to share them before: we think the pandemic has driven a portion of the population bonkers. We’d go further and say that we think it has left all of us, every last one, less stable, less patient, less calm and less empathetic. For the vast majority of us, this will manifest itself in many unpleasant but ultimately harmless ways. We’ll be more short-tempered. Less jovial at a party. Less patient with strangers, or even with loved ones. Maybe a bit more reclusive.

But what about the relatively small majority of us that were, pre-2020, already on the edge of deeper, more serious problems? What about those who were already experiencing mental-health issues, or living on the edge of real, grinding poverty?

It’s not like the overall societal situation has really improved, right? COVID-19 itself killed tens of thousands, and took a physical toll on many more, but we all suffered the stress and fear not just of the plague, but of the steps taken to mitigate it. (Lockdowns may have been necessary early in the pandemic, but they were never fun or easy, and that societal bill may be coming due.) Since COVID began to abate, rather than a chance to chill out, we’ve had convoys, a war, renewed plausible risk of nuclear war, and now a punishing period of inflation and interest-rate hikes that are putting many into real financial distress. We are coping with all of this while still processing our COVID-era stress and anxiety.

The timing isn’t great, is what we’re saying.

And on the other side of the coin, basically all our societal institutions that we’d turn to to cope with these issues — hospitals, social services, homeless shelters, police forces, private charities, even personal or family support networks — are fried. Just maxed out. We have financial, supply chain and, most critically, human-resource deficits everywhere. The people we have left on the job are exhausted and at their wits’ end.

This leaves us, on balance, less able to handle challenges than we were in 2020, due to literal exhaustion of both institutions and individuals. Meanwhile, against the backdrop of this erosion of our capacity, our challenges have all gotten worse!

It’s not hard to do the mental math on this, friends. It seems to us that in 2020, the policy of Canadian governments from coast to coast to coast, and at every level, was to basically keep a lid on problems like crime, homelessness, housing prices and shortages, mental health and health-care system dysfunction, and probably others we could add. One politician might put a bit more emphasis on some of these issues than others, in line with their partisan priors, but overall, the pre-2020 status quo in Canada was pretty good, and our political class, writ large, basically self-identified as guardians of that status quo, while maybe tinkering a bit at the margins (and declaring themselves progressive heroes for the trouble of the tinkering).

But then COVID-19 happens, and all our problems get worse. And all our ways of dealing with those problems get less effective. It doesn’t have to be by much. Just enough to bend all those flatlined (or maybe slightly improving) trendlines down. Instead of homelessness being kind of frozen in place in the big cities, it starts getting worse, bit at a time, month after month. The mental-health-care and homeless shelter systems that weren’t really doing a great job in 2020, but were more or less keeping big crises at a manageable level, started seeing a few more people fall through the cracks each month, month after month. Those people are just gone, baby, gone.

The health-care system that used to function well enough to keep people reasonably content, if not happy, locks up, and waitlists balloon, and soon we can’t even get kids needed surgeries on time.

The housing shortage goes insane, and prices somehow survive the pandemic basically untouched.

The court system locks up, meaning more and more violent criminals get bail and then re-offend, even killing cops when they should be behind bars.

None of these swings were dramatic. They were all just enough to set us on a course to this, a moment in time where the problems have had years to compound themselves and are now compounding each other.

Here’s the rub, folks. The Line doesn’t believe or accept that any of the problems we face today, alone or in combination, are automatically fatal. We can fix them all. But we need leaders, including both elected officials and bureaucrats, who fundamentally see themselves as problem fixers, and who understand right down deep in their bones that that is what their jobs are, and that they are no longer what they’ve been able to be for generations: hands-off middle managers of stable prosperity.

January 27, 2023

Post-pandemic travelling on the TTC: ride the Red Rocket … cautiously

Filed under: Cancon — Tags: , , , , — Nicholas @ 03:00

Matt Gurney posted a series of tweets about his recent subway experiences in Toronto:

I rode the TTC three times today. Once to downtown from my home in midtown. Once within downtown to a different place. And then home from downtown.

On two of those three rides, there was someone having a very obvious mental-health crisis on the vehicle with us.

The first one was a young man who clapped his hands over his ears and shrieked incoherently at random intervals. And then he got off.

The second, an older man sat in a chair and screamed nonsense constantly for ten stops. Maybe more. That’s just when I got off.

I’m working on a bigger piece for later so I’ll save any complex thoughts and big conclusions for then. But there was something interesting I noticed today. I’m a regular TTC rider. Not daily but frequent. And for the first time today, I’m noticing gallows humour and planning.

“Good luck to everyone,” cracked one guy. There was laughter. Everyone knew what he meant.

But I’m also seeing little groups of strangers agreeing to each keep watch on one direction or another. Sometimes also joking about it.

None of this is funny, but my gut tells me that if Torotonians are now so thoroughly convinced that riding the TTC is so risky that it’s worth a dark joke, any politician who reacts to the next unprovoked attack or murder with a proposal for a national summit is gonna get smoked.

I like the TTC. I have great access to it. It’s super convenient and affordable. It’s a huge asset for me. I have token cufflinks. I’m a fan, is what I’m saying.

I’m now at the point where I’d think twice before taking my kids on it. And we used to ride it just to kill the time.

My son used to stand on the couch in our living room looking out the window counting buses as they went by, loudly shouting to announce each one. Getting to go on a bus or subway or a streetcar was an event for him. My daughter, maybe a bit less excited. Still loved it.

Ah man.

Anyway. I hope tomorrow is better.

Update: You might think the increased concern over using the TTC might be merely a bit of confirmation bias informed by recent reporting, but apparently the situation is serious enough that Toronto Police will be stepping up their presence on the system.

December 15, 2022

“Intense staring” aka the “Toxic Male Gaze” on the London Underground

Filed under: Britain, Health — Tags: , , , , — Nicholas @ 03:00

Jennie Cummings-Knight on a recent publicity campaign to discourage male passengers on the London Underground from “intense staring”:

“London underground” by @Doug88888 is licensed under CC BY-NC-SA 2.0 .

… there might be reasons that a man stares intensely without sexual intent. For example, he could have autism and not really understand his behaviour might be considered as “staring”. Or he might be short sighted, or daydreaming about his holiday. Moreover, London Transport trains are used by people of all kinds from all over the world, including ordinary people from countries where staring is not seen as threatening e.g. in Spain. Indeed people in the UK are relatively comfortable with eye-contact, though those from outside London might not be aware that in the confined spaces of the London Underground “tube” trains, people tend to be unusually sensitive to eye contact. Although London Transport’s idea may be well intentioned, it doesn’t seem to take these individual and cultural differences into account. Perhaps its main effect will be to make women excessively worried about being stared at, and make men excessively worried about being jailed for accidentally looking at a woman in the “wrong” way.

But there are many layers to this issue. Speaking as a woman, I am always fascinated by the double standards exhibited by women with respect to male behaviour. We are only interested in being looked at by men if we find the said man or men to be attractive to us. This means that we can be potentially offended by the gaze of any man who falls into the following short list:

  • Men we don’t know
  • Men who we don’t find attractive
  • Men who we feel are “punching above their weight” with regard to giving us their attention in this way

At the same time, the curious paradox is that, in spite of our assertions that we don’t need male attention (see the Toy Story 4 Bo Beep character, developed by feminist writers) and that we want to be taken seriously as we pursue our careers, we still take a lot of trouble to look attractive to men. This behaviour can start very young and persist into later adulthood. Teenage girls growing up in the 2000s are still hitching up their skirt waistbands as they come out of school on an afternoon. Teenage girls clubbing at the weekend still dress as provocatively as possible (if the ones I see on late night trains on a regular basis are anything to go by). Why dress in this way if we don’t want to be looked at?

I would suggest that the need to be seen by the male is deeply wired in the subconscious of most women. Sadly, girls as young as 9 years old are worrying about the shape of their intimate private parts. The fact is that women are having more cosmetic procedures than ever before in order to look the most attractive that they can. Men are having more cosmetic procedures too, but not to the same degree. Women who are only attracted to women seem, in my experience, to be less concerned with their physical attractiveness per se and more concerned with dressing in a way that fits in with lesbian group culture.

If we truly believe that we are liberated females, how is it that we are still so obsessed with having the perfect body/and or face? Where does this female need “to be seen” come from? On one level, what they do not realise is that they are looking for “ideal shapes” imagined at least in part, by the porn industry. On another level, if we look at evolutionary history, we see that male and female roles are rooted in survival behaviours appropriate to a hunter/gatherer society, and to the safe nurturing of children. The men were the hunters looking out for prey, and women were tied closer to the homestead because of child rearing. The more inward “yin” role for women, arising from their nurturing role and the physicality of the growth of the baby inside the woman’s body, followed by the nourishment in the early months from her body for the baby, has resulted in women being especially responsive to touch.

Men on the other hand, tend to be more visually aroused, and have an inborn, primeval need to look outwards (the outward thrusting nature of “yang”) which includes looking at the female. In the same way, the need to look around the field when hunting results in looking at whatever is in their peripheral vision. It is simply not possible for a man to stop looking at women unless he goes against this instinctive behaviour and keeps his eyes to the ground. If he does this, he may then also miss other visual cues which give him important information about dangers around and in front of him. 

September 23, 2022

Is This Atlanta Streetcar “The Worst Transit Project of All Time”?

Filed under: Economics, Government, Railways, USA — Tags: , , , , , — Nicholas @ 04:00

ReasonTV
Published 22 Sep 2022

Transit ridership, especially rail, has collapsed post-pandemic, but the Atlanta BeltLine Coalition says now is the time to take federal dollars and build a $2.5 billion streetcar.

Full text and links: https://reason.com/video/2022/09/22/i…


Twenty-three years ago, Atlanta-native and architecture and urban planning student Ryan Gravel had an experience that opened his mind to what urban living could be.

“My senior year I spent abroad in Paris and lived without a car for a year and traveled by train everywhere,” says Gravel. “And within a month of arriving, I had lost 15 pounds. I was in the best shape of my life because I was walking everywhere, and the role of the physical city was made clear to me in a way it really had never been before.”

For his Georgia Tech master’s thesis, Gravel sketched out a plan to make Atlanta more like Paris. He proposed redeveloping the land along the city’s historic rail lines to create a 22-mile loop called the Atlanta BeltLine. He proposed turning the city’s abandoned industrial areas and single-family home neighborhoods into business districts and walking trails. And he proposed connecting downtown to the rest of the city all with a new train running along the entire Atlanta BeltLine.

“I never imagined we would actually do it,” says Gravel.

But they did — for the most part. Cathy Woolard, who was president of the Atlanta City Council, read Gravel’s thesis and decided to use it as a blueprint to remake much of the city. Today, the Atlanta BeltLine is a walking and biking trail, parts of which are bordered by retail and condos.

But one piece of Gravel’s grand vision didn’t get built: The train.

Today, Gravel runs a co-working and event space along the BeltLine, which also serves as a gathering place for urbanists interested in making Atlanta less dependent on cars. He says that the train line is essential for improving city life.

“In those early days, when we built the movement behind the [BeltLine] project, it was around transit,” says Gravel.

The three COVID relief bills set aside $69 billion in federal funding for local transit agencies to operate and add to their transportation systems, meaning that Atlanta might finally get its train—with many American taxpayers who will never step foot on it picking up much of the tab.

Many American cities have used federal money in the past to build rail transit lines that suffer from dismal ridership, that are expensive to maintain, and that are a major drain on their budgets.
(more…)

August 15, 2022

Look at Life – Goodbye, Picadilly (1967)

Filed under: Britain, History — Tags: , , , — Nicholas @ 02:00

nostalgoteket
Published 1 Sep 2011

U.K. Newsreel. A look at the Piccadilly Circus of the Swinging Sixties! A lot of what is shown here no longer exists as it was soon “modernized” to meet the demands of a changing world. Also a look at underground Piccadilly to see sights that few people have ever seen.

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May 12, 2022

Look at Life — Turn of the Wheel (1964)

Filed under: Britain, History, Railways — Tags: , , , , , — Nicholas @ 02:00

Classic Vehicle Channel
Published 29 Jan 2021

This film, part of the Look At Life series explores the various ways folk put old disused items of transport back into use. Fascinating archive of engines and rolling stock being cut up for scrap and factory footage of the “new” diesel locomotives being assembled. We take a glimpse into the lives of people upcyling railway memorabilia, steam wagons and rollers and there’s great footage of a Wynns Pacific transporting a steam locomotive to a museum.

April 7, 2022

Look at Life – Taxi Taxi – The Knowledge (1960)

Filed under: Britain, History — Tags: , , , , — Nicholas @ 02:00

KPICS
Published 10 Mar 2014

The London Taxi industry in 1960.

March 29, 2022

Abandoned: How The Beeching Report Decimated Britain’s Railways | Timeline

Timeline – World History Documentaries
Published 15 May 2019

Travel journalist Simon Calder takes a journey from across the south of England — by bike, rail and car. In this documentary film, Simon explores the legacy of the Beeching railway cuts. He examines the arguments for reopening some of the branch lines axed in the 1960s.

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June 1, 2021

Undoing Dr. Beeching’s cuts

Filed under: Britain, Economics, Government, Railways — Tags: , , , , — Nicholas @ 03:00

In The Critic, Brice Stratford looks at the British government’s “nationalization if necessary, but not necessarily nationalization” scheme to once again reform Britain’s passenger railway network:

Astonishing scenes this week, whereby the Tory government announces a White Paper to re-nationalise the railways. The union bosses and Guardianistas who have called for such policy for decades immediately decided that actually it’s a terrible idea, or that this doesn’t count as re-nationalising because it’s the Conservatives doing it, or that calling the new entity “Great British Railways” just because it will run Great Britain’s railways is so offensive that the entire project should be called off. It’s all very tribal, and very silly, and very 2021, alas.

Of course, the Department for Transport (DfT) is still afraid of admitting that this is in fact renationalisation, as to do so would be to rile up certain elements of the Right, and to admit what we all know: that their generations-long experiment in railway privatisation has been a failure. Today we have a service which is overpriced, unreliable, and generally an unpleasant and ineffective experience from start to finish.

The postwar Labour government included railway nationalization in its many, many reforms to the economic life of Britain and in 1948 the remaining railway systems were unified as British Railways. By the 1960s, the system was losing money at a high rate of speed, so Dr. Beeching was called upon to recommend how to put the railway if not into profit then at least into a much more acceptable rate of loss:

Maps originally from Losing Track by Kerry Hamilton and Stephen Potter (1985), by way of Is Your Journey Really Necessary?, 2012-12-31.
https://isyourjourneyreallynecessary.wordpress.com/2012/12/31/nice-work-if-you-can-get-there/
Click map to enlarge.

The aim of the Beeching cuts, which followed on from a pair of reports written by Dr Richard Beeching in 1963 and 1965 for the British Railway Board (of which he was Chair), was to turn the loss-making British railways network into a profitable enterprise. Prioritising this profitability over all else, he proposed axing about a third of Britain’s then 7000 railway stations, removing passenger service from around 5000 route miles, and cutting 70,000 jobs over three years. The moves were highly controversial, and though they certainly saved money, the social consequences were extensive and the scars remain visible today.

As a consequence of the cuts, Britain became over-reliant on car travel, and over the 1970s and 80s town planners gutted the experientially human-scale city centres in service of this newly favoured road transport. We still very much feel the consequences of the Beeching axe today, whereby a rail journey between neighbouring cities is often only possible by zigzagging up to London and back down again, and public transport between rural communities is limited to one bus service every hour or two in the morning and mid-afternoon, which crawls along at a testudinian pace, further isolating and atrophying the scattered settlements that once were happy, thriving homes.

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